system

Abstract

To provide a method capable of suppressing reductions in processing load and working efficiency in a system for managing the travel of a working vehicle in a field.SOLUTION: A system for managing the travel of a working vehicle in a field comprises: an acquisition part for acquiring a travel locus in outer peripheral travel in which the working vehicle performs work-traveling in an outer periphery of the field; a first map generating part for generating a first map which indicates a boundary BF of the field based on the travel locus; a second map generating part for generating a second map which indicates a boundary of an unworked part by an approximate line OL based on the travel locus; a candidate route generating part for generating a candidate route CL for work-traveling in an approximate area AA indicated by the approximate line OL of the second map; and a determination part for determining whether or not contact of the working vehicle to the boundary BF of the field indicated by the first map occurs when it is assumed that the working vehicle travels in the candidate route CL.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a system. [Background technology]

[0002] Patent Document 1 discloses an automatic driving system for a work vehicle. In this system, a perimeter area and a target work area are set based on the travel trajectory of the work vehicle acquired by satellite positioning. The work vehicle automatically travels within the set target work area. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-038291 Summary of the Invention [Problem to be solved by the invention]

[0004] The system of Patent Document 1 does not determine whether the automatic driving of the work vehicle can be carried out appropriately in the set work target area.

[0005] An object of the present invention is to provide a method for determining whether a work vehicle can perform appropriate work travel in a system that manages the travel of a work vehicle in a field. [Means for solving the problem]

[0006] As a means for solving the above-mentioned problems, the system of the present invention is a system for managing the travel of a work vehicle in a field, and includes an acquisition unit that acquires a travel trajectory of the work vehicle traveling around the periphery of the field, a first map generation unit that generates a first map showing the boundary of the field based on the travel trajectory, and a second map generation unit that generates a map showing the boundary of unworked land based on the travel trajectory. Linear or curved approximationa second map generation unit that generates a second map indicated by approximation lines; a candidate route generation unit that generates candidate routes for work travel in an approximate area indicated by the approximation lines of the second map; and a determination unit that determines whether or not the work vehicle will come into contact with the boundary of the field indicated by the first map when it is assumed that the work vehicle travels along the candidate route. a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling has been performed; The present invention is characterized by comprising:

[0007] According to the above feature, since the boundary of the unworked land is shown by an approximate line in the second map, the shape of the unworked land shown in the second map tends to be relatively simple. Therefore, a decrease in work efficiency in the unworked land is suppressed. Furthermore, the processing load for generating the second map is reduced. In addition, a candidate route is generated within the approximate area, and it is determined whether the work vehicle will come into contact with the boundary of the field shown in the first map if it is assumed that the work vehicle will travel along the candidate route. If it is determined that there will be contact, the generated second map or candidate route is inappropriate. If it is determined that there will be no contact, the generated second map and candidate route are appropriate. Therefore, it is possible to determine whether the work vehicle can perform appropriate work travel. If it is determined that there will be contact, the candidate route is inappropriate. Therefore, if a work route is generated based on the current unworked area, there is a possibility that contact will occur between the work vehicle and the boundary of the field, just as in the case of the candidate route. According to the above feature, if it is determined that contact will occur, a notification is issued to encourage driving around the perimeter. Furthermore, if driving around the perimeter is performed, the unworked area of ​​the field will become smaller, so the next time a candidate route is generated, it will likely be determined that there will be no contact. In other words, according to the above feature, it is possible to more appropriately manage the driving of the work vehicle.

[0008] In the present invention, when the acquisition unit further acquires a travel trajectory of the work vehicle, it is preferable that the second map generation unit updates the second map based on the acquired travel trajectory, and the candidate route generation unit updates the candidate route based on the updated second map.

[0009] According to the above feature, when a travel locus is further acquired, the second map and the candidate route are updated, so that it is possible to make a determination on the updated candidate route.

[0010] In the present invention, the vehicle further includes a third map generation unit that generates a third map showing the unworked area based on the driving trajectory, and it is preferable that the candidate route generation unit generates the candidate route in a portion of the approximate area shown by the second map that overlaps with the unworked area shown by the third map.

[0011] The parts of the approximate area that do not overlap with the unworked area are areas that have already been worked on. Therefore, there is no need to make a judgment on those areas. According to the above feature, the judgment is made by excluding the parts that do not need to be judged, which increases the possibility of a "no contact" judgment.

[0012] In the present invention, it is preferable that the judgment unit calculates a trajectory that a specific point on the work vehicle would pass through if it were assumed that the work vehicle were to travel along the candidate route, and judges that the contact will occur if the trajectory overlaps with the boundary of the field shown in the first map.

[0013] According to the above feature, the determination by the determination unit is preferably performed more appropriately.

[0014] In the present invention, it is preferable that the vehicle further comprises a display device that displays the first map, the second map, and the candidate routes.

[0015] According to the above feature, the operator can visually check the first map, the second map, and the candidate routes. For example, if it is determined that a collision will occur, the operator can easily investigate the reason for this.

[0016] As a means for solving the above-mentioned problems, the system of the present invention is a system for managing the travel of a work vehicle in a field, and includes: an acquisition unit that acquires a travel trajectory of the work vehicle when it travels around the periphery of the field; a first map generation unit that generates a first map showing the boundary of the field based on the travel trajectory; a third map generation unit that generates a third map showing unworked areas based on the travel trajectory; a candidate route generation unit that generates candidate routes for the work vehicle to travel around the field based on the third map; and a determination unit that determines whether or not the work vehicle will come into contact with the boundary of the field shown in the first map if it is assumed that the work vehicle travels along the candidate route. a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling has been performed; The present invention is characterized by comprising:

[0017] According to the above features, a third map showing unworked land is generated, and a candidate route is generated based on the third map. Then, assuming that the work vehicle travels along the candidate route, it is determined whether the work vehicle will come into contact with the boundary of the field shown on the first map. If it is determined that there will be contact, the generated third map or candidate route is inappropriate. If it is determined that there will be no contact, the generated third map and candidate route are appropriate. Therefore, it is possible to determine whether the work vehicle can perform appropriate work travel. If it is determined that there will be contact, the candidate route is inappropriate. Therefore, if a work route is generated based on the current unworked area, there is a possibility that contact will occur between the work vehicle and the boundary of the field, just as in the case of the candidate route. According to the above feature, if it is determined that contact will occur, a notification is issued to encourage driving around the perimeter. Furthermore, if driving around the perimeter is performed, the unworked area of ​​the field will become smaller, so the next time a candidate route is generated, it will likely be determined that there will be no contact. In other words, according to the above feature, it is possible to more appropriately manage the driving of the work vehicle.

[0018] In the present invention, it is preferable that the candidate route generation unit generates the candidate route so that the candidate route extends in a direction along the boundary of the unworked area shown on the third map.

[0019] According to the above feature, a candidate route is generated so as to extend in a direction along the boundary of the unworked area, and the suitability of the candidate route is determined.

[0020] In the present invention, the boundary of the unworked land is determined based on the travel trajectory. Linear or curved approximation It is preferable that the vehicle further includes a second map generation unit that generates a second map indicated by an approximation line, and that the candidate route generation unit generates the candidate route as a route for work travel in the approximate area indicated by the approximation line of the second map.

[0021] According to the above feature, since the boundary of the unworked land is shown by an approximate line in the second map, the shape of the unworked land shown in the second map tends to be relatively simple. Therefore, a decrease in work efficiency in the unworked land is suppressed. Furthermore, the processing load for generating the second map is reduced. In addition, a candidate route is generated within the approximate area, and it is determined whether the work vehicle will come into contact with the boundary of the field shown in the first map if it is assumed that the work vehicle will travel along the candidate route. If it is determined that there will be contact, the generated second map or candidate route is inappropriate. If it is determined that there will be no contact, the generated second map and candidate route are appropriate. Therefore, it is possible to determine whether the work vehicle can perform appropriate work travel.

[0022] As a means for solving the above-mentioned problems, the system of the present invention is a system for managing the travel of a work vehicle in a field, and includes: an acquisition unit that acquires a travel trajectory of the work vehicle when the work vehicle travels around the periphery of the field; a first map generation unit that generates a first map showing the boundary of the field based on the travel trajectory; a candidate route generation unit that generates candidate routes for the work vehicle to travel around the field based on the first map; and a determination unit that determines whether or not the work vehicle will come into contact with the boundary of the field shown in the first map if it is assumed that the work vehicle travels along the candidate route. a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling has been performed; The present invention is characterized by comprising:

[0023] According to the above features, a first map showing the boundaries of the field is generated, and a candidate route is generated based on the first map. Then, it is determined whether the work vehicle will come into contact with the boundaries of the field shown on the first map when the work vehicle travels along the candidate route. If it is determined that there will be contact, the generated candidate route is inappropriate. If it is determined that there will be no contact, the candidate route is appropriate. Therefore, it is possible to determine whether the work vehicle can perform appropriate work travel. If it is determined that there will be contact, the candidate route is inappropriate. Therefore, if a work route is generated based on the current unworked area, there is a possibility that contact will occur between the work vehicle and the boundary of the field, just as in the case of the candidate route. According to the above feature, if it is determined that contact will occur, a notification is issued to encourage driving around the perimeter. Furthermore, if driving around the perimeter is performed, the unworked area of ​​the field will become smaller, so the next time a candidate route is generated, it will likely be determined that there will be no contact. In other words, according to the above feature, it is possible to more appropriately manage the driving of the work vehicle.

[0024] In the present invention, it is preferable that the candidate route generating unit generates the candidate route so as to extend in a direction along the boundary of the field shown on the first map.

[0025] According to the above feature, a candidate route is generated so as to extend in a direction along the boundary of the field, and the suitability of the candidate route is determined.

[0026] In the present invention, it is preferable that the candidate route generation unit generates the candidate route so as to extend along a main traveling direction in the outer periphery traveling.

[0027] The main driving direction is the direction of the main driving in the perimeter driving. Since the perimeter driving follows the outline of the field, the main driving direction is the direction of linear driving along the edge of the field. According to the above feature, a candidate route is generated so that it extends along the main driving direction, and the suitability of the candidate route is judged.

[0028] In the present invention, it is preferable that the candidate route generating unit generates the candidate route within a predetermined distance from the boundary of the field indicated by the first map.

[0029] According to the above feature, a candidate route is generated within a predetermined distance from the boundary of the field, and the suitability of the candidate route is determined.

[0030] In the present invention ,before It is preferable to further include a route generation unit that generates a work route for work travel in the approximate area indicated by the second map when the determination unit determines that the contact will not occur, and a travel control unit that automatically travels the work vehicle along the work route.

[0031] If it is determined that there will be no contact, the candidate route is appropriate. Therefore, if the work route is generated using the second map based on the current unworked area, it is assumed that the work vehicle will be able to perform work travel without contacting the field boundary, just as in the case of the candidate route. According to the above features, an appropriate work route is generated and the work vehicle is automatically driven. In other words, the work vehicle's travel is managed appropriately.

[0032]

[0033] [Brief explanation of the drawings]

[0034] [Figure 1] FIG. 2 is a view showing the left side of the combine harvester. [Figure 2] FIG. 2 is a block diagram showing a configuration related to a control unit. [Figure 3] FIG. 1 is a diagram showing a farm field, the perimeter travel path, unworked land, and the main travel direction. [Figure 4] FIG. 2 is a diagram showing a farm field map (first map). [Figure 5] FIG. 10 is a diagram showing a detailed unworked area map (third map). [Figure 6] FIG. 1 is a diagram showing the main driving directions, the imaginary straight line, the outer edge straight line, and the working area. [Figure 7] FIG. 10 is a diagram showing an approximate unworked area map (second map). [Figure 8] FIG. 10 is a diagram showing candidate routes generated within an approximate region. [Figure 9] FIG. 1 is a diagram showing the boundaries of a field, candidate routes, and trajectories through which specific points pass. [Figure 10] FIG. 10 is a diagram showing an updated approximate unworked area map (second map) and candidate routes. [Figure 11] FIG. 10 is a diagram showing a generated work path. [Figure 12] FIG. 10 is a diagram showing a part of the running locus of the outer periphery running. [Figure 13] 10 is a graph showing the distribution of travel frequency for each direction. [Figure 14] FIG. 10 is a diagram showing a part of the running locus of the outer periphery running. [Figure 15] 10 is a flowchart of a travel control flow. [Figure 16] FIG. 10 is a diagram showing a candidate route generated based on a detailed unworked area map (third map). [Figure 17] FIG. 2 is a diagram showing candidate routes generated based on a farm field map (first map). DETAILED DESCRIPTION OF THE INVENTION

[0035] A driving management system A as an embodiment of the system of the present invention will be described below with reference to the drawings. Note that the present invention is not limited to the following embodiment, and various modifications are possible without departing from the spirit of the present invention.

[0036] [Overall configuration of the combine] 1 shows a conventional combine harvester 1 as an example of a work vehicle. The combine harvester 1 includes a harvesting section H, a crawler-type traveling device 11, a driving section 12, a threshing device 13, a grain tank 14, a conveying section 16, a grain discharge device 18, and a satellite positioning module 80.

[0037] The forward direction of the combine harvester 1 is defined as "front," and the backward direction as "rear." When facing the forward direction of the combine harvester 1, the right side is defined as "right," and the left side is defined as "left." In the drawings, "front" is indicated by arrow F, "rear" by arrow B, "up" by arrow U, and "down" by arrow D.

[0038] The traveling device 11 is provided at the bottom of the combine harvester 1. The traveling device 11 is driven by power from an engine (not shown) mounted on the combine harvester 1. The combine harvester 1 can travel by using the traveling device 11.

[0039] The driving section 12, threshing device 13, and grain tank 14 are provided above the traveling device 11. The driving section 12 has a driver's seat 12a and manual operation tools 12b (Fig. 2). The manual operation tools 12b are specifically a speed change operation tool, a steering operation tool, etc. An operator can ride in the driving section 12.

[0040] The grain discharge device 18 is provided on the upper side of the grain tank 14. In addition, the satellite positioning module 80 is attached to the upper surface of the driving section 12.

[0041] The harvesting unit H is provided at the front of the combine 1. The transport unit 16 is provided at the rear of the harvesting unit H. The harvesting unit H also includes left and right weed dividing tools 10, a cutting blade 15, and a reel 17. The left and right weed dividing tools 10 are provided at the left and right ends of the front end of the harvesting unit H.

[0042] The cutting blade 15 cuts the planted culms. The reel 17 rotates around a reel axis 17b that runs along the left-right direction of the machine body, raking in the planted culms. The cut culms cut by the cutting blade 15 are sent to the conveying section 16.

[0043] With this configuration, the harvesting section H harvests grain in the field. The combine 1 is capable of reaping travel, traveling on the traveling device 11 while reaping planted culms in the field with the cutting blade 15. Note that reaping planted culms in the field is a specific example of "work" in the present invention. Reaping travel may also be referred to as "work travel."

[0044] The reaped stalks harvested by the harvesting section H are transported to the rear of the machine body by the transport section 16. As a result, the reaped stalks are transported to the threshing device 13.

[0045] The harvested stalks are threshed in the threshing device 13. The grains obtained by the threshing process are stored in a grain tank 14. The grains stored in the grain tank 14 are discharged outside the machine by a grain discharge device 18 as needed.

[0046] As shown in FIG. 1 , an information terminal 4 (an example of a display device) is disposed in the driving unit 12. The information terminal 4 is configured to be able to display various information. In this embodiment, the information terminal 4 is fixed to the driving unit 12. However, the present invention is not limited to this. The information terminal 4 may be configured to be detachable from the driving unit 12, or the information terminal 4 may be located outside the combine harvester 1.

[0047] [Driving Management System] The travel of the combine harvester 1 is managed by a travel management system A shown in Fig. 2. The travel management system A includes a control unit 40 and a satellite positioning module 80.

[0048] The control unit 40 includes a memory (such as a HDD or non-volatile RAM, not shown) that stores programs corresponding to the functional modules described below, and a CPU (not shown) that executes the programs. The functions of each functional unit are realized by the CPU executing the programs. In other words, the control unit 40 includes a non-transitory recording medium that stores the programs.

[0049] The control unit 40 may be configured by one or more ECUs mounted on the combine harvester 1. A part or all of the control unit 40 may be provided in the information terminal 4, or may be provided in a computer, server, or the like external to the combine harvester 1.

[0050] The control unit 40 includes, as functional modules, an acquisition unit 41, a field map generation unit 42 (an example of a first map generation unit), a detailed unworked area map generation unit 43 (an example of a third map generation unit), a straight line calculation unit 44, an approximate unworked area map generation unit 45 (an example of a second map generation unit), a candidate route generation unit 46, a determination unit 47, a notification unit 48, a route generation unit 49, and a travel control unit 50. The functions and operations of these functional modules will be described later.

[0051] The control unit 40 includes a storage device 51 that stores data generated by the operation of each functional module.

[0052] The satellite positioning module 80 receives GNSS (Global Navigation Satellite System) signals from the artificial satellite GS (FIG. 1) and generates positioning data indicating the position of the combine harvester 1 based on the received signals. GNSS can be GPS, QZSS, Galileo, GLONASS, BeiDou, etc.

[0053] [Harvesting operations using a driving management system] In this embodiment, harvesting work in a farm field FI where crops are planted all over is controlled by a travel management system A. This harvesting work will be described with reference to FIG.

[0054] In this embodiment, an example will be described in which the outer shape of the field FI is rectangular. In the illustrated example, the long sides of the field FI are parallel to the east-west direction, and the short sides of the field FI are in the north-south direction. In the drawings, the east-west, north-south directions are indicated by the abbreviations "E," "W," "S," and "N." In the following description, directions may be indicated as angles with north being 0° and east being 90°. Because equipment (water intakes, sluice gates, etc.) is located on the north and south sides of the field FI, recesses 61 and 62 exist on the north and south sides of the field FI.

[0055] [Outer circumference running] First, as shown in Figure 3, the combine harvester 1 travels around the periphery of the field FI while harvesting crops. This travel is referred to as "periphery travel."

[0056] In the illustrated example, the combine harvester 1 starts from the northeast corner of the field FI and travels straight west along the boundary of the field FI. The combine harvester 1 stops just before the recessed portion 61 on the north side, then reverses and travels around the recessed portion 61. When the combine harvester 1 reaches the western edge of the field FI, corner cutting at the northwest corner is performed. During corner cutting, the combine harvester changes direction to the south while harvesting the crop by repeatedly reversing, making a slight left turn, and moving forward.

[0057] Next, the combine harvester 1 travels straight south along the boundary of the field FI. Then, corner cutting at the southwest corner, straight east, corner cutting at the southeast corner, straight north, and corner cutting at the northeast corner are performed. When traveling straight east in the southern part of the field FI, the combine harvester 1 travels while avoiding the recessed portion 62, just as when traveling in the northern part.

[0058] The entire outer perimeter traveling may be performed manually. Manually operated traveling refers to traveling of the combine harvester 1 according to manual operation (steering) by the operator. The manual operation by the operator may be performed through the manual operation tool 12b while the operator is seated in the driving section 12, or may be remotely operated by an operator outside the combine harvester 1.

[0059] Part or all of the peripheral travel may be travel without human operation. Travel without human operation includes, for example, automatic travel and automatic steering travel. Automatic travel is travel in which speed control (including control of forward, reverse, and stopping) and steering control are performed automatically. Automatic travel may be automatic travel along a set target route, or automatic travel based on the results of scanning the surrounding environment using a sensor. Automatic steering travel is travel with automatic steering along a travel standard (such as a heading or route).

[0060] After completing the perimeter run, various maps are generated and a determination is made as to whether the automated drive will contact the boundary of the field FI. If it is determined that the automated drive will not contact the boundary, the remaining unworked land will be harvested. This is explained in detail below.

[0061] [Map generation] Based on the travel trajectory TR of the combine harvester 1 during perimeter travel, a farm field map (an example of a first map), a detailed unworked land map (an example of a third map), and an approximate unworked land map (a second map) are generated. The specific procedures for generating each map are described below.

[0062] [Acquisition of driving trajectory] The acquisition unit 41 acquires a travel trajectory TR of the combine harvester 1 traveling around the periphery of the field FI to perform work.

[0063] Specifically, the acquisition unit 41 calculates the position coordinates of the combine 1 over time based on the positioning data output by the satellite positioning module 80. The acquisition unit 41 acquires a set of data indicating the position coordinates of the combine 1 during its outer perimeter travel as travel trajectory data TD indicating the travel trajectory TR, and stores the data in the storage device 51.

[0064] Specifically, the acquisition unit 41 calculates the geographical position of a predetermined point on the combine 1 as the "position coordinates of the combine 1" from the positioning data output by the satellite positioning module 80. In this embodiment, the "predetermined point" is a point (hereinafter referred to as the "central reference point") that is the center in the left-right direction and the center in the front-rear direction of the left and right crawlers of the traveling device 11. In other words, the traveling trajectory TR is the trajectory of movement of the "predetermined point," and is the trajectory of movement of the central reference point.

[0065] The "predetermined point" that serves as the basis for the "position coordinates of the combine 1" may be the center point of the harvesting section H, the center point of the satellite positioning module 80, or the center point of the right or left weeding tool 10.

[0066] The travel locus TR is a conceptual graphic that indicates the route traveled by the combine harvester 1. The travel locus data TD is data stored in the storage device 51. In FIG. 3, the travel locus TR and the travel locus data TD are indicated by the same solid line. In this manner, an object or concept in the real world and virtual data may be indicated by the same graphic or the like in the drawing. Furthermore, a description that a functional module processes an object or concept in the real world (such as the travel locus TR) may mean that the functional module processes the corresponding data.

[0067] [Creating a field map] The field map generating unit 42 generates a field map (first map) that indicates the boundaries of the field FI (hereinafter referred to as "field boundaries BF") based on the travel trajectory TR. The field map indicates the field boundaries BF that separate the inside and outside of the field FI.

[0068] Specifically, the field map generation unit 42 calculates the movement trajectory of the outermost one of the left and right grass dividing tools 10, based on the travel trajectory TR. The field map generation unit 42 regards the calculated movement trajectory as the field boundary BF, generates a field map showing the field boundary BF, and stores it in the storage device 51.

[0069] The field map generation unit 42 determines whether the perimeter travel is clockwise or counterclockwise based on the travel trajectory data TD. If clockwise, a field map is generated from the movement trajectory of the left weeding tool 10. If counterclockwise, a field map is generated from the movement trajectory of the right weeding tool 10. The movement trajectory of the weeding tool 10 can be calculated from the travel trajectory TR based on the positional relationship between the satellite positioning module 80 and the weeding tool 10.

[0070] 4 shows an example of a field map generated by the field map generation unit 42. The field map in the illustrated example shows depressions 63 and 64 that were created when the combine harvester 1 traveled while avoiding depressions 61 and 62. Note that depressions 63 and 64 in the field map have shapes that are different from depressions 61 and 62 in the actual field FI. This is because the field map was generated based on the travel trajectory TR of the combine harvester 1.

[0071] [Generating detailed unfinished area maps] The area of ​​the field FI where the combine harvester 1 has not yet traveled is referred to as unworked land UA, meaning that work has not yet been performed. The detailed unworked land map generating unit 43 generates an unworked land map showing the boundary of the unworked land UA (hereinafter referred to as the "unworked land boundary BU") based on the travel trajectory TR. The detailed unworked land map shows the unworked land boundary BU that separates the inside and outside of the unworked land UA.

[0072] Specifically, the detailed unworked area map generating unit 43 calculates the movement trajectory of the innermost one of the left and right weed dividing tools 10 based on the travel trajectory TR. The detailed unworked area map generating unit 43 regards the area inside the calculated movement trajectory as unworked area UA, calculates the boundary of this area (unworked area boundary BU), and stores it in the storage device 51.

[0073] The detailed unworked area map generating unit 43 determines whether the perimeter travel is clockwise or counterclockwise based on the travel trajectory data TD. If clockwise, the unworked area boundary BU is calculated from the movement trajectory of the right weeding tool 10. If counterclockwise, the unworked area boundary BU is calculated from the movement trajectory of the left weeding tool 10. The movement trajectory of the weeding tool 10 can be calculated from the travel trajectory TR based on the positional relationship between the satellite positioning module 80 and the weeding tool 10.

[0074] 5 shows an example of a detailed unworked area map generated by the detailed unworked area map generation unit 43. The detailed unworked area map in the illustrated example shows depressions 65 and 66 that were created when the combine harvester 1 avoided depressions 61 and 62 while traveling.

[0075] [Calculation of the outer edge line] The calculation of the outer edge straight lines OL used to generate the approximate unworked area map will now be described. Based on the travel trajectory TR, the line calculation unit 44 calculates three or more outer edge straight lines OL that circumscribe the unworked area UA in the field FI and extend along the main travel direction MB during peripheral travel. In other words, based on the travel trajectory data TD, the line calculation unit 44 calculates the outer edge straight lines OL that circumscribe the unworked area boundary BU shown on the detailed unworked area map and extend along the main travel direction MB.

[0076] The main traveling direction MB is the direction in which the combine harvester 1 travels most frequently during the perimeter travel. As shown in FIG. 3, the combine harvester 1 travels in various directions while performing the perimeter travel. In particular, multiple direction changes are made in the corner areas of the field FI, resulting in various changes in the traveling direction. However, considering the entire perimeter travel, the frequency of traveling in the westward, southward, eastward, and northward directions is high. "High frequency of traveling" means that the traveling distance and traveling time are long. In the illustrated example, the main traveling directions MB are west, south, east, and north. In other words, the main traveling directions MB are 270°, 180°, 90°, and 0°.

[0077] The straight line calculation unit 44 identifies three or more main driving directions MB based on the driving locus data TD, generates direction data MD indicating the main driving directions MB, and stores the direction data MD in the storage device 51. The main driving directions MB can be identified based on the driving locus TR by various methods, such as driving time or driving distance. A specific method for identifying the main driving directions MB by the straight line calculation unit 44 will be described later.

[0078] Specifically, the calculation of the outer edge straight line OL by the straight line calculation unit 44 is performed as follows.

[0079] The line calculation unit 44 virtually places a virtual line IL extending along the main traveling direction MB outside the unworked area UA. In other words, the virtual line IL is placed in the virtual space at a position sufficiently far away (for example, at infinity) from the unworked area boundary BU. The line calculation unit 44 then generates virtual line data ID indicating the virtual line IL and stores it in the storage device 51. In the example of Figure 6, four orthogonal virtual lines IL are placed outside the unworked area boundary BU (unworked area UA).

[0080] The line calculation unit 44 translates the virtual line IL so that it approaches the unworked area boundary BU, and calculates the virtual line IL that comes into contact with the unworked area boundary BU as the outer edge line OL. Specifically, the line calculation unit 44 translates the virtual line IL a small distance and determines whether or not it intersects with the unworked area boundary BU. If there is no intersection, the line calculation unit 44 repeats the translation and the determination of whether or not there is an intersection. If there is an intersection, the virtual line IL at that position is determined to be the outer edge line OL, and line data OD indicating the outer edge line OL is generated and stored in the memory device 51. In the example of Figure 6, four orthogonal outer edge lines OL are calculated.

[0081] [Generation of approximate unworked area map] The approximate unworked area map generation unit 45 generates an approximate unworked area map (second map) that shows the boundary of the unworked area UA with an outer edge straight line OL (an example of an "approximate line") based on the travel trajectory TR. In the approximate unworked area map, the area indicated by the outer edge straight line OL, i.e., the area surrounded by the outer edge straight line OL, is referred to as the approximate area AA.

[0082] Figure 7 shows an example of an approximate unworked land map generated by the approximate unworked land map generation unit 45. In the illustrated example, the approximate area AA surrounded by four outer boundary straight lines OL is rectangular. The approximate unworked land map in the illustrated example does not show any areas (depressions, etc.) corresponding to the depressions 61 and 62 in the field FI. This is because the approximate unworked land map shows the boundary of the unworked land UA (unworked land boundary BU) with an approximate line.

[0083] [Simulation of whether or not contact occurs] In this embodiment, a simulation of automatic travel is performed using an approximate unworked land map, and it is determined whether or not the combine harvester 1 will come into contact with the boundary of the farm field FI. This will be explained in detail below.

[0084] The candidate route generating unit 46 generates a candidate route CL for work travel in the approximate area AA indicated by the outer boundary line OL of the approximate unworked area map. Specifically, the candidate route generating unit 46 generates a candidate route CL that is parallel to the outer boundary line OL and located inside the approximate area AA.

[0085] FIG. 8 shows an example of candidate routes CL generated by the candidate route generating unit 46. In the illustrated example, one candidate route CL is generated for each of the north, west, east, and south portions of the approximate area AA. In other words, candidate routes CL are generated along the entire periphery of the approximate area AA. The four candidate routes CL are travel routes for work travel (reap travel) around the outermost periphery of the approximate area AA. All four candidate routes CL are parallel to the adjacent outer edge straight line OL.

[0086] The control unit 40 controls the information terminal 4 (an example of a display device) to display the generated field map (first map), approximate unworked area map (second map), and candidate route CL. A detailed unworked area map may also be displayed on the information terminal 4. In this case, a screen such as that shown in FIG. 8 or FIG. 10 is displayed on the information terminal 4.

[0087] The determination unit 47 determines whether or not the combine harvester 1 will come into contact with the boundary (field boundary BF) of the field FI indicated by the field map (first map) when the combine harvester 1 travels along the candidate route CL.

[0088] A specific method of determination by the determination unit 47 will be described with reference to Figure 9. The determination unit 47 calculates a trajectory TV through which a specific point TP on the combine 1 passes, assuming that the combine 1 travels along the candidate route CL. In this embodiment, the specific point TP is a point at the outer edge of the right weeding tool 10. The determination unit 47 then determines whether or not the trajectory TV overlaps with the boundary (field boundary BF) of the field FI indicated on the field map (first map). The determination unit 47 determines that contact has occurred when the trajectory TV and the field boundary BF overlap, and determines that contact has not occurred when the trajectory TV and the field boundary BF do not overlap.

[0089] In the example of FIG. 9, the trajectory TV and the field boundary BF overlap at point P1, so the determining unit 47 determines that contact will occur.

[0090] The determination unit 47 may be configured to determine that contact will occur when the trajectory TV passes outside the field boundary BF.

[0091] When the determination unit 47 determines that contact will occur, the notification unit 48 issues a notification urging the user to continue running on the outer periphery. Specifically, the notification unit 48 displays information (character string, icon, etc.) on the screen of the information terminal 4 that urges the user to continue running on the outer periphery.

[0092] When the operator receives the notification and drives the vehicle further around the perimeter, the maps and candidate routes CL are updated and the simulation is re-executed. The control unit 40 detects that further driving around the perimeter has been performed based on the positioning data output by the satellite positioning module 80.

[0093] In more detail, the acquisition unit 41 further acquires the travel trajectory TR of the combine harvester 1. The approximate unworked area map generation unit 45 (second map generation unit) updates the approximate unworked area map (second map) based on the acquired travel trajectory TR. In this embodiment, the detailed unworked area map generation unit 43 first updates the detailed unworked area map (third map) based on the acquired travel trajectory TR, and the approximate unworked area map generation unit 45 updates the approximate unworked area map based on the updated detailed unworked area map.

[0094] Next, the candidate route generation unit 46 updates the candidate route CL based on the updated approximate unworked land map (second map). The determination unit 47 again determines whether or not a collision will occur using the updated candidate route CL and the field map. Specifically, the determination unit 47 updates the trajectory TV and determines whether or not the updated trajectory TV overlaps with the field boundary BF.

[0095] Figure 10 shows the updated detailed unworked area map (unworked area boundary BU), approximate unworked area map (outer edge straight line OL), and candidate route CL. Due to the additional perimeter travel, the unworked area UA and approximate area AA are smaller than in the example of Figure 8, and the unworked area boundary BU, outer edge straight line OL, and candidate route CL have moved more inward than in the example of Figure 8. Due to the movement of the candidate route CL to the south (movement northward), the updated trajectory TV does not overlap with the field boundary BF. Therefore, in the example of Figure 10, the determination unit 47 determines that no contact will occur.

[0096] [Automatic driving of combine harvesters] If the determination unit 47 determines that no contact will occur, the combine harvester 1 automatically travels within the approximate area AA indicated by the approximate unworked land map (second map). In other words, if the determination unit 47 determines that no contact will occur, the approximate unworked land map is determined as the map for the combine harvester 1 to automatically travel.

[0097] Specifically, the route generation unit 49 generates a target route LI (an example of a work route) for work travel in the approximate area AA shown on the approximate unworked area map (second map). In more detail, the route generation unit 49 generates multiple target routes LI so that the entire approximate area AA is covered, and generates target route data LD indicating the target routes LI and stores it in the storage device 51.

[0098] An example of the generated target route LI (target route data LD) is shown in Fig. 11. In the illustrated example, the target route LI is a mesh of multiple straight lines extending in the east-west and north-south directions. The target route LI may also be a multiple parallel lines. The target route LI may also be a curved line.

[0099] The travel control unit 50 causes the combine harvester 1 to perform reaping travel along the generated target route LI. Specifically, the travel control unit 50 controls the travel of the combine harvester 1 by controlling the travel device 11.

[0100] The travel control unit 50 selects the next target route LI to travel from among the multiple target routes LI, and controls the travel device 11 based on the positioning data output by the satellite positioning module 80 so that the combine 1 travels along the selected target route LI.

[0101] The next target route LI to be traveled is selected according to a preset rule. For example, the travel control unit 50 controls the travel device 11 so that the combine harvester 1 travels in a spiral pattern according to a spiral travel rule. For example, the travel control unit 50 controls the travel device 11 so that the combine harvester 1 travels back and forth within the approximate area AA while connecting parallel target routes LI with U-turns according to a U-turn travel rule.

[0102] The travel rule may be switched during work within the approximate area AA. For example, the travel control unit 50 may first cause the combine harvester 1 to travel for reaping according to the spiral travel rule, and then cause the combine harvester 1 to travel for reaping according to the U-turn travel rule.

[0103] The route generating unit 49 may be configured to generate the target route LI only in the area where the area surrounded by the unworked area boundary BU shown on the detailed unworked area map (unworked area UA) overlaps with the approximate area AA. The area outside the unworked area UA is an area where the combine harvester 1 has already performed mowing. Therefore, there is no need to perform mowing in that area.

[0104] The travel control unit 50 may be configured not to perform mowing outside the area (unworked land UA) surrounded by the unworked land boundary BU shown on the detailed unworked land map. The area outside the unworked land UA is an area where the combine harvester 1 has already performed mowing. Therefore, there is no need to perform mowing in that area.

[0105] [Method for identifying main driving direction] In this embodiment, the main traveling directions MB are identified based on the frequency of traveling in each direction during outer circumference traveling. That is, the straight line calculation unit 44 calculates the frequency of traveling in each direction on the traveling trajectory TR, and identifies three or more main traveling directions MB based on the calculated frequencies.

[0106] A detailed description will be given below with reference to Figures 12 and 13. Figure 12 shows a portion of the travel trajectory TR of the combine harvester 1 during outer perimeter travel, acquired by the acquisition unit 41. Points P1 to P7 shown in the figure correspond to position coordinates acquired when the combine harvester 1 was traveling westward.

[0107] The travel from point P1 to point P7 is generally westward. However, the direction of travel of the combine 1 can change slightly depending on the unevenness and slope of the field. Using the method described below, it is possible to quantify the travel direction in the travel trajectory TR, calculate the frequency of travel in each direction, and identify the main travel direction MB.

[0108] The run from point P1 to point P7 is divided into six short runs, runs T1 to T6. The direction of run T1 can be calculated from the position coordinates of points 1 and 2. In the illustrated example, the direction of run T1 is 270°.

[0109] In the same way, the directions of travel T2 to T6 can be calculated. In the illustrated example, the direction of travel T2 is 270°. The direction of travel T3 is 272°. The direction of travel T4 is 268°. The direction of travel T5 is 272°. The direction of travel T6 is 268°.

[0110] The entire travel trajectory TR is divided into short runs, and the direction of each run is calculated. The position coordinates of the combine harvester 1 obtained during the outer perimeter run amount to several thousand. Therefore, it is possible to divide the travel trajectory TR into several thousand runs and obtain the direction of each of the several thousand runs.

[0111] It is possible to calculate the frequency distribution of the acquired driving direction. For example, all directions (0° to 360°) are divided into 1° increments, and for each divided direction, the number of driving directions (frequency) whose direction belongs to that division is counted. The width of the division is arbitrary, and may be less than 1°, or may be 2°, 5°, etc.

[0112] An example of a graph showing the frequency distribution is shown in Fig. 13. This graph is drawn in correspondence with the travel locus TR shown in Fig. 3.

[0113] In this graph, frequency peaks occur at 0° (north), 90° (east), 180° (south), and 270° (west). This corresponds to the fact that the field FI in Figure 3 is rectangular, with four sides extending in the east-west and north-south directions. When traveling around the perimeter, the distance traveled along each side of the field FI is long. In other words, traveling along each side of the field FI takes a long time. Therefore, the frequency of traveling in a direction along each side increases.

[0114] Furthermore, the height of the peaks at 0° and 180° is about half the height of the peaks at 90° and 270°. This corresponds to the fact that the length of the short sides (east and west sides) of field FI in Figure 2 is about half the length of the long sides (north and south sides). The distance and time traveled along each side increases depending on the length of the side.

[0115] Therefore, in the distribution of travel frequency for each direction, a direction with a high frequency is likely to be the main direction of movement on the travel trajectory TR and the direction corresponding to the general shape of the field FI. A direction with a low frequency is likely to be a non-main direction of movement on the travel trajectory TR and not the direction corresponding to the general shape of the field FI. A direction with a low frequency corresponds, for example, to the travel direction during corner cutting at the corner of the field FI.

[0116] In this embodiment, the line calculation unit 44 calculates the frequency of travel for each direction on the travel trajectory TR and identifies three or more main travel directions MB based on the calculated frequencies. For example, the line calculation unit 44 identifies the direction corresponding to the apex of the peak in the frequency distribution as the main travel direction MB. For example, the line calculation unit 44 identifies the direction corresponding to the median of the peak in the frequency distribution as the main travel direction MB.

[0117] In the case of the frequency distribution shown in FIG. 13, the line calculation unit 44 identifies four directions, 0° (north), 90° (east), 180° (south), and 270° (west), as the main driving directions MB.

[0118] It is preferable that the straight line calculation unit 44 be configured to identify the main traveling direction MB so that one peak corresponds to one main traveling direction MB in the distribution of the traveling frequency for each direction on the calculated traveling trajectory TR. When the combine harvester 1 travels along the edge of the field FI, the traveling direction fluctuates minutely, as shown in FIG. 12. As a result, the width of the peak becomes somewhat wide in the distribution of the traveling frequency for each direction. If multiple main traveling directions MB are identified from one peak, the amount of calculation required to calculate the virtual straight line IL, the outer edge straight line OL, and the approximate area AA may become excessively large. In other words, it is preferable that the straight line calculation unit 44 be configured as described above, as this reduces the amount of calculation required in the control unit 40.

[0119] If the field FI is triangular, three peaks corresponding to the three sides appear in the distribution of the frequency of travel in each direction. If the field FI is polygonal, the same number of peaks as the number of sides of the field FI appear in the distribution of the frequency of travel in each direction.

[0120] It is preferable that the straight line calculation unit 44 is configured to identify the main driving directions MB so that the angle between the identified main driving directions MB is greater than a predetermined threshold. In this case, the angle between the calculated multiple outer edge straight lines OL is greater than the predetermined threshold, so the approximation area AA has a simple shape. This is therefore preferable as it reduces the amount of calculation in the control unit 40. The predetermined angle is, for example, 15°.

[0121] [Driving control flow] The control unit 40 of the running management system A is configured to control the running of the combine 1 in accordance with the running control flow shown in Fig. 15. This running control flow is executed before starting the outer perimeter running.

[0122] First, the acquisition unit 41 acquires the traveling trajectory TR of the combine harvester 1 during the outer periphery traveling (step S01). The acquisition of the traveling trajectory TR may be performed in real time while the outer periphery traveling is being performed, may be performed intermittently at regular time intervals, or may be performed after the outer periphery traveling is completed.

[0123] After step S01 is completed, the detailed unworked area map generating unit 43 generates a detailed unworked area map based on the travel trajectory TR (step S02).

[0124] After step S02 is completed, the straight line calculation unit 44 calculates the frequency of travel for each direction on the travel locus TR (step S03).

[0125] After step S03 is completed, the line calculation unit 44 identifies three or more main traveling directions MB based on the frequencies calculated in step S02 (step S04).

[0126] Step S02 (generation of a detailed unworked area map) may be performed simultaneously with step S03 (calculation of frequency) and step S04 (identification of main driving direction MB), or may be performed after step S03 and step S04.

[0127] After step S04 is completed, the straight line calculation unit 44 calculates the outer edge straight line OL (step S05).

[0128] After step S05 is completed, the approximate unworked area map generating unit 45 generates an approximate unworked area map (step S06).

[0129] After step S06 is completed, the determination unit 47 determines whether or not contact occurs (step S07).

[0130] If it is determined that contact will occur (step S07: Yes), the notification unit 48 issues a notification urging the user to continue running on the outer periphery (step S08).

[0131] After step S08 is completed, the control unit 40 waits until the outer periphery of the track is further traveled (step S09: No).

[0132] If further perimeter travel is performed (step S09: Yes), the maps and candidate routes CL are updated, and the simulation is re-executed, i.e., the processes from step S01 to step S07 are executed again.

[0133] If it is determined that no contact will occur (step S07: No), the path generating unit 49 generates a target path LI (step S10).

[0134] After step S10 is completed, the travel control unit 50 causes the combine harvester 1 to perform reaping travel (automatic travel) along the generated target route LI (step S11).

[0135] After step S11 is completed, that is, after the mowing travel that covers the approximate area AA is completed, the travel control flow ends.

[0136] The entire configuration of the described travel management system A may be mounted on the combine harvester 1 (work vehicle), or some or all of the configuration may be located outside the combine harvester 1. For example, some or all of the configuration of the travel management system A may be realized by a computer external to the combine harvester 1 or a system on the cloud.

[0137] The driving management system A has the following advantages. In conventional systems, the vehicle first manually drives three to four laps around the perimeter of the field, and the work area is set from the driving trajectory. In this case, the set work area has a shape that conforms to the driving trajectory. The driving trajectory becomes complex in the corners of the field or near obstacles (such as water gates). This can result in a complex shape for the work area. In this case, the processing load for calculating the work area can increase. Furthermore, if the driving route generated within the work area has a complex shape, work efficiency can decrease.

[0138] The travel management system A makes it possible to reduce processing load and prevent declines in work efficiency. In other words, because the unworked land boundary BU is shown as an approximate line in the approximate unworked land map (second map), the shape of the unworked land UA shown in the approximate unworked land map tends to be relatively simple. Therefore, declines in work efficiency in the unworked land UA are prevented. Furthermore, the processing load for generating the travel route for the combine 1 is reduced.

[0139] In addition, a candidate route CL is generated, and it is determined whether the combine harvester 1 will come into contact with the field boundary BF indicated by the field map (first map) if it is assumed that the combine harvester 1 travels along the candidate route CL. If it is determined that there will be contact, the generated approximate unworked land map (second map) is inappropriate. If it is determined that there will be no contact, the generated approximate unworked land map (second map) is appropriate. In other words, since it is determined whether the approximate unworked land map is appropriate, it is possible to appropriately manage the travel of the combine harvester 1.

[0140] Other Embodiments (1) To reduce the amount of calculation, the straight line calculation unit 44 may perform the following process when calculating the distribution of the frequency of travel for each direction on the travel trajectory TR. Another example of the travel trajectory TR is shown in FIG. 14. The illustrated points Q1 to Q8 correspond to position coordinates obtained when the combine harvester 1 was traveling westward.

[0141] The run from point Q1 to point Q8 is generally heading west. The run from point Q1 to point Q8 is divided into seven short runs, run U1 to run U7, and the direction of each run is calculated. The directions of runs U4, U5, and U6 are the same at 270°. Runs U4, U5, and U6, which have the same direction, are combined into a single run U4'. This reduces the number of runs that are the subject of frequency distribution calculations, and reduces the amount of calculations in the control unit 40. However, it is necessary to change the frequency corresponding to run U4' to "3" (the number of combined runs) and perform the frequency distribution calculation.

[0142] That is, it is preferable that the straight line calculation unit 44 is configured to combine multiple runs that have the same or close running directions into one, change the frequency of the combined run to the total number of combined runs, and then calculate the frequency distribution.

[0143] (2) The driving management system A may not be equipped with the detailed unworked area map generation unit 43. In other words, the driving management system A may be configured so that the line calculation unit 44 calculates the outer edge line OL without generating a detailed unworked area map.

[0144] For example, the straight line calculation unit 44 may be configured to extract a portion from the travel trajectory TR that corresponds to travel along the edge of the field FI, identify the outer edge of the unworked area UA based on the innermost point in that portion, and calculate the outer edge straight line OL based on the identified outer edge and the main travel direction MB.

[0145] (3) The straight line calculation unit 44 may be configured to calculate the travel distance for each direction on the travel trajectory TR and identify the main travel direction MB based on the calculated travel distance. Specifically, the straight line calculation unit 44 may be configured to identify the direction with the longest travel distance as the main travel direction MB.

[0146] (4) The straight line calculation unit 44 may be configured to calculate the travel time for each direction on the travel trajectory TR and identify the main travel direction MB based on the calculated travel time. Specifically, the straight line calculation unit 44 may be configured to identify the direction with the longest travel time as the main travel direction MB. The travel time for each direction can be calculated based on the time when the position coordinates of the combine harvester 1 are acquired or the time interval between acquisitions of the position coordinates of the combine harvester 1.

[0147] (5) The driving control unit 50 may be configured to control the automatic driving of the combine 1 based on both the approximate unworked area map calculated by the approximate unworked area map generating unit 45 and the detailed unworked area map calculated by the detailed unworked area map generating unit 43.

[0148] As shown in Figures 8 and 10, the approximate area AA shown by the approximate unworked area map encompasses the entire unworked area UA and may also include areas outside the unworked area UA. In other words, the approximate area AA includes areas where work has already been completed. This is because the approximate area AA is calculated using the main travel direction MB and the outer edge straight line OL in as simple a shape as possible to reduce the amount of calculation. On the other hand, the detailed unworked area map calculated by the detailed unworked area map generator 43 is calculated as an area inside the area where the combine 1 actually traveled, and therefore reflects the actual shape of the unworked area UA.

[0149] For example, in the case of mowing travel along the target route LI1 shown in Figure 11, the travel control unit 50 uses the detailed unworked land map to cause the combine harvester 1 to start mowing travel from the eastern end of the unworked land UA rather than the eastern end of the target route LI1. The travel control unit 50 ends the mowing travel at the western end of the unworked land UA rather than the western end of the target route LI1. This prevents work travel in areas where work has already been completed, improving work efficiency.

[0150] (6) The candidate route generation unit 46 may be configured to generate a candidate route CL in a portion of the approximate area AA indicated by the approximate unworked area map (second map) that overlaps with the unworked area UA indicated by the detailed unworked area map (third map). In other words, the candidate route generation unit 46 may be configured to generate a candidate route CL by excluding an area in the approximate area AA that does not overlap with the unworked area UA.

[0151] As mentioned in the previous section, the approximate area AA includes areas where work has already been completed. By excluding areas in the approximate area AA that do not overlap with the unworked area UA from the candidate route CL, the determination unit 47 is more likely to determine that the two locations do not collide.

[0152] The exclusion may be performed on the entire approximate area AA or only on the corners of the approximate area AA.

[0153] The candidate path generating unit 46 may be configured so that the exclusion is not performed in the middle part of the outer edge straight line OL (for example, near the recesses 63 and 64 in the field map (FIG. 4)). In this case, contact near the recesses 63 and 64 is appropriately determined.

[0154] (7) "Running around the perimeter" does not have to mean running along the exact edge of the field. For example, if there is a depression at the edge of the field or if the edge of the field is curved, running in a straight line ignoring these depressions may be included in the concept of running around the perimeter. In other words, when running around the perimeter is completed, there may be an unworked area outside the travel path TR.

[0155] (8) Processing such as obtaining the driving trajectory TR, generating a detailed map of unworked areas, identifying the main driving direction MB, and calculating the outer edge straight line OL may be performed based on the driving trajectory during the second or subsequent laps (circular driving around the periphery of the field).

[0156] (9) In the above-described embodiment, the approximate unworked area map generation unit 45 generates an approximate unworked area map (second map) that shows the boundaries of the unworked area UA with straight lines (outer edge straight lines OL). That is, the approximate lines are straight lines. The approximate lines may also include curved lines. That is, the approximate unworked area map generation unit 45 may be configured to generate an approximate unworked area map that shows the boundaries of the unworked area UA with straight lines and curved lines, or with curved lines only.

[0157] (10) The determination unit 47 may be configured to make a determination using a method different from that of the above-described embodiment. For example, the determination unit 47 may be configured to calculate the area through which the combine harvester 1 will pass when traveling along the candidate route CL, and determine that the area will "contact" the field boundary BF if the area overlaps with the field boundary BF. The determination unit 47 may be configured to determine that the area will "contact" the field boundary BF if the outer edge straight line OL of the approximate unworked land map intersects with the field boundary BF of the field map.

[0158] (11) The form of the candidate route CL is not limited to the above example. The candidate route CL may be a curved line or a mesh. The candidate route CL may be generated so as to cover the approximate area AA.

[0159] (12) The generated maps may be selectively displayed on the information terminal 4 or may be overlapped with each other.

[0160] (13) In the above-described embodiment, a simulation of automatic travel is performed using an approximate unworked land map, and it is determined whether the combine harvester 1 will come into contact with the boundary of the field FI when traveling along the candidate route CL. Specifically, the candidate route CL is generated based on the approximate unworked land map (second map).

[0161] The candidate route CL may be generated based on a detailed unworked area map (third map) rather than the approximate unworked area map (second map). In other words, an automated driving simulation may be performed without generating an approximate unworked area map (second map). This will be explained below. In the following explanation, differences from the above-described embodiment will be explained. For points not explained, the same configurations and processes as those of the above-described embodiment will be adopted.

[0162] In this embodiment, the candidate route generation unit 46 generates the candidate route CL based on the detailed unworked area map (third map). Specifically, the candidate route generation unit 46 generates the candidate route CL so that it extends in a direction along the boundary (unworked area boundary BU) of the unworked area UA indicated by the detailed unworked area map.

[0163] FIG. 16 shows an example of a candidate route CL generated based on a detailed unworked area map (third map). In the illustrated example, one candidate route CL has been generated for each of the north, west, east, and south portions of the unworked area UA. In other words, candidate routes CL have been generated along the entire perimeter of the unworked area UA. The four candidate routes CL are driving routes for work driving (harvesting driving) around the outermost perimeter of the unworked area UA. The candidate routes CL may pass outside the unworked area UA as in the illustrated example, or may be limited to the interior of the unworked area UA.

[0164] The generation of the candidate route CL based on the detailed unworked area map (third map) can be performed by various methods. For example, the candidate route generation unit 46 approximates the boundary of the unworked area UA shown on the detailed unworked area map to a straight line, and sets the approximated line as the candidate route CL. For example, the candidate route generation unit 46 uses the main driving direction MB identified by the line calculation unit 44 to calculate a line parallel to the main driving direction MB, and sets the line as the candidate route CL. For example, the candidate route generation unit 46 sets the line circumscribing the unworked area UA as the candidate route CL. Note that these methods may be used in combination.

[0165] In this example, the driving control flow shown in FIG. 15 may be modified and executed.

[0166] For example, the processes from step S03 to step S06 or the processes from step S05 to step S06 may be executed after it is determined that no collision will occur (step S07: No) because these processes are not essential for the candidate route generating unit 46 to generate the candidate route CL.

[0167] (14) In the above-described embodiment, a simulation of automatic driving is performed using an approximate unworked land map, and it is determined whether the combine harvester 1 will come into contact with the boundary of the field FI when traveling along the candidate route CL. Specifically, the candidate route CL is generated based on the approximate unworked land map (second map).

[0168] The candidate route CL may be generated based on the field map (first map) rather than the approximate unworked land map (second map). In other words, the simulation of automated driving may be performed without generating the approximate unworked land map (second map). This will be explained below. The following explanation will focus on differences from the above-described embodiment. For points not explained, the same configuration and processing as the above-described embodiment will be used.

[0169] In this embodiment, the candidate route generating unit 46 generates the candidate route CL based on the field map (first map). Specifically, the candidate route generating unit 46 generates the candidate route CL so that it extends in a direction along the field boundary BF indicated on the field map (first map).

[0170] FIG. 17 shows an example of candidate routes CL generated based on the field map (first map). In the illustrated example, one candidate route CL is generated for each of the north, west, east, and south parts of the field. In other words, candidate routes CL are generated along the entire periphery of the field. The four candidate routes CL are travel routes for work travel (reap travel) around the periphery of the field. The candidate routes CL are generated inside the field, i.e., within the area surrounded by the field boundary BF.

[0171] The generation of the candidate route CL based on the field map (first map) can be performed by various methods. For example, the candidate route generation unit 46 approximates the field boundary BF indicated on the field map to a straight line and sets the approximated line as the candidate route CL. For example, the candidate route generation unit 46 uses the main traveling direction MB identified by the line calculation unit 44 to calculate a line parallel to the main traveling direction MB and sets the line as the candidate route CL. For example, the candidate route generation unit 46 generates the candidate route CL a predetermined distance inward from the field boundary BF. The distance may be a preset value or a value input by the operator. The distance may be an integer multiple of the mowing width of the combine harvester 1. The distance may be a value obtained by multiplying the mowing width of the combine harvester 1 by the number of times the combine harvester 1 travels around the field during its peripheral travel. Note that these methods may be used in combination.

[0172] In this example, the driving control flow shown in FIG. 15 may be modified and executed.

[0173] For example, the processes from step S03 to step S06 or the processes from step S05 to step S06 may be executed after it is determined that no collision will occur (step S07: No) because these processes are not essential for the candidate route generating unit 46 to generate the candidate route CL. [Industrial Applicability]

[0174] The present invention can be used to manage the travel of work vehicles. Work vehicles may include not only standard combine harvesters, but also head-feeding combine harvesters, various harvesters (corn harvesters, potato harvesters, carrot harvesters, etc.), rice transplanters, field maintenance machines, construction machines, etc. [Explanation of symbols]

[0175] 1: Combine (work vehicle) 4: Information terminal (display device) 40: Control section 41: Acquisition section 42: Field map generation unit (first map generation unit) 43: Detailed unfinished area map generation unit (third map generation unit) 45: Approximate unworked area map generation unit (second map generation unit) 46: Candidate route generation unit 47: Judgment section 48: Information Department 49: Route generation unit 50: Driving control unit A: Driving management system (system) AA: Approximation area BF: Field boundary (boundary) BU: Unworked land boundary (boundary) CL: Candidate route FI: Field LI: Target route (work route) MB: Main driving direction OL: Outer edge straight line (approximate line) TP:Specific point TR:Travel trajectory TV:Kiseki UA: Unworked area

Claims

1. A system for managing the travel of a work vehicle in a field, an acquisition unit that acquires a travel trajectory of the work vehicle traveling around the periphery of the field; a first map generation unit that generates a first map indicating a boundary of the field based on the travel locus; a second map generating unit that generates a second map based on the travel trajectory, the second map indicating the boundary of the unworked land with an approximation line that is a straight line or a curve; a candidate route generating unit that generates candidate routes for work travel in an approximate area indicated by the approximation line of the second map; a determination unit that determines whether the work vehicle will come into contact with the boundary of the field shown in the first map when it is assumed that the work vehicle travels along the candidate route; a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling was performed.

2. when the acquisition unit further acquires a travel trajectory of the work vehicle, the second map generation unit updates the second map based on the acquired travel trajectory; The system according to claim 1 , wherein the candidate route generator updates the candidate route based on the updated second map.

3. The method further includes a third map generation unit that generates a third map showing the unworked area based on the travel path, The system according to claim 1 , wherein the candidate route generation unit generates the candidate route in a portion of the approximate area shown on the second map that overlaps with the unworked area shown on the third map.

4. The system described in claim 1, wherein the determination unit calculates a trajectory that a specific point on the work vehicle would pass through if the work vehicle were to travel along the candidate route, and determines that the contact will occur if the trajectory overlaps with the boundary of the field shown on the first map.

5. The system of claim 1 , further comprising a display device for displaying the first map, the second map, and the candidate routes.

6. A system for managing the travel of a work vehicle in a field, an acquisition unit that acquires a travel trajectory of the work vehicle traveling around the periphery of the field; a first map generation unit that generates a first map indicating a boundary of the field based on the travel locus; a third map generator that generates a third map showing unworked areas based on the travel trajectory; a candidate route generating unit that generates candidate routes for the work vehicle to travel for work based on the third map; a determination unit that determines whether the work vehicle will come into contact with the boundary of the field shown in the first map when it is assumed that the work vehicle travels along the candidate route; a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling was performed.

7. The system according to claim 6 , wherein the candidate route generation unit generates the candidate route so as to extend in a direction along the boundary of the unworked area shown on the third map.

8. A second map generating unit generates a second map based on the travel path, the second map indicating the boundary of the unworked land with an approximation line that is a straight line or a curved line, The system according to claim 6 , wherein the candidate route generation unit generates the candidate route as a route for work travel through an approximate area indicated by the approximation line on the second map.

9. A system for managing the travel of a work vehicle in a field, an acquisition unit that acquires a travel trajectory of the work vehicle traveling around the periphery of the field; a first map generation unit that generates a first map indicating a boundary of the field based on the travel locus; a candidate route generating unit that generates candidate routes for the work vehicle to travel for work based on the first map; a determination unit that determines whether the work vehicle will come into contact with the boundary of the field shown in the first map when it is assumed that the work vehicle travels along the candidate route; a notification unit that, when the determination unit determines that the contact will occur, issues a notification to encourage the vehicle to perform outer periphery traveling further inside the outer periphery route on which the outer periphery traveling was performed.

10. The system according to claim 9 , wherein the candidate route generation unit generates the candidate route so that the candidate route extends in a direction along a boundary of the field indicated by the first map.

11. The system according to claim 9 , wherein the candidate route generator generates the candidate route so as to extend along a main driving direction in the outer circumference driving.

12. The system according to claim 9 , wherein the candidate route generation unit generates the candidate route within a predetermined distance from a boundary of the field indicated by the first map.

13. A route generation unit that generates a work route for work travel in the approximate area indicated by the second map when the determination unit determines that the contact will not occur; The system according to any one of claims 1 to 5 and 8, further comprising a travel control unit that automatically drives the work vehicle along the work route.

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