Automated driving system and automated driving method

Abstract

To improve work efficiency while enabling automatic travel of a work vehicle not only in work in work areas but also in movement between the work areas when performing work in the multiple work areas.SOLUTION: An automatic travel system includes an automatic travel control part for allowing a work vehicle for performing work in multiple work areas S to travel automatically. The automatic travel control part allows the work vehicle to travel automatically so as to move between the multiple work areas S.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to an automatic driving system and an automatic driving method for automatically driving a work vehicle. [Background technology]

[0002] The above-mentioned automatic driving system is equipped with a positioning unit that acquires the position information of the work vehicle using a satellite positioning system or the like, and causes the work vehicle to automatically drive along a pre-generated target driving route based on the position information of the work vehicle acquired by the positioning unit (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6170185 Summary of the Invention [Problem to be solved by the invention]

[0004] For example, in agricultural work, work is not completed in a specific work area, but rather work may be performed in multiple work areas in a day. In this case, work is performed in one work area, and when that work is completed, the vehicle travels outside the work area, such as on a farm road, to move to the next work area and continue work in the next work area. In this way, work is performed in multiple work areas by repeatedly working in the work area and moving between work areas.

[0005] However, in the system described in Patent Document 1, a farm field or the like is used as a work area, and a target travel route is generated for that work area, so the work vehicle automatically travels along the target travel route within the work area, but the work vehicle cannot automatically travel outside the work area. Therefore, when moving between work areas, the user or the like must manually drive the work vehicle, which can lead to a decrease in work efficiency and leaves room for improvement in this regard.

[0006] In view of this situation, the main objective of the present invention is to provide an automatic driving system and an automatic driving method that, when work is performed in multiple work areas, enables the work vehicle to not only work in the work areas but also move between the work areas by automatic driving, thereby improving work efficiency. [Means for solving the problem]

[0007] An automated driving system according to one aspect includes an automated driving control unit that automatically drives a work vehicle that performs work in a plurality of work areas. The automated driving control unit automatically drives the work vehicle to move between the plurality of work areas.

[0008] An automatic driving method according to one aspect is an automatic driving control method for automatically driving a work vehicle that performs work in multiple work areas, and automatically driving the work vehicle so as to move between the multiple work areas. [Brief explanation of the drawings]

[0009] [Figure 1] Diagram showing the schematic configuration of an automated driving system [Figure 2] Block diagram showing the general configuration of the automated driving system [Figure 3] Front view of the tractor from the front [Figure 4] Rear view of the tractor from the rear [Figure 5] A diagram showing target driving paths in multiple work areas [Figure 6] A diagram showing a work area selection screen as a display screen of the display unit. [Figure 7] FIG. 10 is a diagram showing the display screen of the display unit in a state where a work area for performing work has been determined. [Figure 8] FIG. 10 is a diagram showing a work order selection screen as a display screen of the display unit. [Figure 9] FIG. 10 is a diagram showing a display screen of the display unit in a state where a target driving route is corrected. [Figure 10]FIG. 10 is a diagram showing a display screen of the display unit in a state where a target driving route is corrected. [Figure 11] FIG. 10 is a diagram showing a display screen of the display unit in a state where a target driving route is corrected. [Figure 12] Flowchart showing the operation when the tractor is automatically driven [Figure 13] A diagram showing the automatic driving within the work area and the automatic driving when exiting the work area. [Figure 14] A diagram showing the state of autonomous driving outside the work area and when autonomous driving enters the work area. [Figure 15] A diagram for explaining a case where the approach direction is corrected when entering the work area. DETAILED DESCRIPTION OF THE INVENTION

[0010] An embodiment of an automatic driving system according to the present invention will be described with reference to the drawings. As shown in Figure 1, this automated driving system applies a tractor 1 as a work vehicle, but it can also be applied to other work vehicles besides tractors, such as riding rice transplanters, combine harvesters, riding mowers, wheel loaders, and snowplows, as well as unmanned work vehicles such as unmanned mowers.

[0011] As shown in Figures 1 and 2, this automatic driving system includes an automatic driving unit 2 mounted on a tractor 1, and a mobile communication terminal 3 configured to communicate with the automatic driving unit 2. The mobile communication terminal 3 can be a tablet-type personal computer or a smartphone having a touch-operable touch panel display unit 51 (e.g., a liquid crystal panel) or the like.

[0012] The tractor 1 is equipped with a running body 7 having left and right front wheels 5 that function as drivable steering wheels, and left and right rear wheels 6 that can also be driven. A bonnet 8 is disposed in front of the running body 7, and an electronically controlled diesel engine (hereinafter referred to as the engine) 9 equipped with a common rail system is provided inside the bonnet 8. A cabin 10 that forms a riding-type driver's section is provided behind the bonnet 8 of the running body 7.

[0013] A rotary tiller, which is an example of a working implement 12, can be connected to the rear of the traveling body 7 via a three-point linkage mechanism 11 so that it can be raised, lowered, and rolled. Instead of a rotary tiller, various working implements 12 such as a mower, plow, sowing implement, or sprayer can be connected to the rear of the tractor 1.

[0014] As shown in Figure 2, the tractor 1 is equipped with an electronically controlled transmission 13 that changes the speed of power from the engine 9, a fully hydraulic power steering mechanism 14 that steers the left and right front wheels 5, left and right side brakes (not shown) that brake the left and right rear wheels 6, an electronically controlled brake operation mechanism 15 that enables hydraulic operation of the left and right side brakes, a work clutch (not shown) that interrupts transmission of power to the work implement 12 such as a rotary tiller, an electronically controlled clutch operation mechanism 16 that enables hydraulic operation of the work clutch, an electronically hydraulically controlled lift drive mechanism 17 that drives the work implement 12 such as a rotary tiller to lift and lower, an on-board electronic control unit 18 that has various control programs related to the automatic driving of the tractor 1, a vehicle speed sensor 19 that detects the vehicle speed of the tractor 1, a steering angle sensor 20 that detects the steering angle of the front wheels 5, and a positioning unit 21 that measures the current position and current direction of the tractor 1.

[0015] The engine 9 may be an electronically controlled gasoline engine equipped with an electronic governor. The transmission 13 may be a hydromechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), or a belt-type continuously variable transmission. The power steering mechanism 14 may be an electric power steering mechanism 14 equipped with an electric motor.

[0016] As shown in FIG. 1, the interior of the cabin 10 is equipped with a steering wheel 38 that enables manual steering of the left and right front wheels 5 via a power steering mechanism 14 (see FIG. 2), a driver's seat 39 for passengers, a touch panel display unit, and various operating tools.

[0017] As shown in Figure 2, the on-board electronic control unit 18 includes a transmission control unit 181 that controls the operation of the transmission 13, a braking control unit 182 that controls the operation of the left and right side brakes, an implement control unit 183 that controls the operation of the implement 12 such as a rotary tiller, a steering angle setting unit 184 that sets the target steering angle of the left and right front wheels 5 during automatic driving and outputs it to the power steering mechanism 14, and a non-volatile on-board memory unit 185 that stores a pre-generated target driving route P for automatic driving (see Figure 5, for example).

[0018] As shown in FIG. 2, the positioning unit 21 includes a satellite navigation device 22 that measures the current position and current orientation of the tractor 1 using a global positioning system (GPS), which is an example of a navigation satellite system (NSS), and an inertial measurement unit (IMU) 23 that has a three-axis gyroscope, a three-directional acceleration sensor, and the like and measures the attitude, orientation, and the like of the tractor 1. Positioning methods that use GPS include differential GPS (DGPS: relative positioning method) and real-time kinematic GPS (RTK-GPS: interferometric positioning method). In this embodiment, RTK-GPS, which is suitable for positioning a moving object, is adopted. For this reason, reference stations 4 that enable positioning by RTK-GPS are installed at known positions around the field, as shown in FIGS. 1 and 2.

[0019] As shown in Fig. 2, the tractor 1 and the reference station 4 are each equipped with a positioning antenna 24, 61 that receives radio waves transmitted from a positioning satellite 71 (see Fig. 1), and communication modules 25, 62 that enable wireless communication of various information including positioning information (correction information) between the tractor 1 and the reference station 4. This allows the satellite navigation device 22 to measure the current position and current orientation of the tractor 1 with high accuracy based on the positioning information obtained by the tractor-side positioning antenna 24 receiving radio waves from the positioning satellite 71 and the positioning information (correction information for measuring the current position of the tractor 1) obtained by the base station-side positioning antenna 61 receiving radio waves from the positioning satellite 71. Furthermore, the positioning unit 21 is equipped with the satellite navigation device 22 and the inertial measurement unit 23, and is therefore able to measure the current position, current orientation, and attitude angles (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy.

[0020] The positioning antenna 24, communication module 25, and inertial measurement unit 23 provided on the tractor 1 are housed in an antenna unit 80, as shown in Fig. 1. The antenna unit 80 is disposed at an upper position on the front side of the cabin 10.

[0021] 2, the mobile communication terminal 3 is equipped with a terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51, etc., and a communication module 53 that enables wireless communication of various information including positioning information with the communication module 25 on the tractor side. The terminal electronic control unit 52 has a travel route generation unit 54 (corresponding to the route generation unit) that generates a target travel route P (see FIG. 5, for example) for automatically traveling the tractor 1, and a non-volatile terminal storage unit 55 that stores various input information input by the user, the target travel route P generated by the travel route generation unit 54, etc.

[0022] The way in which the travel path generation unit 54 generates the target travel path P will be described later, but as shown in FIG. 5, the travel path generation unit 54 is capable of generating not only a work path P1 within the work area S, but also a movement path P2 outside the work area S that connects the work areas S. The target travel path P generated by the travel path generation unit 54 can be displayed on the display unit 51, and is stored as route information in the terminal storage unit 55. The route information includes the azimuth angle of the target travel path P, and a set engine rotation speed and target travel speed that are set according to the travel mode of the tractor 1 on the target travel path P, etc.

[0023] When the travel route generation unit 54 generates the target travel route P, the terminal electronic control unit 52 transfers the route information from the mobile communication terminal 3 to the tractor 1, allowing the on-board electronic control unit 18 of the tractor 1 to acquire the route information. Based on the acquired route information, the on-board electronic control unit 18 can automatically drive the tractor 1 along the target travel route P while acquiring its own current position (the current position of the tractor 1) using the positioning unit 21. The current position of the tractor 1 acquired by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, every few milliseconds), and the current position of the tractor 1 is known by the mobile communication terminal 3.

[0024] Regarding the transfer of route information, before the tractor 1 starts autonomous driving, the entire route information can be transferred all at once from the terminal electronic control unit 52 to the on-board electronic control unit 18. Also, for example, route information including the target driving route P can be divided into multiple route segments each having a small amount of information, each segment being a predetermined distance. In this case, before the tractor 1 starts autonomous driving, only the initial route segment of the route information is transferred from the terminal electronic control unit 52 to the on-board electronic control unit 18. After the start of autonomous driving, each time the tractor 1 reaches a route acquisition point set according to the amount of information, etc., route information for only the subsequent route segment corresponding to that point may be transferred from the terminal electronic control unit 52 to the on-board electronic control unit 18.

[0025] When starting automatic driving of the tractor 1, for example, a user or the like moves the tractor 1 to a start point, and once various automatic driving start conditions are satisfied, the user operates the display unit 51 of the mobile communication terminal 3 to instruct the start of automatic driving, and the mobile communication terminal 3 then transmits an instruction to start automatic driving to the tractor 1. In response to this, the on-board electronic control unit 18 of the tractor 1 receives the instruction to start automatic driving, and while acquiring its own current position (the current position of the tractor 1) using the positioning unit 21, starts automatic driving control to automatically drive the tractor 1 along the target driving route P. The on-board electronic control unit 18 is configured as an automatic driving control unit that performs automatic driving control to automatically drive the tractor 1 along the target driving route P based on the positioning information of the tractor 1 acquired by the positioning unit 21 using a satellite positioning system.

[0026] The automatic driving control includes automatic speed change control that automatically controls the operation of the transmission 13, automatic braking control that automatically controls the operation of the brake operating mechanism 15, automatic steering control that automatically steers the left and right front wheels 5, and automatic work control that automatically controls the operation of work equipment 12 such as a rotary tiller.

[0027] In automatic transmission control, the transmission control unit 181 automatically controls the operation of the transmission 13 based on route information of the target driving route P including the target driving speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19, so that the target driving speed set in accordance with the driving mode of the tractor 1 on the target driving route P is obtained as the vehicle speed of the tractor 1.

[0028] In automatic braking control, the braking control unit 182 automatically controls the operation of the brake operating mechanism 15 based on the target driving route P and the output of the positioning unit 21 so that the left and right side brakes properly brake the left and right rear wheels 6 in the braking area included in the route information of the target driving route P.

[0029] In the automatic steering control, the steering angle setting unit 184 determines and sets target steering angles for the left and right front wheels 5 based on the route information of the target driving route P and the output of the positioning unit 21 so that the tractor 1 automatically drives along the target driving route P, and outputs the set target steering angles to the power steering mechanism 14. Based on the target steering angles and the output of the steering angle sensor 20, the power steering mechanism 14 automatically steers the left and right front wheels 5 so that the target steering angles are obtained as the steering angles of the left and right front wheels 5.

[0030] In the automatic control for work, the work implement control unit 183 automatically controls the operation of the clutch operating mechanism 16 and the lifting drive mechanism 17 based on the route information of the target travel route P and the output of the positioning unit 21 so that a predetermined work (e.g., plowing work) by the work implement 12 is started as the tractor 1 reaches the work start point on the work route P1 (e.g., see Figure 5), and the predetermined work by the work implement 12 is stopped as the tractor 1 reaches the work end point on the work route P1 (e.g., see Figure 5).

[0031] In this way, in the tractor 1, the automatic driving unit 2 is composed of the transmission 13, power steering mechanism 14, brake operating mechanism 15, clutch operating mechanism 16, lifting drive mechanism 17, on-board electronic control unit 18, vehicle speed sensor 19, steering angle sensor 20, positioning unit 21, and communication module 25, etc.

[0032] In this embodiment, not only can the tractor 1 be automatically driven without a user or the like riding in the cabin 10, but it is also possible to automatically drive the tractor 1 with a user or the like riding in the cabin 10. Therefore, not only can the tractor 1 be automatically driven along the target driving route P by automatic driving control by the on-board electronic control unit 18 without a user or the like riding in the cabin 10, but even when a user or the like is riding in the cabin 10, the tractor 1 can be automatically driven along the target driving route P by automatic driving control by the on-board electronic control unit 18.

[0033] When a user or the like is on board the cabin 10, the on-board electronic control unit 18 can switch between an automatic driving state in which the tractor 1 is driven automatically and a manual driving state in which the tractor 1 is driven based on the driving of the user or the like. Thus, while the tractor is automatically driving along the target driving path P in the automatic driving state, the automatic driving state can be switched to the manual driving state, and conversely, while the tractor is driving in the manual driving state, the manual driving state can be switched to the automatic driving state. To switch between the manual driving state and the automatic driving state, for example, a switching operation unit for switching between the automatic driving state and the manual driving state can be provided near the driver's seat 39, and the switching operation unit can be displayed on the display unit 51 of the mobile communication terminal 3. Furthermore, when the user operates the steering wheel 38 during automatic driving control by the on-board electronic control unit 18, the automatic driving state can be switched to the manual driving state.

[0034] 1 and 2, the tractor 1 is equipped with an obstacle detection system 100 for detecting obstacles around the tractor 1 (traveling body 7) and avoiding collisions with the obstacles. The obstacle detection system 100 is equipped with a plurality of lidar sensors 101, 102 that can measure the distance to a measurement object in three dimensions using lasers, sonar units 103, 104 that have a plurality of sonars that can measure the distance to the measurement object using ultrasound, cameras 105, 106 that capture images of the area around the tractor 1 (traveling body 7), an obstacle detection unit 110, and a collision avoidance control unit 111.

[0035] The objects to be measured by the lidar sensors 101, 102, sonar units 103, 104, and cameras 105, 106 are objects, people, etc. The lidar sensors 101, 102 are equipped with a front lidar sensor 101 that measures the front side of the tractor 1, and a rear lidar sensor 102 that measures the rear side of the tractor 1. The sonar units 103, 104 are equipped with a right sonar unit 103 that measures the right side of the tractor 1, and a left sonar unit 104 that measures the left side of the tractor 1. The cameras 105, 106 are equipped with a front camera 105 that measures the front side of the tractor 1, and a rear camera 106 that measures the rear side of the tractor 1.

[0036] The obstacle detection unit 110 is configured to perform obstacle detection processing to detect objects, such as people or objects within a predetermined distance, as obstacles based on measurement information from the lidar sensors 101, 102, sonar units 103, 104, and cameras 105, 106. The collision avoidance control unit 111 is configured to perform collision avoidance control to decelerate or stop the tractor 1 when the obstacle detection unit 110 detects an obstacle. In the collision avoidance control, the collision avoidance control unit 111 not only decelerates or stops the tractor 1, but also activates the alarm device 26, such as an alarm buzzer or alarm lamp, to notify the user of the presence of an obstacle. In the collision avoidance control, the collision avoidance control unit 111 communicates with the mobile communication terminal 3 from the tractor 1 using the communication modules 25, 53 and displays the presence of an obstacle on the display unit 51, thereby notifying the user of the presence of an obstacle.

[0037] The obstacle detection unit 110 repeatedly performs obstacle detection processing in real time based on measurement information from the lidar sensors 101 and 102, sonar units 103 and 104, and cameras 105 and 106, and appropriately detects obstacles such as objects and people. The collision avoidance control unit 111 performs collision avoidance control to avoid collision with obstacles detected in real time.

[0038] The obstacle detection unit 110 and the collision avoidance control unit 111 are provided in an on-board electronic control unit 18. The on-board electronic control unit 18 is communicatively connected to an engine electronic control unit included in the common rail system, lidar sensors 101 and 102, sonar units 103 and 104, cameras 105 and 106, etc. via a CAN (Controller Area Network).

[0039] The LIDAR sensors 101 and 102 measure the distance to the object (time of flight) based on the round-trip time it takes for a laser beam (e.g., pulsed near-infrared laser beam) to hit the object and bounce back. The LIDAR sensors 101 and 102 measure the distance to the object in three dimensions by scanning the laser beam vertically and horizontally at high speed and sequentially measuring the distance to the object at each scanning angle. The LIDAR sensors 101 and 102 repeatedly measure the distance to the object within the measurement range in real time. The LIDAR sensors 101 and 102 are configured to generate a three-dimensional image from measurement information and output it to an external device. The three-dimensional image generated from the measurement information of the LIDAR sensors 101 and 102 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3, allowing a user to visually check the presence or absence of an obstacle. The three-dimensional image can indicate distances in both near and far directions using, for example, color.

[0040] As shown in FIGS. 1 and 3, the front lidar sensor 101 is attached to the bottom of the antenna unit 80, which is located at an upper position on the front side of the cabin 10. As shown in FIG. 3, the antenna unit 80 is attached to a pipe-shaped antenna unit support stay 81 that extends the entire length of the cabin 10 in the left-right direction of the traveling body 7. The antenna unit 80 is located in a position that corresponds to the center of the cabin 10 in the left-right direction of the traveling body 7. The front lidar sensor 101 is attached to the antenna unit 80 in a downward-leaning position, with the front side positioned lower, and is provided integrally with the antenna unit 80. Like the antenna unit 80, the front lidar sensor 101 is located in a position that corresponds to the center of the cabin 10 in the left-right direction of the traveling body 7.

[0041] The front camera 105 is disposed above the front lidar sensor 101. Like the front lidar sensor 101, the front camera 105 is mounted in a forward-leaning position such that the more forward the camera is positioned, the lower it is. The front camera 105 is equipped to capture images of the front side of the traveling machine body 7 looking down diagonally from above. The image captured by the front camera 105 can be output to an external device. The image captured by the front camera 105 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3, allowing a user or the like to visually confirm the situation around the tractor 1. The front lidar sensor 101 and the front camera 105 are disposed at a position corresponding to the roof 35 in the vertical direction.

[0042] 4, the rear LIDAR sensor 102 is attached to a pipe-shaped sensor support stay 82 that extends the entire length of the cabin 10 in the left-right direction of the traveling body 7. The rear LIDAR sensor 102 is disposed in a position that corresponds to the center of the cabin 10 in the left-right direction of the traveling body 7. The rear LIDAR sensor 102 is attached to the sensor support stay 82 in a downward-rearward position, with the rearward portion of the sensor support stay 82 positioned lower and lower.

[0043] The rear camera 106 is disposed above the rear lidar sensor 102. Like the rear lidar sensor 102, the rear camera 106 is mounted in a rearward-leaning position such that the more rearward the camera is positioned, the lower it is. The rear camera 106 is provided to capture images of the rear side of the traveling machine body 7 looking down diagonally from above. The image captured by the rear camera 106 can be output to an external device. The image captured by the rear camera 106 can be displayed on a display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3, allowing a user or the like to visually confirm the situation around the tractor 1. The rear lidar sensor 102 and the rear camera 106 are disposed at positions corresponding to the roof 35 in the vertical direction.

[0044] Sonar units 103, 104 are configured to measure the distance to the object from the time it takes for the projected ultrasonic waves to hit the object and bounce back. As described above, sonar units 103, 104 include right sonar unit 103, whose measurement range is on the right side of tractor 1 (traveling body 7), and left sonar unit 104 (see FIG. 1), whose measurement range is on the left side of tractor 1 (traveling body 7).

[0045] For the front side of the tractor 1, the obstacle detection unit 110 performs obstacle detection processing, for example, by detecting the presence or absence of an obstacle based on measurement information from the front camera 105, and if the presence of an obstacle is detected, by detecting the position of the obstacle based on measurement information from the front LIDAR sensor 101. For the rear side of the tractor 1, similar to the front side of the tractor 1, the obstacle detection unit 110 performs obstacle detection processing, detecting the presence or absence and position of an obstacle based on measurement information from the rear camera 106 and measurement information from the rear LIDAR sensor 102. For the right side of the tractor 1, the obstacle detection unit 110 performs obstacle detection processing, detecting the presence or absence and position of an obstacle based on measurement information from the right sonar unit 103, and for the left side of the tractor 1, the obstacle detection unit 110 performs obstacle detection processing, detecting the presence or absence and position of an obstacle based on measurement information from the left sonar unit 104.

[0046] The following describes the generation of the target travel path P by the travel path generation unit 54. When the travel path generation unit 54 generates the target travel path P, a user such as a driver or manager follows input guidance for setting the target travel path displayed on the display unit 51 of the mobile communication terminal 3 to input various information including vehicle information such as the model of the work vehicle and the type and working width of the work implement 12, and exit direction / entrance direction information regarding the exit direction from inside the work area S to outside the work area S and the entry direction from outside the work area S into the work area S, and the like. The input information is stored in the terminal storage unit 55.

[0047] The exit direction / entry direction information relating to the exit direction from inside the work area S to outside the work area S and the entry direction from outside the work area S into the work area S can be input by the user operating the display unit 51 (corresponding to an operating tool), and the exit direction / entry direction information acquisition unit 56 acquires the exit direction / entry direction information from the input information. The user is configured to be able to change the exit direction and entry direction in the exit direction / entry direction information by operating the display unit 51, and the exit direction / entry direction information acquisition unit 56 acquires the exit direction / entry direction information relating to the changed exit direction and entry direction. Acquisition of the exit direction / entry direction information is not limited to information input by the user. For example, the exit direction / entry direction information acquisition unit 56 can acquire the exit direction / entry direction information by reading the exit direction and entry direction from map information or the like.

[0048] The work area S to be worked on is a farm field, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires field information about the field, including the shape and position of the field and the positions of entrances and exits to the field, as well as outside-field information about areas outside the field, including the shape and position of areas outside the field and farm roads connecting the fields, and stores this information in the terminal storage unit 55. The terminal electronic control unit 52 acquires the field information and outside-field information from map information stored in a database or the like. In addition, the field information can also be acquired from measurement information obtained when the shape and position of the work area are actually measured, for example, and the field information and outside-field information can be acquired using various methods.

[0049] In addition to the information input by the user, the field information and outside field information acquired by the terminal electronic control unit 52 are stored in the terminal storage unit 55, and the travel path generation unit 54 generates a target travel path P using the field information, outside field information, vehicle body information, and exit direction / entry direction information stored in the terminal storage unit 55. As shown in Fig. 5, when work is to be performed in multiple work areas S, the travel path generation unit 54 generates, as the target travel path P, a work path P1 for performing work within the work area S, and a movement path P2 that travels outside the work area S and connects the work areas S.

[0050] When working in multiple work areas S, the user performs various operations on the display unit 51 in accordance with the display screen displayed on the display unit 51, and the travel route generation unit 54 generates the target travel route P. Below, an explanation will be given with reference to examples of the display screen displayed on the display unit 51.

[0051] As shown in Fig. 6, a work area selection screen for selecting a work area S (field) in which work will be performed is displayed on the display unit 51. On this work area selection screen, the user can select the work area S in which work will be performed by touching a location corresponding to the work area S (field) in which work will be performed. Fig. 6 shows a state in which three work areas S, work area S1, work area S2, and work area S3 (work areas surrounded by dotted lines in Fig. 6), have been selected from among multiple work areas S.

[0052] When the work area S where work will be performed is determined in the state shown in Figure 6, for example, as shown in Figure 7, the selected work areas S1 to S3 (fields) become distinguishable from the other work areas S (enclosed by thick dotted lines in Figure 7), and the number of selected work areas S is also displayed. In Figure 7, a selection button 201 is displayed that allows the user to select whether or not to generate a target travel path P when work is to be performed in the selected work area S.

[0053] When the user presses the selection button 201 in Fig. 7, the display screen of the display unit 51 transitions to a work order selection screen for selecting the work order in which the selected work areas S1 to S3 will be worked, as shown in Fig. 8. On this work order selection screen, the work order can be selected according to the order in which the user touches the areas, for example, the work area S (field) that the user touches first is the one to be worked on first, and the work area S that the user touches next is the one to be worked on second. In the example shown in Fig. 8, the work area S1 is the one to be worked on first, the work area S2 is the one to be worked on second, and the work area S3 is the one to be worked on third.

[0054] When the user presses the work order determination button 202 in Fig. 8, the travel path generation unit 54 generates, as a target travel path P, a work path P1 for performing work within the work area S and a movement path P2 outside the work area S that connects the work areas S. The travel path generation unit 54 generates the work path P1 and the movement path P2 based on the field information, out-of-field information, and information input by the user (including vehicle information, exit direction / entrance direction information, etc.) stored in the terminal storage unit 55.

[0055] In the example shown in Figure 9, the travel path generation unit 54 generates the work path P1 as a round trip path along the work direction included in the input information to perform work, but for example, the work path P1 can also be a circular path that circles around the shape of the outer periphery of the work area S, and the shape of the path can be changed as appropriate.

[0056] The travel path generation unit 54 generates the travel path P2, for example, by combining multiple straight-line paths, from the end of the work path P1 in the work area S where work will be performed first, through farm roads N outside the work area S, etc., to the start of the work path P1 in the work area S where work will be performed next.

[0057] 5 and 9, the start and end points of the work path P1 are set within the work area S, and the movement path P2 is a path that connects the end point of the work path P1 in the work area S where the first work will be performed to the start point of the work path P1 in the work area S where the next work will be performed. As a result, the movement path P1 is generated by combining three path segments: a path segment that connects the end point of the work path P1 within the work area S where the first work will be performed to the boundary between the inside and outside of that work area S; a path segment that connects, outside the work area S, the boundary between the inside and outside of the work area S where the first work will be performed to the boundary between the inside and outside of the work area S where the next work will be performed; and a path segment that connects the boundary between the inside and outside of the work area S where the next work will be performed to the start point of the work path P1 within the work area S where the next work will be performed.

[0058] 5 and 9, the movement path P2 is generated not only outside the working area S but also inside the working area S, but it is also possible to generate the movement path P2 only outside the working area S, for example, by setting the start and end of the work path P1 at the boundary between the inside and outside of the working area S. In this way, the travel path generation unit 54 only needs to use the work path P1 and the movement path P2 as paths for performing work in the working area S where work is to be performed first, movement from the working area S where work is to be performed first to the working area S where work is to be performed next, and work in the working area S where work is to be performed next, and it is possible to change how the work path P1 and the movement path P2 are generated as appropriate.

[0059] In the example shown in FIG. 9, the direction of exit from the working area S1 is defined as the up-down direction, the direction of entry into and exit from the working area S2 are defined as the up-down direction, and the direction of entry into the working area S3 is defined as the left-right direction. The travel path generation unit 54 generates a travel path P2 connecting the working area S1 and the working area S2, and a travel path P2 connecting the working area S2 and the working area S3. For the travel path P2 connecting the working area S1 and the working area S2, the direction of exit from the working area S1 is defined as the up-down direction, and the direction of entry into the working area S2 is defined as the up-down direction. For the travel path P2 connecting the working area S2 and the working area S3, the direction of exit from the working area S2 is defined as the up-down direction, and the direction of entry into the working area S3 is defined as the left-right direction. In this way, the travel path generation unit 54 generates a travel path P2 according to the exit direction and entry direction information.

[0060] The travel path generation unit 54 can modify the generated work path P1 and movement path P2 in accordance with a modification operation (change operation) by the user, etc. As shown in Fig. 10, when the user modifies (changes) the work direction in the work area S3 on the display unit 51 from the up-down direction (see Fig. 9) to the left-right direction, the travel path generation unit 54 modifies the work path P1 to a path for reciprocating work along the left-right direction in accordance with the modified work direction.

[0061] As shown in Figure 11, when the user corrects the approach direction of the tractor 1 into the work area S3 from the left-right direction (see Figure 9) to the up-down direction, the travel path generation unit 54 corrects the movement path P2 to a path for approaching the work area S3 in the up-down direction in accordance with the corrected approach direction.

[0062] In this way, when the user corrects (changes) the work direction in the work area S, the direction of entry into the work area S, the direction of exit from the work area S, etc., the travel path generation unit 54 corrects the work path P1 and the movement path P2 based on the corrected (changed) information. When the "Yes" button 203 is pressed on the screen shown in FIG. 10 or 11, the travel path generation unit 54 determines the corrected work path P1 and movement path P2 as the target travel path P for automatic travel of the tractor 1. When the "No" button 204 is pressed on the screen shown in FIG. 9, FIG. 10, or FIG. 11, the travel path generation unit 54 displays the work path P1 and movement path P2 before correction on the display unit 51, and determines the pre-correction work path P1 and movement path P2 as the target travel path P for automatic travel of the tractor 1.

[0063] The target travel path P (work path P1 and movement path P2) generated by the travel path generation unit 54 can be displayed on the display unit 51, and is stored in the terminal storage unit 55 as route information associated with various information such as field information. The route information includes the azimuth angle of the target travel path P, and a set engine rotation speed and target traveling speed that are set according to the traveling mode of the tractor 1 on the target travel path P. The on-board electronic control unit 18 acquires the route information, and thereby automatically causes the tractor 1 to travel along the target travel path P while being controlled to the set engine rotation speed, target traveling speed, etc.

[0064] The operation of the tractor 1 when automatically traveling when working in multiple work areas S will be described with reference to the flowchart in Fig. 12 and Figs. 13 and 14. Fig. 13 shows a schematic diagram of automatic traveling on a work path P1 within the work area S, and the state when the tractor 1 exits from within the work area S to outside the work area S. Fig. 13 shows a schematic diagram of automatic traveling on a travel path P2 outside the work area S, and the state when the tractor 1 enters the work area S.

[0065] When a user or the like moves the tractor 1 to the starting point of the work area S where the first work will be performed and starts automatic driving, first, as shown in Figure 13, the on-board electronic control unit 18 automatically drives the tractor 1 along the work path P1 of the work area S while the work implement 12 is performing a specified work (step #1 in Figure 12).

[0066] At this time, as shown in FIG. 13, the tractor 1 automatically travels along the work path P1 within the work area S, so the on-board electronic control unit 18 sets the obstacle detection system 100 to the work area in-mode. The obstacle detection unit 110 defines the measurement ranges of the lidar sensors 101, 102, sonar units 103, 104, and cameras 105, 106 as a first predetermined range K1 for the work area in-mode (the range shown in gray in FIG. 13), and performs obstacle detection processing to detect whether or not an obstacle exists within this first predetermined range K1. With respect to the first predetermined range K1, the front and rear of the tractor 1 represent the measurement ranges of the cameras 105, 106, and the left and right of the tractor 1 represent the measurement ranges of the sonar units 103, 104. As described above, when the obstacle detection unit 110 detects an obstacle, the collision avoidance control unit 111 performs collision avoidance control, such as slowing down the tractor 1 or stopping the tractor 1. In this way, the tractor 1 is automatically driven along the work path P1 within the work area S while avoiding contact with obstacles, thereby performing the specified work.

[0067] As shown in FIG. 13, when the tractor 1 reaches a first switching point A1 at which the target route along which the tractor 1 is to be automatically driven is switched from a route within the work area S to a route outside the work area S, the on-board electronic control unit 18 temporarily stops the tractor 1 (if the answer to step #2 in FIG. 12 is Yes, step #3). The first switching point A1 can be a point at which the travel route P2 switches from a route portion within the work area S to a route portion outside the work area S, such as the end of the work path P1 where the work path P1 is switched to the travel route P2, or the boundary between the inside and outside of the work area S. With the tractor 1 temporarily stopped, the on-board electronic control unit 18 uses the communication module 25 or the like to inquire about automatic driving permission to the monitoring center 301, which monitors the travel status of the tractor 1, as to whether or not to permit automatic driving on a route outside the work area S (step #4 in FIG. 12).

[0068] As shown in FIG. 13 , while the tractor 1 is temporarily stopped, the on-board electronic control unit 18 inquires about permission for automatic travel and switches the obstacle detection system 100 from the inside-work-area mode to the outside-work-area mode to increase the monitoring level (step #5 in FIG. 12 ). In the outside-work-area mode, the obstacle detection unit 110 sets the measurement ranges of the lidar sensors 101 and 102, the sonar units 103 and 104, and the cameras 105 and 106 (corresponding to the surroundings monitoring devices) as a second predetermined range K2 for the outside-work-area mode (the range shown in gray in FIG. 13 ), and performs obstacle detection processing to detect whether or not an obstacle exists within the second predetermined range K2. The second predetermined range K2 for the outside-work-area mode is wider in the front-rear and left-right directions than the first predetermined range K1 for the inside-work-area mode. As a result, in the outside-work-area mode, the measurement range for detecting obstacles is wider than in the inside-work-area mode, thereby increasing the monitoring level and detecting obstacles farther away from the tractor 1.

[0069] 13 shows an example in which the range is widened from the first predetermined range K1 to the second predetermined range K2 on the front and rear sides of the tractor 1. Incidentally, for the tractor 1 located at the top, the second predetermined range K2 on the rear side overlaps with the second predetermined range K2 on the front side of the tractor 1 located second from the top, so the second predetermined range K2 on the rear side is omitted. For example, the first predetermined range K1 can be widened to the second predetermined range K2 by widening the angles of view of the front camera 105 and the rear camera (for example, by widening the angles of view from 70 degrees to 200 degrees). 13 shows a state in which the measurement ranges of the LIDAR sensors 101, 102 and sonar units 103, 104 other than the cameras 105, 106 are not shown and these measurement devices are not activated, but as with the work area mode, the LIDAR sensors 101, 102 and sonar units 103, 104 other than the cameras 105, 106 can also be activated to detect obstacles in front, behind, and to the left and right of the tractor 1. The direction (front-rear or left-right) in which the second predetermined range K2 is extended relative to the first predetermined range K1 can be changed as appropriate.

[0070] In this embodiment, when switching between the inside work area mode and the outside work area mode, the measurement range is changed using the same measuring device, such as the camera 105. However, the obstacle detection system 100 may also include, in addition to the lidar sensors 101 and 102, the sonar units 103 and 104, and the cameras 105 and 106, a millimeter-wave radar or the like that can detect obstacles far from the tractor 1, and when switching between the inside work area mode and the outside work area mode, the measuring device for detecting obstacles may be switched to a different measuring device. For example, in the inside work area mode, obstacles may be detected using the measuring devices of the lidar sensors 101 and 102, the sonar units 103 and 104, and the cameras 105 and 106, and in the outside work area mode, obstacles may be detected using the millimeter-wave radar.

[0071] As shown in Fig. 13, at the monitoring center 301, a monitor monitors the situation outside the work area S, such as farm roads N, based on various information such as images captured by monitoring cameras and road information. When the monitoring center 301 receives an inquiry about permission for automatic driving from the tractor 1, if the monitor determines that the situation outside the work area S allows the tractor 1 to automatically drive, the monitor transmits permission information permitting automatic driving to the tractor 1. When the on-board electronic control unit 18 receives the permission information from the monitoring center 301, it determines that the conditions for canceling the temporary suspension have been met, and switches the target driving route for automatic driving of the tractor 1 from a route within the work area S to a route outside the work area S, and causes the tractor 1 to automatically drive along the movement route P2 (if the answer is Yes in step #6 in Fig. 12, step #7).

[0072] When automatic travel is performed on the travel route P2, the transmission control unit 181 of the on-board electronic control unit 18 switches the transmission 13 to a high-speed state, allowing the tractor 1 to automatically travel at high speed, and the work device control unit 183 of the on-board electronic control unit 18 controls the clutch operating mechanism 16 and the lifting drive mechanism 17 to stop the work of the work device 12.

[0073] When the tractor 1 is made to travel automatically on the travel route P2 outside the work area S, as described above, the tractor 1 is made to travel automatically while the monitoring center 301 centrally monitors the traveling conditions of the tractor 1, but if an Intelligent Transport Systems (ITS) is provided that can grasp various information such as the conditions of roads such as farm roads N and transmit it to the outside, the on-board electronic control unit 18 of the tractor 1 can grasp the conditions of roads such as farm roads N by sending and receiving various information to and from the ITS. Therefore, in addition to or instead of monitoring by the monitoring center 301, the on-board electronic control unit 18 can also make the tractor 1 travel automatically in accordance with the conditions of roads such as farm roads N obtained from the ITS.

[0074] 13, when the tractor 1 automatically travels along the travel route P2, the monitoring center 301 constantly monitors the travel status of the tractor 1, and the tractor 1 automatically travels along the travel route P2 while performing centralized monitoring at the monitoring center 301. At this time, the obstacle detection system 100 is switched to the outside work area mode, and the tractor 1 automatically travels while detecting the presence or absence of obstacles over a wider range than in the inside work area mode.

[0075] As shown in FIG. 14, when the tractor 1 reaches a second switching point A2 for switching the target route along which the tractor 1 is to be automatically driven from a route outside the work area S to a route within the work area S by automatically driving the tractor 1 along the travel route P2, the on-board electronic control unit 18 temporarily stops the tractor 1 (if Yes in step #8 in FIG. 12, step #9). The second switching point A2 can be a point on the travel route P2 on a farm road N, or a boundary between the inside and outside of the work area S, where the travel route P2 switches from a route portion outside the work area S to a route portion within the work area S. With the tractor 1 temporarily stopped, the on-board electronic control unit 18 uses the communication module 25 or the like to notify the monitoring center 301 that the tractor 1 is entering the work area S (step #10 in FIG. 12).

[0076] When the conditions for canceling the temporary stop are met, such as when a predetermined time has passed since the tractor 1 was temporarily stopped or when a notification of permission to enter the work area S is received from the monitoring center 301, the on-board electronic control unit 18 switches the target route along which the tractor 1 will automatically travel from a route outside the work area S to a route within the work area S, as shown in Fig. 14, and causes the tractor 1 to automatically travel along the route portion within the work area S on the travel route P2 and the work route P1 (if Yes in step #11 in Fig. 12, step #12). When performing automatic travel along the route portion within the work area S on the travel route P2 and the work route P1, the on-board electronic control unit 18 sets the obstacle detection system 100 to an in-work area mode and causes the tractor 1 to automatically travel along the work route P1 while the work implement 12 is performing a predetermined task.

[0077] As shown in the flowchart in Figure 12, work is performed in multiple work areas S by repeating the following operations: automatic driving on a work path P1 within a work area S, automatic driving on a movement path P2 between the work area S and the next work area S, and automatic driving on the work path P1 within the next work area S.

[0078] When the tractor 1 is driven automatically to exit the work area S, or when the tractor 1 is driven automatically to enter the work area S (see FIG. 15), there are cases where the tractor 1 cannot exit or enter the work area S automatically due to an input error or a change in the situation at the entrance / exit B of the work area S. Even in such cases, a configuration is provided to continue the automatic driving, which will be explained below.

[0079] As described above, the tractor 1 is equipped with lidar sensors 101, 102 and cameras 105, 106 (corresponding to entrance / exit situation detection units) as measurement devices for measuring the situation around the tractor 1. When the tractor 1 is automatically driven to exit the work area S, and when the tractor 1 is automatically driven to enter the work area S (see FIG. 15 ), the situation of the entrance / exit B of the work area S can be grasped from the measurement information of the lidar sensors 101, 102 and the cameras 105, 106.

[0080] FIG. 15 shows a case where the tractor 1 enters the work area S. From the measurement information of the lidar sensors 101, 102 and the cameras 105, 106, it is possible to understand the situation of the entry directions C2, C3 of the tractor 1 relative to the possible entry direction C1 at the entrance / exit B of the work area S. As shown by the solid line in FIG. 15, if the entry direction C2 of the tractor 1 matches the possible entry direction C1 at the entrance / exit B, the tractor 1 can enter the work area S. On the other hand, as shown by the dotted line in FIG. 15, if the entry direction C3 of the tractor 1 differs from the possible entry direction C1 at the entrance / exit B, the tractor 1 cannot enter the work area S. The case where the tractor 1 exits the work area S is similar to the case where the tractor 1 enters the work area S, and therefore is not shown in the figure.

[0081] 2, the terminal electronic control unit 52 is provided with an exit direction / entry direction correction unit 57 that can correct the exit direction from inside the work area S to outside the work area S and the entry direction from outside the work area S to inside the work area S based on measurement information from the LIDAR sensors 101, 102 and cameras 105, 106. The exit direction / entry direction correction unit 57 acquires measurement information from the LIDAR sensors 101, 102 and cameras 105, 106 using the communication modules 25, 53, etc., and determines from the measurement information whether the entry direction C2 of the tractor 1 matches the possible entry direction C1 at the entrance / exit B.

[0082] The exit direction / entry direction correction unit 57 does not correct the exit direction or entry direction if the entry direction C2 of the tractor 1 matches the possible entry direction C1, but corrects the exit direction or entry direction if the entry direction C3 of the tractor 1 differs from the possible entry direction C1. In the example shown in Figure 15, when the tractor 1 is located at the position indicated by the dotted line, the entry direction C3 of the tractor 1 differs from the possible entry direction C1, so at this time the exit direction / entry direction correction unit 57 corrects the entry direction C3 to the entry direction C2. Incidentally, when the entry direction C3 of the tractor 1 differs from the possible entry direction C1, an inquiry is made to the monitoring center 301 or the like as to whether it is okay to correct the exit direction and entry direction, and if permission to correct the exit direction and entry direction is obtained from the monitoring sensor 301, the exit direction / entry direction correction unit 57 corrects the exit direction and entry direction.

[0083] In this way, when the exit direction or entry direction is corrected by the exit direction / entry direction correction unit 57, the travel path generation unit 54 is configured to be able to correct the travel path P2 based on the corrected exit direction and entry direction. The travel path generation unit 54 corrects the travel path P2 so that the exit direction and entry direction of the travel path P2 match the corrected exit direction and entry direction (see FIG. 11, in which the entry direction is changed for the travel path P2 in FIG. 9). When the travel path generation unit 54 corrects the travel path P2, the on-board electronic control unit 18 acquires route information corresponding to the corrected travel path P2 and can automatically drive the tractor 1 along the corrected travel path P2. Therefore, the on-board electronic control unit 18 can change the exit direction and entry direction from the original exit direction and entry direction to automatically drive the tractor 1 out of the work area S and automatically drive the tractor 1 into the work area S.

[0084] In this embodiment, the tractor 1 is automatically driven not only on the work path P1 within the work area S but also on the movement path P2 outside the work area S, so the conditions for stopping the tractor 1 during automatic driving are different.

[0085] When the tractor 1 is traveling automatically along the work path P1 within the work area S, a predetermined task is performed, and the on-board electronic control unit 18 stops the tractor 1 if it determines that the tractor 1's traveling position deviates from the work path P1 by more than a predetermined distance or if it determines that a malfunction related to the task has occurred. On the other hand, when the tractor 1 is traveling automatically along a travel path P2 outside the work area S, if the on-board electronic control unit 18 determines that the tractor 1's traveling position deviates from the travel path P2 but has not deviated from a lane such as a farm road N, the tractor 1 continues traveling automatically, and if it determines that the tractor 1's traveling position has deviated from the lane, the tractor 1 stops traveling. Furthermore, even if a malfunction unrelated to traveling on a roadway such as a farm road N has occurred, the on-board electronic control unit 18 continues traveling automatically. However, if a malfunction related to traveling on a roadway has occurred, the tractor 1 stops traveling.

[0086] If the positioning unit 21 is unable to acquire appropriate positioning information, the tractor 1 continues to travel automatically on the work path P1 within the work area S until it has traveled a predetermined distance or until a predetermined time has elapsed, and then stops traveling after it has traveled the predetermined distance or after the predetermined time has elapsed. On the other hand, if the tractor 1 is traveling automatically on the travel path P2 outside the work area S, the tractor 1 is immediately stopped if appropriate positioning information cannot be acquired. Incidentally, if it is possible to continue automatic traveling based on the measurement information from the cameras 105, 106 provided on the tractor 1, the tractor 1 can also continue automatic traveling.

[0087] [Another embodiment] Another embodiment of the present invention will now be described. The configurations of the embodiments described below are not limited to being applied independently, but can also be applied in combination with the configurations of other embodiments.

[0088] (1) The configuration of the work vehicle can be changed in various ways. For example, the work vehicle may be configured as a hybrid vehicle equipped with an engine 9 and an electric motor for running, or may be configured as an electric vehicle equipped with an electric motor for running instead of the engine 9. For example, the work vehicle may be configured as a semi-crawler vehicle having left and right crawlers instead of the left and right rear wheels 6 as a traveling part. For example, the work vehicle may be configured with rear-wheel steering specifications in which the left and right rear wheels 6 function as steering wheels.

[0089] (2) In the above embodiment, the travel route generation unit 54, the exit direction / entry direction information acquisition unit 56, and the exit direction / entry direction correction unit 57 are provided in the mobile communication terminal 3, but the travel route generation unit 54, the exit direction / entry direction information acquisition unit 56, and the exit direction / entry direction correction unit 57 can also be provided in the tractor 1 (work vehicle) or an external management device.

[0090] (3) In the above embodiment, the mobile communication terminal 3 is operated to generate a target driving route, give instructions to start automatic driving, etc., so that the work vehicle can drive automatically. However, as described in (2) above, for example, the driving route generation unit 54, the exit direction / entry direction information acquisition unit 56, the exit direction / entry direction correction unit 57, etc. may be provided in an external monitoring center or monitoring device, and the monitoring sensor or monitoring device may generate a target driving route, give instructions to start automatic driving, etc., so that the work vehicle can drive automatically.

[0091] <Notes on the invention> A first characteristic configuration of the present invention is a path generation unit that generates a work path for each of a plurality of work areas; an automatic driving control unit that automatically drives the work vehicle along the work route generated by the route generation unit; the path generation unit is configured to be able to generate a movement path that connects the work areas by traveling outside the work areas, The automatic driving control unit is configured to temporarily stop the work vehicle before switching the target route on which the work vehicle will automatically travel from a route within the work area to a route outside the work area, and when the temporary suspension state is released, to switch the target route to a route outside the work area and allow the work vehicle to automatically travel.

[0092] According to this configuration, the route generation unit generates not only a work route for the work areas, but also a travel route that runs outside the work areas and connects the work areas, so the automatic driving control unit can automatically drive the work vehicle not only on the work route, but also on the travel route. As a result, when work is performed in multiple work areas, the work vehicle can be automatically driven not only within the work areas but also between the work areas, thereby improving work efficiency.

[0093] Furthermore, the automatic driving control unit temporarily stops the work vehicle before switching the target route along which the work vehicle will be automatically driven from a route within the work area to a route outside the work area, so it is possible to confirm in advance whether safety, etc. can be ensured even if the work vehicle is automatically driven on a route outside the work area before the automatic driving is performed on the route outside the work area. Therefore, by having the automatic driving control unit automatically drive the work vehicle on a route outside the work area after the temporary stop state is released, it is possible to appropriately perform automatic driving on a route outside the work area while ensuring safety.

[0094] A second characteristic configuration of the present invention is that the automatic driving control unit is configured to temporarily stop the work vehicle before switching the target driving route along which the work vehicle will automatically drive from a route outside the work area to a route within the work area, and when the temporary stop state is released, to switch the target driving route to a route within the work area and cause the work vehicle to automatically drive.

[0095] According to this configuration, the automatic driving control unit temporarily stops the work vehicle before switching the target route along which the work vehicle will automatically travel from a route outside the work area to a route within the work area, so it is possible to confirm in advance whether preparations for work are complete even if the work vehicle is automatically traveled on a route within the work area. Therefore, by having the automatic driving control unit automatically travel on a route within the work area after the temporary stop state is released, automatic travel on a route within the work area can be properly performed when preparations for work are complete, allowing work to be performed efficiently.

[0096] A third characteristic configuration of the present invention is configured such that the path generation unit generates the movement path based on an exit direction from inside the working area to outside the working area and an entry direction from outside the working area to inside the working area, The exit direction and the entry direction are configured to be changeable based on a predetermined operation using an operating tool.

[0097] According to this configuration, by a user or the like performing a predetermined operation with an operating tool, the exit direction from inside the work area to outside the work area, and the entry direction from outside the work area into the work area can be appropriately changed and set. The route generation unit generates a travel route based on the changed exit direction and entry direction, so it is possible to generate a travel route in which the exit direction and entry direction are set in appropriate directions. Therefore, when the work vehicle is caused to automatically travel along the travel route, both the exit direction from inside the work area to outside the work area, and the entry direction from outside the work area into the work area can be set in appropriate directions, and exit travel from the work area and entry travel into the work area can be performed appropriately.

[0098] A fourth characteristic configuration of the present invention is that the work vehicle is provided with an entrance / exit situation detection unit that detects the situation of an entrance / exit in the work area, An exit direction / entrance direction correction unit is provided that can correct the exit direction from inside the work area to outside the work area and the entry direction from outside the work area to inside the work area based on the detection information of the entrance / exit situation detection unit, When the exit direction or the entry direction is corrected by the exit direction / entry direction correction unit, the path generation unit is configured to be able to correct the movement path based on the corrected exit direction or the corrected entry direction.

[0099] For example, due to a user input error or a change in the situation at the entrance and exit of the work area, it may be impossible to exit the work area using the exit direction that has already been set, or it may be impossible to enter the work area using the entry direction that has already been set.

[0100] Therefore, according to this configuration, when exiting the work area and when entering the work area, the entrance / exit status can be grasped based on the detection information from the entrance / exit status detection unit, so that the exit direction / entrance direction correction unit can determine whether or not it is possible to exit in the exit direction that has already been set, and whether or not it is possible to enter in the entry direction that has already been set. If the exit direction / entrance direction correction unit determines that it is not possible to exit in the exit direction that has already been set, it can correct the exit direction based on the grasped entrance / exit status, and if it determines that it is not possible to enter in the entry direction that has already been set, it can correct the entry direction based on the grasped entrance / exit status.

[0101] In this way, when the exit direction or entry direction is corrected by the exit direction / entry direction correction unit, the path generation unit can correct the movement path based on the corrected exit direction or the corrected entry direction. Therefore, even if it is not possible to exit the work area using the exit direction that has already been set, or it is not possible to enter the work area using the entry direction that has already been set, due to an input error by the user or a change in the status of the entrance / exit of the work area, the automatic driving control unit can automatically drive the work vehicle along the corrected movement path, thereby allowing the work vehicle to exit the work area and enter the work area appropriately.

[0102] A fifth characteristic configuration of the present invention is that the work vehicle is equipped with a surroundings monitoring device that monitors the surrounding conditions, When the work vehicle is automatically traveling along a route outside the work area, the surroundings monitoring device is configured to increase the monitoring level compared to when the work vehicle is automatically traveling along a route within the work area.

[0103] When autonomous driving is performed on a route within a work area, even if there are obstacles that may hinder the autonomous driving of the work vehicle, these obstacles are often fixed objects such as walls or utility poles. Even if the obstacle is a moving person, the moving speed is relatively slow. In contrast, when autonomous driving is performed on a route outside the work area, obstacles include other vehicles, etc., and the moving speed is relatively fast.

[0104] Therefore, according to this configuration, when the work vehicle is traveling automatically along a route outside the work area, the perimeter monitoring device has a higher monitoring level than when the work vehicle is traveling automatically along a route within the work area. For example, by expanding the monitoring range of the perimeter monitoring device and increasing the monitoring level, even if a fast-moving obstacle is present, the obstacle can be detected at a position away from the work vehicle, and contact with the obstacle can be appropriately prevented. In this way, when the work vehicle is traveling automatically along a route outside the work area, by increasing the monitoring level of the perimeter monitoring device, the work vehicle can be traveled automatically while appropriately preventing contact with obstacles, etc. [Explanation of symbols]

[0105] 1 Tractor (work vehicle) 18. In-vehicle electronic control unit (autonomous driving control unit) 54 Travel route generation unit (route generation unit) 56 Exit direction / approach direction information acquisition unit 57 Exit direction / approach direction correction section 101 Front Lidar Sensor (Entrance / Exit Status Detection Unit, Surroundings Monitoring Device) 102 Rear LiDAR sensor (entrance / exit status detection unit, surroundings monitoring device) 103 Sonar unit (surrounding area monitoring device) 104 Sonar unit (surrounding area monitoring device) 105 Front camera (entrance / exit status detection unit, surroundings monitoring device) 106 Rear camera (entrance / exit status detection unit, surroundings monitoring device) B Entrance and exit to work area P Target driving route P1 Work Route P2 Movement route S work area

Claims

1. An automatic driving control unit is provided that automatically drives a work vehicle that performs work in multiple work areas, the automatic driving control unit automatically drives the work vehicle to move between the plurality of work areas; When the work vehicle moves from a first work area to a second work area among the plurality of work areas, the automatic driving control unit temporarily stops the work vehicle within the first work area before exiting the first work area from within the first work area to outside the first work area, and when the temporary stop state is released in response to the work vehicle receiving permission information from an external device, automatically drives the work vehicle to move outside the first work area. Autonomous driving system.

2. An automatic driving control unit is provided that automatically drives a work vehicle that performs work in multiple work areas, the automatic driving control unit automatically drives the work vehicle to move between the plurality of work areas; the automatic driving control unit automatically drives the work vehicle between the plurality of work areas based on a direction of exit from inside the work area to outside the work area and a direction of entry from outside the work area to inside the work area. Autonomous driving system.

3. An automatic driving control unit is provided that automatically drives a work vehicle that performs work in multiple work areas, the automatic driving control unit automatically drives the work vehicle to move between the plurality of work areas; The automatic driving control unit is capable of correcting the exit direction from inside the work area to outside the work area and the entry direction from outside the work area to inside the work area based on the status of the entrance and exit in the work area. Autonomous driving system.

4. When the work vehicle automatically drives outside the work area, the monitoring level of a surrounding monitoring device that monitors the situation around the work vehicle is set to be higher than when the work vehicle automatically drives within the work area. The automatic driving system according to any one of claims 1 to 3.

5. The driving stop conditions for stopping the work vehicle during automatic driving differ between when the work vehicle automatically drives outside the work area and when the work vehicle automatically drives within the work area. The automatic driving system according to any one of claims 1 to 4.

6. When the work vehicle moves from a first work area to a second work area among the plurality of work areas, the automatic driving control unit temporarily stops the work vehicle outside the second work area before entering the second work area from outside the second work area, and when the temporary stop state is released, automatically drives the work vehicle to move into the second work area. The automatic driving system according to any one of claims 1 to 5.

7. displaying, on a display unit, a work area selection screen for selecting the plurality of work areas and a work order selection screen for selecting the work order of the plurality of selected work areas; The automatic driving system according to any one of claims 1 to 6.

8. a travel route generation unit that generates a travel route connecting the plurality of work areas based on the work order selected on the work order selection screen, the automatic travel control unit causes the work vehicle to automatically travel based on the travel route. The automated driving system according to claim 7.

9. the work vehicle travels on a roadway when moving between the plurality of work areas; The automatic driving control unit is configured to causing the work vehicle to travel automatically; The automatic driving system according to any one of claims 1 to 8.

10. An automatic driving control method for automatically driving a work vehicle that performs work in a plurality of work areas, comprising: automatically driving the work vehicle to move between the plurality of work areas; When the work vehicle moves from a first work area to a second work area among the plurality of work areas, the work vehicle is temporarily stopped within the first work area before exiting from the first work area to outside the first work area, and when the temporary stop state is released in response to the work vehicle receiving permission information from an external device, the work vehicle is automatically driven to move outside the first work area. Automatic driving control method.

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