Automated driving method, automated driving program, automated driving system, and work vehicle

Abstract

To provide an automated travelling method, an automated travelling program, an automated travelling system, and a work vehicle capable of improving efficiency of work performed by the work vehicle that performs automated travelling.SOLUTION: An automated travelling method causes a work vehicle 10 to perform automated travelling according to a target route R in a farm field F and causes the work vehicle to perform a correction operation for correcting a deviation using a deviation amount of the work vehicle 10 generated in a past correction operation when a deviation including at least either a position deviation or an azimuth deviation of the work vehicle 10 for the target route R exceeds a threshold.SELECTED DRAWING: Figure 14

Description

Technical Field

[0001] The present invention relates to a technology for automatically driving a work vehicle along a target path at a work site.

Background Art

[0002] There is known a work vehicle that automatically travels along a target path while spraying a chemical solution onto crops planted at a work site such as a farm field or a plantation (see, for example, Patent Document 1). The work vehicle automatically travels in sequence along a plurality of work paths on which crops are planted, and sprays the chemical solution in the left - right direction within the work path.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The work vehicle has a function of performing a correction operation for correcting the position or orientation of the work vehicle when a position deviation (position shift) or an orientation deviation (orientation shift) with respect to the target path exceeds a threshold value (allowable value) so as not to collide with the crops during automatic driving. In the conventional work vehicle, for example, when the state of the farm field is not good or when the farm field is inclined, the correction operation is repeatedly executed because the position deviation or the orientation deviation frequently exceeds the threshold value. As a result, there arises a problem that the working efficiency of the work by the work vehicle decreases.

[0005] An object of the present invention is to provide an automatic driving method, an automatic driving program, an automatic driving system, and a work vehicle capable of improving the working efficiency of work by an automatically driving work vehicle.

Means for Solving the Problems

[0006] The automated driving method according to the present invention is a method that involves: automatically driving a work vehicle according to a target route in a work area; and, when a deviation including at least one of the position deviation and orientation deviation of the work vehicle relative to the target route exceeds a threshold, performing a correction operation to correct the deviation using the amount of deviation of the work vehicle that occurred in a past correction operation.

[0007] The automated driving program according to the present invention is a program that causes one or more processors to execute the automated driving method described above.

[0008] The automated driving system according to the present invention comprises a driving processing unit and a correction processing unit. The driving processing unit automatically drives a work vehicle according to a target route in a work area. When the deviation including at least one of the position deviation and orientation deviation of the work vehicle relative to the target route exceeds a threshold, the correction processing unit performs a correction operation to correct the deviation using the amount of deviation of the work vehicle that occurred in a past correction operation.

[0009] The work vehicle according to the present invention comprises the automatic driving system and a driving device controlled by the automatic driving system. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide an automated driving method, an automated driving program, an automated driving system, and a work vehicle that can improve the work efficiency of work performed by an autonomously driving work vehicle. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 is a schematic diagram showing the overall configuration of an automated driving system according to an embodiment of the present invention. [Figure 2] Figure 2 is a block diagram showing the configuration of an automated driving system according to an embodiment of the present invention. [Figure 3] Figure 3 is an external view of a work vehicle according to an embodiment of the present invention, as seen from the left front side. [Figure 4A]Figure 4A is an external view of the left side of a work vehicle according to an embodiment of the present invention, as seen from the left side. [Figure 4B] Figure 4B is an external view of the right side of a work vehicle according to an embodiment of the present invention, as seen from the right side. [Figure 4C] Figure 4C is a rear view of a work vehicle according to an embodiment of the present invention, as seen from the rear. [Figure 5] Figure 5 shows an example of a crop row according to an embodiment of the present invention. [Figure 6] Figure 6 shows an example of a target path according to an embodiment of the present invention. [Figure 7A] Figure 7A is a diagram illustrating a method for generating a target path according to an embodiment of the present invention. [Figure 7B] Figure 7B is a diagram illustrating a method for generating a target path according to an embodiment of the present invention. [Figure 8] Figure 8 shows the travel path of a work vehicle according to an embodiment of the present invention. [Figure 9] Figure 9 shows an example of positional deviation and azimuth deviation of a work vehicle according to an embodiment of the present invention. [Figure 10] Figure 10 shows an example of a correction operation performed in a conventional work vehicle. [Figure 11] Figure 11 shows an example of a correction operation performed in a work vehicle according to an embodiment of the present invention. [Figure 12] Figure 12 shows an example of control information used in an automated driving system according to an embodiment of the present invention. [Figure 13] Figure 13 shows an example of a spraying operation method in a work vehicle according to an embodiment of the present invention. [Figure 14] Figure 14 is a flowchart showing an example of the procedure for an automated driving process performed by an automated driving system according to an embodiment of the present invention. [Figure 15A] Figure 15A shows a specific example of a correction operation according to an embodiment of the present invention. [Figure 15B]FIG. 15B is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 15C] FIG. 15C is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 15D] FIG. 15D is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 16A] FIG. 16A is a diagram showing a specific example of deviation information stored in a correction operation according to an embodiment of the present invention. [Figure 16B] FIG. 16B is a diagram showing a specific example of deviation information stored in a correction operation according to an embodiment of the present invention. [Figure 16C] FIG. 16C is a diagram showing a specific example of deviation information stored in a correction operation according to an embodiment of the present invention. [Figure 16D] FIG. 16D is a diagram showing a specific example of deviation information stored in a correction operation according to an embodiment of the present invention. [Figure 17A] FIG. 17A is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 17B] FIG. 17B is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 17C] FIG. 17C is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 17D] FIG. 17D is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 17E] FIG. 17E is a diagram showing a specific example of a correction operation according to an embodiment of the present invention. [Figure 18A] FIG. 18A is a diagram showing a specific example of an obstacle determination area according to an embodiment of the present invention. [Figure 18B] FIG. 18B is a diagram showing a specific example of an obstacle determination area according to an embodiment of the present invention. [Figure 18C] FIG. 18C is a diagram showing a specific example of an obstacle determination area according to an embodiment of the present invention. [Figure 18D] FIG. 18D is a diagram showing a specific example of an obstacle determination area according to an embodiment of the present invention. [Figure 18E] Figure 18E shows a specific example of an obstacle detection area according to an embodiment of the present invention. [Figure 18F] Figure 18F shows a specific example of an obstacle detection area according to an embodiment of the present invention. [Figure 19] Figure 19 shows an example of an obstacle detection method in a work vehicle according to an embodiment of the present invention. [Figure 20] Figure 20 shows an example of an obstacle detection method in a work vehicle according to an embodiment of the present invention. [Modes for carrying out the invention]

[0012] The following embodiments are examples that embody the present invention and do not limit the technical scope of the present invention.

[0013] [Automated Driving System 1] As shown in Figures 1 and 2, the automated driving system 1 according to an embodiment of the present invention includes a work vehicle 10, an operating terminal 20, a base station 40, and a satellite 50. The work vehicle 10 and the operating terminal 20 can communicate via a communication network N1. For example, the work vehicle 10 and the operating terminal 20 can communicate via a mobile phone network, a packet network, or a wireless LAN.

[0014] In this embodiment, the work vehicle 10 is described as a vehicle that performs spraying work, such as spraying chemical solutions, water, etc., on crops V (see Figure 5) planted in field F. Field F is an example of a work site of the present invention, and field F is, for example, an orchard such as a vineyard or apple orchard. Crop V is, for example, a grape fruit tree. The spraying work is, for example, the work of spraying chemical solutions, water, etc., on crop V.

[0015] Crop V is arranged in multiple rows at predetermined intervals in field F. Specifically, as shown in Figure 5, multiple crops V are planted in a straight line in a predetermined direction (direction D1), forming a crop row Vr that includes multiple crops V arranged in a straight line. Figure 5 shows three crop rows Vr as examples. Each crop row Vr is arranged at a predetermined interval W1 in the row direction (direction D2). The area (space) between adjacent crop rows Vr, W2, becomes a work passage where the work vehicle 10 travels in the direction D1 and performs spraying work on the crops V.

[0016] Furthermore, the work vehicle 10 can automatically drive (autonomously drive) according to a pre-set target route R. For example, as shown in Figure 6, the work vehicle 10 automatically drives from the work start position S to the work end position G according to the target route R, which includes the work route R1 (work routes R1a to R1f) and the travel route R2. The work route R1 is a straight line in the work area where the work vehicle 10 performs spraying work on crop V, and the travel route R2 is a non-work route in which the work vehicle 10 moves between crop rows Vr without performing spraying work. The travel route R2 includes, for example, turning routes and straight routes. In the example shown in Figure 6, crop V consisting of crop rows Vr1 to Vr11 is arranged in field F. In Figure 6, the position where crop V is planted (crop position) is represented by "Vp". Furthermore, the work vehicle 10 traveling in field F in Figure 6 has a gate-shaped body 100 (see Figure 4C), and while traveling across a single crop row Vr, it sprays the chemical solution onto the crop V in that crop row Vr and the crop rows Vr adjacent to that crop row Vr. For example, as shown in Figure 6, when the work vehicle 10 travels across crop row Vr5, the left side of the work vehicle 10 (left side 100L) travels in the work passage between crop rows Vr4 and Vr5, and the right side of the work vehicle 10 (right side 100R) travels in the work passage between crop rows Vr5 and Vr6, and sprays the chemical solution onto the crop V in crop rows Vr4, Vr5, and Vr6.

[0017] Furthermore, the work vehicle 10 automatically travels in a predetermined row order. For example, the work vehicle 10 travels across crop row Vr1, then across crop row Vr3, then across crop row Vr5. In this way, the work vehicle 10 automatically travels according to the pre-set order of crop row Vr. Note that the work vehicle 10 may travel across one row at a time in the order of the crop row Vr, or it may travel every few rows.

[0018] Satellite 50 is a positioning satellite that constitutes a satellite positioning system such as GNSS (Global Navigation Satellite System), and transmits GNSS signals (satellite signals). Base station 40 is a reference point (reference station) that constitutes a satellite positioning system. Base station 40 transmits correction information to the work vehicle 10 to calculate the current position of the work vehicle 10.

[0019] The positioning device 16 mounted on the work vehicle 10 performs positioning processing to calculate the current position (latitude, longitude, altitude) and current bearing of the work vehicle 10 using GNSS signals transmitted from satellite 50. Specifically, the positioning device 16 positions the work vehicle 10 using a Real Time Kinematic (RTK) method, etc., which positions the work vehicle 10 based on positioning information (GNSS signals, etc.) received by two receivers (antenna 164 and base station 40) and correction information generated by base station 40. Since the aforementioned positioning method is a well-known technology, a detailed explanation will be omitted.

[0020] The following describes the details of each component that makes up the automated driving system 1.

[0021] [Work Vehicle 10] Figure 3 is an external view of the work vehicle 10 as seen from the front left. Figure 4A is an external view of the left side of the work vehicle 10 as seen from the left side, Figure 4B is an external view of the right side of the work vehicle 10 as seen from the right side, and Figure 4C is an external view of the rear of the work vehicle 10 as seen from the rear side.

[0022] As shown in Figures 1 to 4, the work vehicle 10 includes a vehicle control device 11, a memory unit 12, a driving device 13, a spraying device 14, a communication unit 15, a positioning device 16, an obstacle detection device 17, and the like. The vehicle control device 11 is electrically connected to the memory unit 12, the driving device 13, the spraying device 14, the positioning device 16, the obstacle detection device 17, and the like. The vehicle control device 11 and the positioning device 16 may also be capable of wireless communication.

[0023] The communication unit 15 is a communication interface for connecting the work vehicle 10 to the communication network N1 by wire or wireless connection and for performing data communication with external devices such as the operation terminal 20 via the communication network N1 in accordance with a predetermined communication protocol.

[0024] The storage unit 12 is a non-volatile storage unit such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory that stores various types of information. The storage unit 12 stores control programs such as an automatic driving program that causes the vehicle control device 11 to execute the automatic driving process (see Figure 14) described later. For example, the automatic driving program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, read by a predetermined reading device (not shown), and stored in the storage unit 12. Alternatively, the automatic driving program may be downloaded from a server (not shown) to the work vehicle 10 via a communication network N1 and stored in the storage unit 12. The storage unit 12 also stores route data, including information on the target route R and control information F2 (described later), which are generated in the operation terminal 20. For example, the route data is transferred from the operation terminal 20 to the work vehicle 10 and stored in the storage unit 12. Furthermore, the memory unit 12 stores deviation information F1 (described later) related to the deviations (position deviation and orientation deviation) of the work vehicle 10.

[0025] The vehicle control device 11 includes control devices such as a CPU, ROM, and RAM. The CPU is a processor that performs various arithmetic operations. The ROM is a non-volatile memory unit that stores control programs such as a BIOS and OS in advance to allow the CPU to perform various arithmetic operations. The RAM is a volatile or non-volatile memory unit that stores various information and is used as a temporary memory (work area) for the various processes performed by the CPU. The vehicle control device 11 controls the work vehicle 10 by executing various control programs stored in advance in the ROM or memory unit 12 using the CPU.

[0026] The vehicle control device 11 controls the movement of the work vehicle 10. Specifically, as shown in Figure 2, the vehicle control device 11 includes various processing units such as a driving processing unit 111, a detection processing unit 112, and a correction processing unit 113. The vehicle control device 11 functions as these various processing units by executing various processes according to the control program using the CPU. Some or all of these processing units may be composed of electronic circuits. The control program may be a program that causes multiple processors to function as processing units.

[0027] The driving processing unit 111 automatically drives the work vehicle 10 according to the target route R based on positioning information, including the position and orientation of the work vehicle 10, which is measured by the positioning device 16. For example, when the positioning state becomes RTK positioning capable and the operator presses the start button on the operation screen of the operation terminal 20, the operation terminal 20 outputs a work start instruction to the work vehicle 10. When the driving processing unit 111 receives the work start instruction from the operation terminal 20, it starts the automatic driving of the work vehicle 10 based on the positioning information of the work vehicle 10, which is measured by the positioning device 16. As a result, the work vehicle 10 starts driving automatically according to the target route R and starts spraying work with the spraying device 14 in the work passage.

[0028] In another embodiment, the driving processing unit 111 may initiate automatic driving of the work vehicle 10 when the operator operates the portable control device (remote control) near the work vehicle 10 (by pressing the automatic driving start button). This allows for a configuration where the start of automatic driving is permitted only if the operator can visually confirm the work vehicle 10 from nearby.

[0029] Furthermore, when the driving processing unit 111 receives a driving stop instruction from the operation terminal 20, it stops the automatic driving of the work vehicle 10. For example, when an operator presses the stop button on the operation screen of the operation terminal 20, the operation terminal 20 outputs the driving stop instruction to the work vehicle 10. When the driving processing unit 111 receives the driving stop instruction from the operation terminal 20, it stops the automatic driving of the work vehicle 10. As a result, the work vehicle 10 stops automatic driving and stops the spraying work by the spraying device 14. The driving processing unit 111 is an example of the driving processing unit of the present invention.

[0030] Here, the work vehicle 10 is equipped with a gate-shaped body 100 that travels over crops V (fruit trees) planted in multiple rows in the field F. As shown in Figure 4C, the body 100 is formed in a gate shape by a left side 100L, a right side 100R, and a connecting part 100C that connects the left side 100L and the right side 100R, and a space 100S that allows crops V to pass through is secured inside the left side 100L, the right side 100R, and the connecting part 100C.

[0031] Crawler tracks 101 are provided at the lower ends of the left side 100L and the right side 100R of the vehicle body 100. The left side 100L is equipped with an engine (not shown), a battery (not shown), etc. The right side 100R is equipped with a storage tank 14A (see Figure 4B) for the spraying device 14, etc. By distributing the components between the left side 100L and the right side 100R of the vehicle body 100 in this way, the work vehicle 10 achieves balanced left-right balance and a low center of gravity. As a result, the work vehicle 10 can travel stably on rough ground, mud, slopes, etc. of the field F.

[0032] The traveling device 13 is the drive unit that moves the work vehicle 10. The traveling device 13 includes an engine, crawler 101, etc. The traveling device 13 is controlled by the vehicle control device 11.

[0033] The left and right crawlers 101 are driven by power from the engine, with independent speed control via a hydrostatic continuously variable transmission. As a result, the vehicle body 100 moves forward in a straight line when both crawlers 101 are driven at a constant speed in the forward direction, and moves backward in a straight line when both crawlers 101 are driven at a constant speed in the reverse direction. Furthermore, the vehicle body 100 can turn while moving forward when both crawlers 101 are driven at different speeds in the forward direction, and can turn while moving backward when both crawlers 101 are driven at different speeds in the reverse direction. In addition, the vehicle body 100 can turn in a pivot turn (tight turn) state when one crawler 101 is de-driven and the other crawler 101 is driven, and can turn in a spin turn (super-tight turn) state when both crawlers 101 are driven at a constant speed in the forward and reverse directions. Furthermore, the vehicle body 100 comes to a stop when the left and right crawlers 101 are de-driven. The left and right crawlers 101 may be electrically driven by electric motors.

[0034] As shown in Figure 4C, the spraying device 14 includes a storage tank 14A for storing chemical solutions, a spraying pump (not shown) for pressurizing and pumping chemical solutions, an electric spraying motor (not shown) for driving the spraying pump, two spraying pipes 14B arranged in parallel on the left and right sides in a vertical orientation at the rear of the vehicle body 100, a total of 12 spraying nozzles 14C with three nozzles on each spraying pipe 14B, an electronically controlled valve unit (not shown) for changing the amount of chemical solution sprayed and the spraying pattern, and multiple spraying pipes (not shown) connecting these.

[0035] Each spray nozzle 14C is mounted on the corresponding spray pipe 14B so as to be adjustable vertically. This allows each spray nozzle 14C to change its spacing from adjacent nozzles 14C and its height relative to the spray pipe 14B according to the target object (crop V). In addition, each spray nozzle 14C is mounted so as to be adjustable in height and lateral position relative to the vehicle body 100 according to the target object.

[0036] Furthermore, in the spraying device 14, the number of spray nozzles 14C provided in each spraying pipe 14B can be changed in various ways depending on the type of crop V, the length of each spraying pipe 14B, and so on.

[0037] As shown in Figure 4C, of ​​the multiple spray nozzles 14C, the three spray nozzles 14C located on the leftmost spray pipe 14B spray the chemical solution to the left toward crop Va located to the left outer side of the vehicle body 100. Of the multiple spray nozzles 14C, the three spray nozzles 14C located on the left inner spray pipe 14B adjacent to the leftmost spray pipe 14B spray the chemical solution to the right toward crop Vb located in the left-right central space 100S of the vehicle body 100. Of the multiple spray nozzles 14C, the three spray nozzles 14C located on the rightmost spray pipe 14B spray the chemical solution to the right toward crop Vc located to the right outer side of the vehicle body 100. Of the multiple spray nozzles 14C, the three spray nozzles 14C located on the right inner spray pipe 14B adjacent to the rightmost spray pipe 14B spray the chemical solution to the left toward the crop Vb located in space 100S.

[0038] With the above configuration, in the spraying device 14, the two spraying pipes 14B and six spraying nozzles 14C provided on the left side 100L of the vehicle body 100 function as the left spraying section 14L. Similarly, the two spraying pipes 14B and six spraying nozzles 14C provided on the right side 100R of the vehicle body 100 function as the right spraying section 14R. The left and right spraying sections 14L and 14R are positioned on the rear of the vehicle body 100 with a lateral spacing between them that allows for spraying in the lateral direction, and permits the passage of crops Vb (space 100S).

[0039] In the spraying device 14, the spraying patterns of the spraying units 14L and 14R include a four-way spraying pattern in which each of the spraying units 14L and 14R sprays the chemical solution in both left and right directions, and a direction-limited spraying pattern in which the spraying direction of the spraying units 14L and 14R is limited. The aforementioned direction-limited spraying patterns include a left-side three-direction spraying pattern in which the spraying unit 14L sprays the chemical solution in both left and right directions, and the spraying unit 14R sprays the chemical solution only in the left direction; a right-side three-direction spraying pattern in which the spraying unit 14L sprays the chemical solution only in the right direction, and the spraying unit 14R sprays the chemical solution in both left and right directions; a two-direction spraying pattern in which the spraying unit 14L sprays the chemical solution only in the right direction, and the spraying unit 14R sprays the chemical solution only in the left direction; a left-side one-direction spraying pattern in which the spraying unit 14L sprays only in the left direction, and the spraying unit 14R does not spray the chemical solution; and a right-side one-direction spraying pattern in which the spraying unit 14R sprays only in the right direction, and the spraying unit 14L does not spray the chemical solution.

[0040] The vehicle body 100 is equipped with an automatic driving control unit that automatically drives the vehicle body 100 according to a target route R in the field F based on positioning information acquired from the positioning device 16, an engine control unit that controls the engine, an HST (Hydro-Static Transmission) control unit that controls the hydrostatic continuously variable transmission, and a work equipment control unit that controls work equipment such as the spraying device 14. Each control unit is constructed from an electronic control unit equipped with a microcontroller, various information and control programs stored in the microcontroller's non-volatile memory (e.g., EEPROM such as flash memory). The various information stored in the non-volatile memory may include a pre-generated target route R. In this embodiment, each control unit is collectively referred to as the "vehicle control device 11" (see Figure 2).

[0041] The positioning device 16 is a communication device comprising a positioning control unit 161, a storage unit 162, a communication unit 163, and an antenna 164. The antenna 164 is provided at the front and rear of the roof (connection unit 100C) of the vehicle body 100 (see Figure 3). Note that one antenna 164 may be provided on the work vehicle 10. The roof of the vehicle body 100 is also provided with indicator lights 102 that show the driving status of the work vehicle 10 (see Figure 3). The positioning device 16 is connected to the battery, and the positioning device 16 can operate even when the engine is stopped.

[0042] The communication unit 163 is a communication interface for connecting the positioning device 16 to the communication network N1 by wire or wireless connection and for performing data communication with external devices such as base stations 40 via the communication network N1 in accordance with a predetermined communication protocol.

[0043] Antenna 164 is an antenna that receives radio waves (GNSS signals) transmitted from satellites. Since antenna 164 is installed in front of and behind the work vehicle 10, the current position and direction of the work vehicle 10 can be determined with high precision.

[0044] The positioning control unit 161 is a computer system comprising one or more processors and storage memory such as non-volatile memory and RAM. The storage unit 162 contains a control program for causing the positioning control unit 161 to perform positioning processing, and non-volatile memory for storing data such as positioning information and movement information. The positioning control unit 161 determines the current position and current direction of the work vehicle 10 using a predetermined positioning method (such as the RTK method) based on the GNSS signal received by the antenna 164 from the satellite 50.

[0045] The obstacle detection device 17 detects objects to be detected in the field F using detection units (lidar sensor, ultrasonic sensor) provided on the work vehicle 10. The obstacle detection device 17 includes a lidar sensor 171L provided on the front left side of the vehicle body 100 and a lidar sensor 171R provided on the front right side of the vehicle body 100 (see Figure 3). Each lidar sensor measures the distance from the lidar sensor to each distance point (object to be measured) within the measurement range using a Time of Flight (TOF) method, for example, which measures the distance to the distance point based on the round-trip time it takes for the laser light emitted by the lidar sensor to reach the distance point (object to be detected) and return.

[0046] The LiDAR sensor 171L has a predetermined measurement range (detection range) set to the front left side of the vehicle body 100, and the LiDAR sensor 171R has a predetermined measurement range (detection range) set to the front right side of the vehicle body 100. Each LiDAR sensor transmits measurement information such as the distance to each measured distance point and the scanning angle (coordinate) for each distance point to the vehicle control device 11. In this way, the LiDAR sensors 171L and 171R can detect the position (coordinate position) of the distance point (detection target) in a coordinate system (sensor coordinate system) that is based on itself (mounting position).

[0047] Furthermore, the obstacle detection device 17 includes left and right ultrasonic sensors 172F (see Figure 3) located on the front side of the vehicle body 100, and left and right ultrasonic sensors 172R (see Figures 4A and 4B) located on the rear side of the vehicle body 100. Each ultrasonic sensor measures the distance from the ultrasonic sensor to the distance measurement point (object to be detected) using a TOF (Time-of-Flight) method, which measures the distance to the distance measurement point based on the round-trip time it takes for the ultrasonic waves emitted by the ultrasonic sensor to reach the distance measurement point (object to be detected) and return.

[0048] The ultrasonic sensor 172F on the front left side has a predetermined measurement range (detection range) set to the front left side of the vehicle body 100, the ultrasonic sensor 172F on the front right side has a predetermined measurement range (detection range) set to the front right side of the vehicle body 100, the ultrasonic sensor 172R on the rear left side has a predetermined measurement range (detection range) set to the rear left side of the vehicle body 100, and the ultrasonic sensor 172R on the rear right side has a predetermined measurement range (detection range) set to the rear right side of the vehicle body 100. Each ultrasonic sensor transmits measurement information, including the distance to the measured object and the direction of the measured object, to the vehicle control device 11. In this way, the ultrasonic sensor 172F is capable of detecting the distance to the measurement point (detection object) in a coordinate system (sensor coordinate system) that is based on itself (mounting position).

[0049] Furthermore, the obstacle detection device 17 includes left and right contact sensors 173F (see Figure 3) located on the front side of the vehicle body 100, and left and right contact sensors 173R (see Figures 4A and 4B) located on the rear side of the vehicle body 100. The front contact sensors 173F of the vehicle body 100 detect obstacles when they come into contact with the sensors 173F. A spraying device 14 is located in front of the rear contact sensors 173R of the vehicle body 100 (on the rear side of the work vehicle 10), and the contact sensors 173R detect obstacles when the spraying device 14 comes into contact with an obstacle, causing the spraying device 14 to move backward (towards the front side of the work vehicle 10). Each contact sensor transmits a detection signal to the vehicle control device 11 when it detects an obstacle.

[0050] The vehicle control device 11 determines whether the detected object is an obstacle based on measurement information about the detected object obtained from the obstacle detection device 17, and if it determines that the detected object is an obstacle, it executes an avoidance process (driving restriction process) to cause the work vehicle 10 to avoid the obstacle.

[0051] Furthermore, the vehicle control device 11 detects the positional deviation and azimuth deviation of the work vehicle 10 and performs an operation (correction operation) to maintain automatic driving by correcting the deviations.

[0052] For example, the driving unit 111 moves the work vehicle 10 from the work path R1 of crop row Vra to the work path R1 of crop row Vrb according to the target path R shown in Figure 8. When the work vehicle 10 reaches the endpoint P0 of crop row Vra, it stops spraying and proceeds straight along the straight path r1, and starts turning at the turning start position P1. Once the work vehicle 10 starts turning, it moves along the turning path r2, the straight path r3, and the turning path r4, proceeds straight along the straight path r5 from the turning end position P4, and moves to the endpoint P0 of crop row Vrb, which is the next work path R1, and resumes spraying. In Figure 8, the symbol C1 indicates the turning center of the turning path r2, and the symbol C2 indicates the turning center of the turning path r4. The turning radii of turning paths r2 and r4 are the same.

[0053] The detection processing unit 112 of the vehicle control device 11 detects deviations (position deviation, azimuth deviation) of the automatically moving work vehicle 10. Specifically, the detection processing unit 112 detects the position deviation and azimuth deviation of the work vehicle 10 relative to the target route R based on positioning information (current position, current azimuth) from the positioning device 16.

[0054] The correction processing unit 113 of the vehicle control device 11 determines whether the position deviation detected by the detection processing unit 112 exceeds a preset threshold (position threshold). If the position deviation exceeds the position threshold, the correction processing unit 113 executes a correction operation to correct the position deviation. The correction processing unit 113 also determines whether the azimuth deviation detected by the detection processing unit 112 exceeds a preset threshold (azimuth threshold). If the azimuth deviation exceeds the azimuth threshold, the correction processing unit 113 executes a correction operation to correct the azimuth deviation. The position threshold and the azimuth threshold are preset, for example, in the operation terminal 20. The position threshold and the azimuth threshold are examples of thresholds of the present invention. The correction processing unit 113 is an example of a correction processing unit of the present invention.

[0055] Here, an example of the correction operation will be explained using Figure 9. Figure 9 shows a part of the target path R, including the turning path r4 and the straight path r5 shown in Figure 8. For example, if the work vehicle 10 deviates from the turning path r4 of the target path R, and at position P5, which is a distance ma (position deviation) from the target position, the turning end position P4, the position deviation ma exceeds the position threshold and the azimuth deviation θa exceeds the azimuth threshold, the correction processing unit 113 will perform the following correction operation. First, the correction processing unit 113 sets a position P6 (virtual target position) on the extension of the straight path r5, and makes the work vehicle 10 spin and turn (super-tight turn) at position P5 so that it faces position P6. Position P6 is at a distance mb (for example, 2m) from the turning end position P4.

[0056] Next, the correction processing unit 113 reverses the work vehicle 10 until it reaches position P6, or until the position deviation ma of the work vehicle 10 relative to the extension of the straight path r5 falls below a threshold.

[0057] Next, the correction processing unit 113 causes the work vehicle 10 to spin (turn in a pivot position) at position P6 until the azimuth deviation of the work vehicle 10 with respect to the direction of the extension of the straight path r5 falls below the azimuth threshold. Then, the correction processing unit 113 causes the work vehicle 10 to move in a straight line from position P6 along the extension of the straight path r5 to the turn completion position P4. After that, the driving processing unit 111 causes the work vehicle 10 to move in a straight line along the straight path r5 and enter the work path R1 of crop row Vrb from endpoint P0.

[0058] The correction processing unit 113 performs the correction operation until the deviation (position deviation, orientation deviation) falls below a threshold. For this reason, if, for example, the condition of field F (topsoil) is not good, or if field F is sloped, the deviation may frequently exceed the threshold. In this case, the work vehicle 10 cannot resume automatic driving according to the target path R, and the correction operation is repeatedly executed.

[0059] For example, as shown in Figure 10, when the deviation of the work vehicle 10 exceeds a threshold at position P5, if the work vehicle 10 is spun around to align with the target position P6, the work vehicle 10 will slide down by a predetermined amount in the A1 direction along the slope of the field F. Also, if the work vehicle 10 moves backward from the shifted position P51 towards position P6, it will slide down by a predetermined amount along the slope of the field F. As a result, the work vehicle 10 reaches position P52, which is shifted from the original target position P6. Furthermore, if the work vehicle 10 is spun around at position P52 to align with the next target position P4, the work vehicle 10 will slide down by a predetermined amount in the A2 direction along the slope of the field F. Also, if the work vehicle 10 moves straight from the shifted position P53 towards position P4, it will slide down by a predetermined amount along the slope of the field F. As a result, the work vehicle 10 reaches position P54, which is shifted from the original target position P4. Furthermore, when the work vehicle 10 spins around at position P54 in line with the straight path r5, which is the target path, the work vehicle 10 slides down by a predetermined amount in the direction of A3 along the slope of field F and moves to position P55. If the deviation of the work vehicle 10 from position P4 (position deviation, azimuth deviation) at position P55 still exceeds the threshold, the conditions for starting automatic driving are not met (automatic driving cannot be started), and the work vehicle 10 will perform the correction operation again.

[0060] Thus, in the correction operation, if unexpected deviations occur during turning and forward / reverse movement due to the condition of the field F (roughness, slope, etc.), it becomes impossible to move the work vehicle 10 to the target position set as a virtual point (for example, position P6, position P4). As a result, the conditions for starting automatic driving are not met, and the correction operation is repeatedly executed. This leads to a problem where the work efficiency of the work vehicle 10 (in this case, the work efficiency of the spraying operation) decreases. In contrast, the work vehicle 10 according to this embodiment makes it possible to improve work efficiency by preventing the repeated execution of the correction operation.

[0061] Specifically, the correction processing unit 113 according to this embodiment executes a correction operation to correct the deviation when the deviation, which includes at least one of the position deviation and orientation deviation of the work vehicle 10 relative to the target path R, exceeds a threshold, using the amount of displacement (deviation) of the work vehicle 10 that occurred in previous correction operations. For example, if the correction processing unit 113 executes correction operations multiple times consecutively at a location where the deviation exceeds the threshold, it executes the current correction operation using the amount of displacement corresponding to the previous correction operation.

[0062] Figure 11 shows an example of the correction operation in this case. For example, as shown in Figure 9, if the work vehicle 10 deviates from the turning path r4 of the target path R, and the position deviation and azimuth deviation exceed a threshold (the automatic driving start condition is not met) at position P5, which is a distance ma (position deviation) from the target turning end position P4, the correction processing unit 113 first executes the correction operation shown in Figure 10. Note that the position that serves as the judgment criterion is not limited to the turning end position P4, but may be any other position on the straight path r5 (pre-spray path) following the work path R1.

[0063] If the conditions for starting automatic driving are still not met even after performing the correction operation shown in Figure 10, the correction processing unit 113 uses the amount of deviation that occurred during the turning and forward / backward movement of the work vehicle 10 in the correction operation shown in Figure 10 (an example of the previous correction operation) to perform the correction operation shown in Figure 11 (the current correction operation).

[0064] Specifically, the correction processing unit 113 determines the target position X1 (the position X1 shifted from the target position P6) that corresponds to the original target position P6 at the position P55 of the work vehicle 10 at the end of the previous correction operation. For example, the correction processing unit 113 determines the target position X1 that corresponds to the original target position P6 by considering the amount of displacement during the spin turn immediately before reversing in the previous correction operation (the amount of displacement from position P5 to position P51 in Figure 10) and the amount of displacement during reversing after the spin turn in the previous correction operation (the amount of displacement when moving from position P51 to position P52 in Figure 10).

[0065] The correction processing unit 113 executes a correction operation once the target position X1 is set when the work vehicle 10 stops at position P55. First, the correction processing unit 113 spins the work vehicle 10 at position P55 by a predetermined angle so that it aligns with the direction of the target position X1. The correction processing unit 113 sets the predetermined angle to an angle corresponding to, for example, the amount of deviation (the deviation rate described later) from the spin angle during the previous correction operation at position P55.

[0066] When the correction processing unit 113 spins the work vehicle 10 at position P55, the work vehicle 10 moves down along the slope of the field F by an amount corresponding to the amount of deviation during the previous correction operation (the amount of deviation from position P5 to position P51 in Figure 10) and moves to position P56. After that, the correction processing unit 113 moves the work vehicle 10 in reverse toward the target position X1. The work vehicle 10 starts moving in reverse from position P56 and stops when it reaches the target position X1.

[0067] Next, the correction processing unit 113 determines the target position X2 (the position X2 shifted from the target position P4) that corresponds to the original target position P4 at the target position X1. For example, the correction processing unit 113 determines the target position X2 that corresponds to the original target position P4 by considering the amount of deviation in the previous correction operation during the spin turn immediately before moving forward (the amount of deviation from position P52 to position P53 in Figure 10) and the amount of deviation in the previous correction operation during straight-line movement after the spin turn (the amount of deviation when moving from position P53 to position P54 in Figure 10).

[0068] Once the correction processing unit 113 determines the target position X2, it spins the work vehicle 10 by a predetermined angle to align it with the direction of the target position X2. As a result, the work vehicle 10 moves down along the slope of the field F by an amount corresponding to the amount of deviation during the previous correction operation (the amount of deviation from position P52 to position P53 in Figure 10) to position P6 (or near position P6). After that, the correction processing unit 113 moves the work vehicle 10 forward towards the target position X2. The work vehicle 10 starts moving backward from position P6 and stops when it reaches the target position X2.

[0069] Next, the correction processing unit 113 spins the work vehicle 10 by a predetermined angle so that it aligns with the direction of position P4 at the target position X2. The work vehicle 10 then slides down along the slope of the field F by an amount corresponding to the amount of deviation during the previous correction operation (the amount of deviation from position P54 to position P55 in Figure 10), and stops at or near position P4. As a result, when the deviation from position P4 (the end position of the turn) falls below a threshold, the work vehicle 10 satisfies the condition for automatic driving to start, and proceeds straight along the straight path r5 from the end position P4, moves to the endpoint P0 of the crop row Vrb, which is the next work path R1, and resumes spraying.

[0070] In this way, if the correction processing unit 113 has acquired the amount of displacement (first displacement) when the work vehicle 10 turns and the amount of displacement (second displacement) when the work vehicle 10 moves forward or backward in the previous correction operation, in the current correction operation it determines the target position (positions P6, P4) based on the first displacement and the second displacement and moves the work vehicle 10 to the target position. This makes it possible to set an appropriate target position (virtual target position) for the work vehicle 10 in the correction operation.

[0071] Furthermore, the correction processing unit 113 uses the actual values ​​of the deviation amount from the previous correction operation to shift the target positions (positions P6 and P4) in the correction operation. In the example shown in Figure 11, the correction processing unit 113 shifts target position P6 to position X1 and target position P4 to position X2. In the correction operation, the correction processing unit 113 moves the work vehicle 10 towards the shifted target positions X1 and X2 (by turning, moving forward and backward, etc.), thereby bringing the work vehicle 10 closer to the original target positions P6 and P4 if positional and azimuth deviations occur. Therefore, the work vehicle 10 can be returned to the target path R with a small number of correction operations, thus preventing the correction operation from being executed repeatedly.

[0072] The correction operation method shown in Figure 11 is just one example of the correction operation of the present invention, and the correction operation of the present invention is not limited to this method.

[0073] Here, the correction processing unit 113 may stop the correction operation and stop the work vehicle 10 if the number of correction operations has been performed reaches a predetermined number of times or if a predetermined time has elapsed since the start of the correction operation. For example, the correction processing unit 113 stops the correction operation if the conditions for starting automatic driving are not met even after repeating the correction operation five times (if the deviation exceeds a threshold). This makes it possible to avoid problems such as the field F being damaged or contact with the work target (for example, trees to be sprayed) due to the correction operation being repeated unnecessarily.

[0074] Furthermore, when performing a correction operation that takes into account the amount of deviation that occurred in past correction operations (see Figure 11), it becomes possible to return the work vehicle 10 to the target path in fewer attempts compared to when performing a correction operation that does not take into account the amount of deviation that occurred in past correction operations (see Figure 10). Therefore, the correction processing unit 113 may set the predetermined number of attempts (upper limit) when performing a correction operation that takes into account the amount of deviation that occurred in past correction operations (see Figure 11) to be fewer than the predetermined number of attempts (upper limit) when performing a correction operation that does not take into account the amount of deviation that occurred in past correction operations (see Figure 10).

[0075] Furthermore, the correction processing unit 113 determines that if the deviation from the target path R after the correction operation is greater than the deviation from the target path R after the previous correction operation, the likelihood of meeting the automatic driving start condition decreases, and if the deviation from the target path R after the correction operation is smaller than the deviation from the target path R after the previous correction operation, the likelihood of meeting the automatic driving start condition increases. Therefore, the correction processing unit 113 may dynamically change (increase or decrease) the predetermined number of times (upper limit) each time it performs a correction operation. For example, if the deviation from the target path R after the correction operation is greater than the deviation from the target path R after the previous correction operation, the likelihood of meeting the automatic driving start condition decreases, so the correction processing unit 113 reduces the predetermined number of times and stops the correction operation earlier. On the other hand, if the deviation from the target path R after the correction operation is smaller than the deviation from the target path R after the previous correction operation, the likelihood of meeting the automatic driving start condition increases, so the correction processing unit 113 increases the predetermined number of times to increase the opportunities to meet the automatic driving start condition.

[0076] Here, by performing the correction operation shown in Figure 11, the deviation of the work vehicle 10 from the target path R can be suppressed, so even if the automatic driving start conditions (corresponding to the permission conditions of the present invention) are relaxed, the work vehicle 10 can start automatic driving appropriately. Therefore, the vehicle control device 11 may relax the automatic driving start conditions according to the target path R after performing the correction operation in the non-work area (outside the work path R1) compared to the automatic driving start conditions in the work area (inside the work path R1). For example, if the automatic driving start conditions within the work path R1 are set to "lateral deviation (position deviation) is within 0.15m and azimuth deviation is within 15 degrees", the vehicle control device 11 sets the automatic driving start conditions at the turning end position P4 to "lateral deviation (position deviation) is within 1m and azimuth deviation is within 45 degrees".

[0077] This allows the work vehicle 10 to quickly return to the target path R, thereby improving work efficiency.

[0078] Furthermore, when the work vehicle 10 starts automatic driving, the operator approaches the work vehicle 10 and gives instructions to start work (by pressing the automatic driving start button). Here, it is conceivable that a correction operation may be performed immediately after the work vehicle 10 starts automatic driving, but it is difficult for the operator to predict that a correction operation will be performed. Therefore, if the vehicle control device 11 is to perform a correction operation within a predetermined time after the work vehicle 10 starts automatic driving, it may stop the work vehicle 10 for a certain period of time and broadcast predetermined warning information so that an operator near the work vehicle 10 will notice. For example, the vehicle control device 11 may output a warning sound or voice message from the work vehicle 10 or the operation terminal 20, or display a warning message on the operation terminal 20. This will draw attention to the area around the work vehicle 10, so that the operator can easily understand that a correction operation will be performed. The vehicle control device 11 may broadcast the warning information for a certain period of time and then perform the correction operation, or it may perform the correction operation when it receives a confirmation operation from the operator regarding the warning information.

[0079] The configuration of the work vehicle 10 described above is one example of the configuration of the work vehicle of the present invention, and the present invention is not limited to the above configuration. The work vehicle 10 described above is a vehicle capable of performing spraying work by spraying a substance on the first crop row Vr and on the second crop rows Vr to the left and right of the first crop row Vr while traveling across the first crop row Vr. In another embodiment, the work vehicle 10 may not have a gate-shaped body 100, but rather a normal shape in which the entire body 100 travels between the crop rows Vr (work passages). In this case, the work vehicle 10 automatically travels sequentially through each work passage without crossing the crop rows Vr. The spraying device 14 is equipped with one spraying unit and performs spraying work by switching between a spraying pattern that sprays the chemical solution in both left and right directions, a spraying pattern that sprays the chemical solution only to the left, and a spraying pattern that sprays the chemical solution only to the right.

[0080] Furthermore, the work vehicle 10 is not limited to a vehicle that performs a predetermined operation on the objects to be worked on planted in field F, but may also be a vehicle (tractor, combine harvester, etc.) that performs a predetermined operation (plowing, planting, weeding, harvesting, etc.) on field F.

[0081] [Operating terminal 20] As shown in Figure 2, the operating terminal 20 is an information processing device comprising a control unit 21, a storage unit 22, an operation display unit 23, and a communication unit 24, etc. The operating terminal 20 may be composed of a mobile device such as a tablet or a smartphone.

[0082] The communication unit 24 is a communication interface for connecting the operating terminal 20 to the communication network N1 by wire or wireless connection and for performing data communication with one or more external devices such as work vehicles 10 via the communication network N1 in accordance with a predetermined communication protocol.

[0083] The operation display unit 23 is a user interface comprising a display unit such as a liquid crystal display or an organic EL display that displays various information, and an operation unit such as a touch panel, mouse, or keyboard that accepts operations. The operator can register various information (such as work vehicle information, field information, and work information described later) by operating the operation unit on the operation screen displayed on the display unit. The operator can also issue work start instructions and driving stop instructions to the work vehicle 10 by operating the operation unit. Furthermore, the operator can understand the driving status, work status, and surrounding conditions of the work vehicle 10 as it automatically travels within the field F according to the target route R by viewing the driving trajectory and surrounding image of the vehicle body 100 displayed on the operation terminal 20, even from a location away from the work vehicle 10.

[0084] The storage unit 22 is a non-volatile storage unit such as an HDD, SSD, or flash memory that stores various types of information. The storage unit 22 stores control programs that cause the control unit 21 to execute various processes. For example, the control programs are non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, read by a predetermined reading device (not shown), and stored in the storage unit 22. Alternatively, the control programs may be downloaded from a server (not shown) to the operation terminal 20 via a communication network N1 and stored in the storage unit 22.

[0085] The control unit 21 includes control devices such as a CPU, ROM, and RAM. The CPU is a processor that performs various arithmetic operations. The ROM is a non-volatile memory unit that stores control programs such as a BIOS and OS in advance to cause the CPU to perform various arithmetic operations. The RAM is a volatile or non-volatile memory unit that stores various information and is used as a temporary memory (work area) for the various processes performed by the CPU. The control unit 21 controls the operation terminal 20 by executing various control programs that are pre-stored in the ROM or memory unit 22 using the CPU.

[0086] As shown in Figure 2, the control unit 21 includes various processing units such as a setting processing unit 211, a route generation processing unit 212, a control information generation processing unit 213, and an output processing unit 214. The control unit 21 functions as these various processing units by executing various processes according to the control program using the CPU. Some or all of these processing units may be composed of electronic circuits. The control program may be a program that causes multiple processors to function as processing units.

[0087] The setting processing unit 211 sets and registers information about the work vehicle 10 (hereinafter referred to as work vehicle information), information about field F (hereinafter referred to as field information), and information about the work (in this case, spraying work) (hereinafter referred to as work information).

[0088] In the aforementioned work vehicle information setting process, the setting processing unit 211 sets information such as the model of the work vehicle 10, the position on which the antenna 164 is attached to the work vehicle 10, the type of work machine (in this case, the spraying device 14), the size and shape of the work machine, the position of the work machine relative to the work vehicle 10, the vehicle speed and engine speed of the work vehicle 10 during operation, and the vehicle speed and engine speed of the work vehicle 10 while turning, by having the operator perform an operation to register this information on the operation terminal 20. In this embodiment, information regarding the spraying device 14 is set as work machine information.

[0089] In the field information setting process described above, the setting processing unit 211 sets information such as the location and shape of field F, the work start position S where work begins, the work end position G where work ends (see Figure 6), and the work direction by having the operator register this information on the operation terminal 20. The work direction refers to the direction in which the work vehicle 10 travels while performing spraying work with the spraying device 14 in the work area, which is the area from field F excluding non-working areas such as headlands.

[0090] Information on the location and shape of field F can be automatically acquired, for example, by having the operator manually drive the work vehicle 10 in a circle around the perimeter of field F and recording the changes in the position information of the antenna 164 during that time. Alternatively, the location and shape of field F can also be acquired based on a polygon obtained by having the operator operate the operation terminal 20 to specify multiple points on the map displayed on the terminal 20. The area identified by the acquired location and shape of field F is the area in which the work vehicle 10 can travel (travel area).

[0091] In the aforementioned work information setting process, the setting processing unit 211 is configured to be able to set the number of skips, which is the number of work paths that the work vehicle 10 skips when turning around at a headland, the width of the headland, and so on, as work information.

[0092] The route generation processing unit 212 generates a target route R, which is a route for the work vehicle 10 to travel automatically, based on the setting information. The target route R is, for example, a route from a work start position S to a work end position G (see Figure 6). The target route R shown in Figure 6 includes a linear work route R1 for spraying chemical solution onto crops V in an area where crops V are planted, and a movement route R2 for moving between crop rows Vr without performing spraying work. The work route R1 is set in the work area, and the movement route R2 is set in the non-work area (headland area).

[0093] An example of a method for generating a target path R will be explained using Figures 7A and 7B. Figure 7A schematically shows a crop row Vr. First, the operator manually drives the work vehicle 10 along the outer perimeter of the crop row Vr (see Figure 7A). While driving, the work vehicle 10 detects the endpoint E1 on one side (lower side in Figure 7A) and the endpoint E2 on the other side (upper side in Figure 7A) of each crop row Vr, and acquires the position information (coordinates) of each endpoint E1 and E2. Note that the endpoints E1 and E2 may be the locations of crops V that have already been planted, or the locations of target objects that indicate the locations of crops V to be planted. When the path generation processing unit 212 acquires the position information (coordinates) of each endpoint E1 and E2 from the work vehicle 10, it sets a line L1 (see Figure 7B) connecting the corresponding endpoints E1 and E2 as the work path of the crop row Vr, and generates a target path R that includes multiple work paths and movement paths (turning paths). The method for generating the target path R is not limited to the method described above. The route generation processing unit 212 may store the generated target route R in the storage unit 22.

[0094] The control information generation processing unit 213 generates control information F2 that controls the spraying direction (spraying pattern) of the chemical solution applied to the crop V by the spraying units 14L and 14R provided on the work vehicle 10, according to the position of either the crop V on the work path R1 in which the work vehicle 10 performs spraying work while automatically driving, or the crop V adjacent to the work path R1.

[0095] Specifically, the control information generation processing unit 213 generates control information F2 that switches the spraying pattern based on the positional relationship of the endpoints of each crop row Vr. The spraying patterns include the four-directional spraying pattern described above, a three-directional spraying pattern on the left, a three-directional spraying pattern on the right, a two-directional spraying pattern, a one-directional spraying pattern on the left, and a one-directional spraying pattern on the right.

[0096] An example of a spraying method corresponding to the control information F2 (see Figure 12) according to this embodiment will be explained using Figure 13. In the example shown in Figure 13, the crops V in field F are planted such that the line L2 connecting the endpoints P0 of each crop row Vrc to Vrh is oblique to the direction in which the crops V are arranged within the crop row Vr (the direction of the work path).

[0097] First, the work vehicle 10 moves straight along the work path, straddling the crop row Vrd, and performs spraying using a four-way spraying pattern in which each of the spraying units 14L and 14R sprays the chemical solution in both left and right directions. Next, when the work vehicle 10 reaches position P11, which corresponds to the endpoint P0 of the crop row Vre, the spraying device 14 switches the four-way spraying pattern to a left-side three-way spraying pattern in which the spraying unit 14L sprays the chemical solution in both left and right directions, and the spraying unit 14R sprays the chemical solution only in the left direction. In this embodiment, "the work vehicle 10 reaching position P" means that the positions of the spraying units 14L and 14R of the work vehicle 10 reach position P. The current position of the work vehicle 10, which is measured, indicates the center position of the work vehicle 10, so the positions of the spraying units 14L and 14R can be calculated based on the distance from the center position to the spraying units 14L and 14R.

[0098] Next, when the work vehicle 10 reaches the endpoint P0 of crop row Vrd, the spraying device 14 switches from a left-side three-way spraying pattern to a left-side one-way spraying pattern in which the spraying unit 14L sprays only to the left and the spraying unit 14R does not spray the chemical solution. After that, the work vehicle 10 moves straight ahead while performing the left-side one-way spraying pattern until it reaches position P12, which corresponds to the endpoint P0 of crop row Vrc. Upon reaching position P12, both spraying units 14L and 14R stop spraying. After that, the work vehicle 10 passes position P12 and begins to turn when it reaches the turning start position P21. Once the work vehicle 10 begins to turn, it moves along the turning path r11, the straight path r12, and the turning path r13, and from the turning end position P22, it moves straight along the straight path r14 to the endpoint P0 of crop row Vrg, which is the next work passage.

[0099] Next, when the work vehicle 10 reaches position P13 corresponding to the endpoint P0 of crop row Vrf, the spraying device 14 resumes spraying with a right-side 1-direction spraying pattern in which the spraying unit 14R sprays only to the right and the spraying unit 14L does not spray the chemical solution. Next, when the work vehicle 10 reaches the endpoint P0 of crop row Vrg, the spraying device 14 switches from the right-side 1-direction spraying pattern to a right-side 3-direction spraying pattern in which the spraying unit 14L sprays the chemical solution only to the right and the spraying unit 14R sprays the chemical solution in both left and right directions. Next, when the work vehicle 10 reaches position P14 corresponding to crop row Vrh, the spraying device 14 switches from the right-side 3-direction spraying pattern to a 4-direction spraying pattern and performs spraying. As described above, the work vehicle 10 performs spraying while switching the spraying pattern according to the position of crop V adjacent to the work path R1.

[0100] Figure 12 shows the control information F2 corresponding to the spraying operation described above. The control information F2 shown in Figure 12 indicates information that controls the spraying pattern when the work vehicle 10 performs spraying on the work path R1 of crop rows Vrd and Vrg. The control information generation processing unit 213 generates control information F2 for all crop rows Vr in field F.

[0101] The work vehicle 10 automatically travels along the target path R and performs spraying operations based on control information F2. According to this embodiment, it is possible to prevent the wasteful spraying of chemical solution in areas where crop V does not exist. Furthermore, it is possible to prevent areas where crop V exists from remaining unsprayed. Therefore, according to the spraying method of this embodiment, it is possible to improve the work efficiency of the spraying operation.

[0102] Here, the ON / OFF control timing of the spraying units 14L and 14R in the control information F2 is set according to the position of the work vehicle 10 and the positions of the spraying units 14L and 14R.

[0103] Specifically, the control information generation processing unit 213 calculates the distance between the center position of the positioned work vehicle 10 and the work start position, and calculates the control timing of the spraying units 14L and 14R from the set travel speed. In addition, since the spraying units 14L and 14R require the ON and OFF of the spray blower motor (not shown) and the opening and closing of the spray nozzle 14C, the control information generation processing unit 213 also takes these operating times into consideration when calculating the control timing of the spraying units 14L and 14R. As a result, in the control information F2, the control timing is set such that, for example, the chemical solution is sprayed on the crop V when the spraying units 14L and 14R reach the target position, or the spraying of the chemical solution is stopped.

[0104] Furthermore, the control information generation processing unit 213 generates control information F2 that controls an abnormality determination threshold (position threshold) for determining an abnormality in the deviation (position deviation) of the work vehicle 10 relative to the target path R. For example, if the work vehicle 10, while automatically driving, deviates from the target path R and the position deviation exceeds the abnormality determination threshold, the vehicle control device 11 executes the correction operation process or the driving stop process described above. The control information generation processing unit 213 registers an abnormality determination threshold corresponding to the position of the work vehicle 10 in the control information F2 (see Figure 12). In addition, the control information generation processing unit 213 registers an abnormality determination threshold for the rightward direction, which determines an abnormality when the work vehicle 10 deviates to the right relative to the target path R, and an abnormality determination threshold for the leftward direction, which determines an abnormality when the work vehicle 10 deviates to the left relative to the target path R, in the control information F2 (see Figure 12).

[0105] For example, when the work vehicle 10 travels along a work path R1 where crops V are present on both sides, that is, in a section where the work vehicle 10 performs spraying using a four-way spraying pattern, high positional accuracy is required on both the left and right sides. Therefore, the control information generation processing unit 213 sets the abnormality detection thresholds for the left and right directions to, for example, 15 cm (see Figure 12). In contrast, when the work vehicle 10 travels along a movement path R2 where crops V are not present on both the left and right sides, that is, in a section where the work vehicle 10 does not perform spraying, the possibility of contact with crops V is low, and high positional accuracy is not required. Therefore, the control information generation processing unit 213 sets the abnormality detection thresholds for the left and right directions to, for example, 1 m (see Figure 12).

[0106] For example, when the work vehicle 10 travels along a work path R1 where crop V is present on the left side but not on the right side, that is, in the section where the work vehicle 10 performs spraying using a left-side three-direction spraying pattern (the section from position P11 to P12 shown in Figure 13), high positional accuracy is required on the left side because crop row Vrc is present, but high positional accuracy is not required on the right side because crop V is not present. In this case, the control information generation processing unit 213 sets the abnormality detection threshold for the left direction to 15 cm and the abnormality detection threshold for the right direction to 1 m (upper limit of position deviation) (see Figure 12). As a result, when the work vehicle 10 shifts position to the left, for example, and the position deviation exceeds 15 cm, the vehicle control device 11 performs a correction operation or a stop operation. On the other hand, even if the work vehicle 10 shifts position to the right, for example, if the position deviation is 1 m or less, the vehicle control device 11 does not perform a correction operation or a stop operation and continues automatic driving.

[0107] Furthermore, as mentioned above, it is preferable to limit the case in which the abnormality detection threshold on one side is relaxed (set to the upper limit of position deviation) compared to the abnormality detection threshold on the other side to the case in which the work vehicle 10 moves from the work path R1 (work area) to the movement path R2 (non-work area) (exits from the work area). Specifically, in the example shown in Figure 13, the section from position P13 to P14 is a section in which crop V exists on the right side of the work vehicle 10 and crop V does not exist on the left side (a section in which the work vehicle 10 performs spraying work using a right-side 1-direction spraying pattern), so even if there is a positional shift to the left, the possibility of contact with crop V in crop row Vrh is low. For this reason, it is conceivable to set the abnormality detection threshold in the left direction to 1m (upper limit of position deviation), but the section from position P13 to P14 is a path to enter the work path R1 (crop row Vrg), and high positional accuracy is required when entering the work path R1. Therefore, in cases where the work vehicle 10 moves from the movement path R2 (non-work area) to the work path R1 (work area) (enters the work area), even if there are no crops V on one side (left or right), the abnormality detection threshold is set to a strict value (15 cm in this case). For example, as shown in Figure 12, the control information generation processing unit 213 sets the abnormality detection thresholds for both the left and right directions corresponding to position P13 to 15 cm. As a result, the work vehicle 10 automatically drives in the section from position P13 onward with the abnormality detection thresholds for both the left and right directions set to 15 cm.

[0108] In this way, the control information generation processing unit 213 sets a first threshold (15 cm in the above example) as the threshold for the deviation amount (deviation amount) corresponding to the one side of the target path R in which crop V exists on one side in the left-right direction of the work vehicle 10, and crop V does not exist on the other side, in the path information (control information F2), and sets a second threshold (1 m in the above example) which is larger than the first threshold as the threshold for the deviation amount corresponding to the other side. Furthermore, in the case of a path in which crop V exists only on one side as described above, the control information generation processing unit 213 sets the first threshold and the second threshold on the left and right sides respectively when the work vehicle 10 is exiting from the work area to the non-work area, and sets the first threshold on both the left and right sides when the work vehicle 10 is entering the work area from the non-work area.

[0109] With the above configuration, even if the work vehicle 10 is displaced (laterally shifted), if the risk of contact with crops V is low, the frequency of interruptions to automatic driving can be reduced by relaxing the abnormality detection threshold. Furthermore, when the work vehicle 10 enters the work area from a non-work area, the abnormality detection threshold is not relaxed but kept strict, which prevents contact with crops V upon entry into the work area and prevents a decrease in work accuracy.

[0110] The output processing unit 214 outputs route data to the work vehicle 10, which includes the target route R information generated by the route generation processing unit 212 and the control information F2 (see Figure 12) generated by the control information generation processing unit 213.

[0111] The output processing unit 214 may output the route data to a server (not shown). The server may store and manage multiple route data obtained from each of the multiple operating terminals 20, associating them with the operating terminals 20 and the work vehicle 10.

[0112] In addition to the above-mentioned processes, the control unit 21 performs processes to display various information on the operation display unit 23. For example, the control unit 21 displays on the operation display unit 23 a registration screen for registering work vehicle information, field information, work information, etc., an operation screen for generating a target route R, an operation screen for starting automatic driving of the work vehicle 10, and a display screen for displaying the driving status of the work vehicle 10, etc.

[0113] The control unit 21 also receives various commands from the operator. Specifically, the control unit 21 receives commands from the operator to start work on the work vehicle 10, and commands to stop the work vehicle 10 while it is automatically moving. Upon receiving each of the above commands, the control unit 21 outputs the above commands to the work vehicle 10.

[0114] When the vehicle control device 11 of the work vehicle 10 receives a work start instruction from the operation terminal 20, it starts the automatic driving and spraying operation of the work vehicle 10. Conversely, when the vehicle control device 11 receives a driving stop instruction from the operation terminal 20, it stops the automatic driving and spraying operation of the work vehicle 10.

[0115] Furthermore, the operating terminal 20 may be able to access the website (agricultural support site) of the agricultural support service provided by the server via the communication network N1. In this case, the operating terminal 20 can function as an operating terminal for the server by having a browser program executed by the control unit 21.

[0116] [Automatic driving process] Hereinafter, with reference to Figure 14, an example of the automatic driving process performed by the vehicle control device 11 of the work vehicle 10 will be described.

[0117] Furthermore, the present invention can be understood as an invention of an automated driving method that performs one or more steps included in the automated driving process. The one or more steps included in the automated driving process described herein may be omitted as appropriate. The execution order of each step in the automated driving process may differ to the extent that similar effects are produced. Moreover, although the vehicle control device 11 is used as an example in this description, an automated driving method in which one or more processors distribute and execute each step in the automated driving process can also be considered as another embodiment.

[0118] In step S1, the vehicle control device 11 determines whether or not it has received a work start instruction from the operation terminal 20. For example, when an operator presses the start button on the operation terminal 20, the operation terminal 20 outputs a work start instruction to the work vehicle 10. If the vehicle control device 11 receives a work start instruction from the operation terminal 20 (S1:Yes), the process moves to step S2. The vehicle control device 11 waits until it receives a work start instruction from the operation terminal 20 (S1:No).

[0119] In step S2, the vehicle control device 11 controls the travel device 13 to cause the work vehicle 10 to start automatic travel. For example, when the vehicle control device 11 receives a work start instruction and route data from the operation terminal 20, it causes the work vehicle 10 to start automatic travel according to the target route R included in the route data. The route data includes, for example, information on the target route R (see Figure 6) generated in the operation terminal 20, and control information F2 (see Figure 12) that sets the scattering pattern and abnormality judgment threshold. The vehicle control device 11 stores the route data received from the operation terminal 20 in the storage unit 12.

[0120] Next, in step S3, the vehicle control device 11 determines whether the work vehicle 10 has reached a predetermined position (for example, the turning end position) on the pre-spray path following the work path R1. For example, as shown in Figure 9, when the work vehicle 10 turns on the turning path r4 and enters the pre-spray straight path r5, the vehicle control device 11 determines whether the work vehicle 10 has reached the turning end position P4. If the vehicle control device 11 determines that the work vehicle 10 has reached the turning end position P4 (S3: Yes), it proceeds to step S4. If the vehicle control device 11 determines that the work vehicle 10 has not reached the turning end position P4 (S3: No), it proceeds to step S10.

[0121] In step S4, the vehicle control device 11 causes the work vehicle 10 to spin around by a predetermined angle so that it aligns with the direction of the target path R. For example, as shown in Figure 9, if the position where the work vehicle 10 completes the turn along the turning path r4 is at position P5, which is a distance ma from the turning completion position P4, the vehicle control device 11 causes the work vehicle 10 to spin around at position P5 so that it aligns with the direction of the target path r5.

[0122] Next, in step S5, the vehicle control device 11 determines whether the deviation of the work vehicle 10 is below a threshold. For example, after the work vehicle 10 spins around at position P5 (see Figure 9), the vehicle control device 11 determines whether the deviation of the work vehicle 10 with respect to the target path r5 (position deviation and orientation deviation) is below a threshold (the condition for starting automatic driving is met). If the deviation of the work vehicle 10 is below the threshold (S5: Yes), the vehicle control device 11 proceeds to step S10. On the other hand, if the vehicle control device 11 determines that the deviation of the work vehicle 10 exceeds the threshold (S5: No), the process proceeds to step S6 and executes the following correction operation.

[0123] In step S6, the vehicle control device 11 spins the work vehicle 10 so that it aligns with the direction of the target position (reverse target position) when reversing the work vehicle 10. For example, as shown in Figure 15A, the vehicle control device 11 sets a virtual target position P6 on the extension of the work path R1 and spins the work vehicle 10 at position P5 so that it aligns with the direction of the target position P6.

[0124] Here, the vehicle control device 11 acquires the amount of displacement when the work vehicle 10 spins around by a predetermined angle and moves laterally from position P5 to position P51, and stores the spin angle and the amount of displacement in the deviation information F1, relating them to each other. Here, we assume that when the work vehicle 10 spins around by an angle d1, it moves laterally from position P5 by an amount k1. In this case, as shown in Figure 16A, the vehicle control device 11 stores the amount of displacement k1 and the spin angle d1 in relation to the time t1 when the work vehicle 10 spins around at position P5. The vehicle control device 11 also calculates the ratio of the amount of displacement k1 (amount of displacement per spin angle) to the spin angle d1 (displacement rate a1) and stores it in the deviation information F1.

[0125] Next, in step S7, the vehicle control device 11 moves the work vehicle 10 in reverse. For example, as shown in Figure 15B, the vehicle control device 11 moves the work vehicle 10 in reverse toward the target position P6 (reverse target position).

[0126] Here, the vehicle control device 11 acquires the amount of displacement when the work vehicle 10 reverses from position P51 to target position P6 and then shifts laterally from target position P6 to position 52, and stores it in the deviation information F1. Here, we assume that when the work vehicle 10 reverses, it shifts laterally from target position P6 by a displacement of k2. In this case, as shown in Figure 16B, the vehicle control device 11 stores the displacement amount k2 in association with the time t2 when the reverse movement started at position P52.

[0127] Next, in step S8, the vehicle control device 11 spins the work vehicle 10 so that it aligns with the direction of the target position (forward target position) when moving the work vehicle 10 forward. For example, as shown in Figure 15C, the vehicle control device 11 sets the rotation end position P4 as the target position and spins the work vehicle 10 at position P52 so that it aligns with the direction of the rotation end position P4.

[0128] Here, the vehicle control device 11 acquires the amount of displacement when the work vehicle 10 spins around by a predetermined angle and moves laterally from position P52 to position P53, and stores the spin angle and the amount of displacement in the deviation information F1, relating them to each other. Here, we assume that when the work vehicle 10 spins around by an angle d3, it moves laterally from position P52 by an amount k3. In this case, as shown in Figure 16C, the vehicle control device 11 stores the amount of displacement k3 and the spin angle d3 in relation to the time t3 when the work vehicle 10 spins around at position P52. The vehicle control device 11 also calculates the ratio of the amount of displacement k3 (amount of displacement per spin angle) to the spin angle d3 (displacement rate a3) and stores it in the deviation information F1.

[0129] Next, in step S9, the vehicle control device 11 moves the work vehicle 10 forward. For example, as shown in Figure 15D, the vehicle control device 11 moves the work vehicle 10 forward toward the turning end position P4 (forward target position).

[0130] Here, the vehicle control device 11 acquires the amount of displacement when the work vehicle 10 moves forward from position P53 to the turning end position P4 and then moves laterally from the turning end position P4 to position 54, and stores it in the deviation information F1. Here, we assume that when the work vehicle 10 moves straight, it moves laterally by a displacement of k4 from the turning end position P4. In this case, as shown in Figure 16D, the vehicle control device 11 stores the displacement amount k4 in association with the time t4 when it started moving forward at position P53.

[0131] After step S9, the vehicle control device 11 moves the process to step S4, causing the work vehicle 10 to spin around by a predetermined angle again to align with the target path R. For example, as shown in Figure 15D, the vehicle control device 11 causes the work vehicle 10 to spin around at position P54 to align with the target path r5.

[0132] When the vehicle control device 11 spins the work vehicle 10 at position P54, if the deviation of the work vehicle 10 from the target path r5 is below a threshold (S5: Yes), the process moves to step S10. If the deviation of the work vehicle 10 still exceeds the threshold (S5: No), the process moves to step S6 and performs the correction operation again.

[0133] Specifically, the vehicle control device 11 performs a correction operation again from the state where the work vehicle 10 has spun around at position P54 and shifted to position P55 (see Figure 17A). For example, in step S6, as shown in Figure 17A, the vehicle control device 11 spins around the work vehicle 10 so that it aligns with the direction of the target position (reverse target position) when reversing the work vehicle 10.

[0134] Here, the vehicle control device 11 determines the target position X1 corresponding to the target position P6 by considering the amount of deviation in the previous correction operation during the spin turn immediately before reversing (the amount of deviation k1 from position P5 to position P51 in Figure 15A (see Figure 16A)) and the amount of deviation in the previous correction operation during reversing after the spin turn (the amount of deviation k2 when moving from position P51 to position P52 in Figure 15B (see Figure 16B)).

[0135] For example, the vehicle control device 11 calculates the amount of deviation relative to the turning angle of the work vehicle 10 using the deviation rate a1 corresponding to the spin turn immediately before reversing. For example, as shown in Figure 17A, when the turning angle is angle da when the work vehicle 10 is turned at position P55 so that its orientation is facing the target position P6, the vehicle control device 11 calculates the amount of deviation corresponding to the spin turn immediately before reversing using the deviation rate a1.

[0136] Furthermore, the vehicle control device 11 acquires the amount of deviation during reverse movement after a spin turn in the previous correction operation. Alternatively, the vehicle control device 11 may calculate the ratio of the amount of deviation (amount of deviation per unit of reverse distance) in the previous correction operation, and use the calculated ratio to calculate the amount of deviation corresponding to the distance from position P55 to target position P6.

[0137] The vehicle control device 11 determines the target position X1 to a position shifted from the target position P6, based on the calculated amount of deviation corresponding to the spin turn immediately before reversing and the amount of deviation during reversing after the spin turn in the previous correction operation.

[0138] When the vehicle control device 11 determines the target position X1, it spins the work vehicle 10 at position P55 so that it aligns with the direction of the target position X1, as shown in Figure 17A (S6). Furthermore, when the work vehicle 10 spins and moves laterally from position P55 to position P56, the vehicle control device 11 acquires the amount of displacement and updates the displacement amount k1 and the spin angle d1 in the deviation information F1.

[0139] Next, in step S7, the vehicle control device 11 moves the work vehicle 10 in reverse toward the target position X1 (reverse target position) (see Figure 17B). Also, when the vehicle control device 11 obtains the amount of deviation relative to the target position P6 when the work vehicle 10 moves in reverse from position P56 to target position X1, it updates the deviation amount k2 of the deviation information F1.

[0140] Next, in step S8, the vehicle control device 11 spins the work vehicle 10 so that it aligns with the direction of the target position (forward target position) when moving the work vehicle 10 forward, as shown in Figures 17B and 17C.

[0141] Here, the vehicle control device 11 determines the target position X2 corresponding to the target position (turning end position P4) by considering the amount of deviation in the previous correction operation during the spin turn immediately before moving forward (the amount of deviation k3 from position P52 to position P53 in Figure 15C (see Figure 16C)) and the amount of deviation in the previous correction operation during the forward movement after the spin turn (the amount of deviation k4 when moving from position P53 to position P54 in Figure 15D (see Figure 16D)).

[0142] For example, the vehicle control device 11 calculates the amount of deviation relative to the turning angle of the work vehicle 10 using the deviation rate a3 corresponding to the spin turn immediately before moving forward. For example, as shown in Figure 17C, when the turning angle is angle db when the work vehicle 10 is turned so that its orientation at the target position X1 faces the turning end position P4, the vehicle control device 11 calculates the amount of deviation corresponding to the spin turn immediately before moving forward using the deviation rate a3.

[0143] Furthermore, the vehicle control device 11 acquires the amount of deviation from the previous correction operation when moving forward after a spin turn. Alternatively, the vehicle control device 11 may calculate the ratio of the amount of deviation corresponding to the forward distance (amount of deviation per unit of forward distance) in the previous correction operation, and use the calculated ratio to calculate the amount of deviation corresponding to the distance from the target position X1 to the turn completion position P4.

[0144] The vehicle control device 11 determines the target position X2 to be a position shifted from the target position corresponding to the turning end position P4, based on the calculated amount of deviation corresponding to the spin turn immediately before moving forward and the amount of deviation during the forward movement after the spin turn in the previous correction operation.

[0145] When the vehicle control device 11 determines the target position X2, it spins the work vehicle 10 at the target position X1 so that it aligns with the direction of the target position X2, as shown in Figure 17C (S8). Furthermore, when the work vehicle 10 spins and deviates laterally from the target position X1 to position P6, the vehicle control device 11 acquires the amount of deviation and updates the deviation amount k3 and spin angle d3 in the deviation information F1.

[0146] Next, in step S9, the vehicle control device 11 moves the work vehicle 10 forward toward the target position X2 (forward target position) (see Figure 17D). Also, when the vehicle control device 11 obtains the amount of deviation relative to the turning end position P4 when the work vehicle 10 reverses from position P6 to the target position X2, it updates the deviation amount k4 in the deviation information F1.

[0147] After step S9, the vehicle control device 11 moves the process to step S4, where it spins the work vehicle 10 again by a predetermined angle to align it with the direction of the target path R. For example, as shown in Figure 17E, the vehicle control device 11 spins the work vehicle 10 at the target position X2 to align it with the direction of the target path r5. When the deviation of the work vehicle 10 from the target path r5 falls below a threshold (S5: Yes), the vehicle control device 11 moves the process to step S10.

[0148] If the deviation of the work vehicle 10 still exceeds the threshold (S5: No), the vehicle control device 11 proceeds to step S6 and performs the correction operation again using the updated deviation information F1.

[0149] In this manner, the vehicle control device 11 updates the deviation information F1 until the deviation of the work vehicle 10 falls below a threshold, and then repeatedly performs correction operations using the updated deviation information F1.

[0150] When the deviation of the work vehicle 10 falls below a threshold, in step S10, the vehicle control device 11 determines whether the work vehicle 10 has finished its work. The vehicle control device 11 determines that the work has finished if the position of the work vehicle 10 coincides with the work completion position G. If the work vehicle 10 has finished its work (S10: Yes), the automatic driving process ends. If the work vehicle 10 has not finished its work (S10: No), the vehicle control device 11 repeats the operations of steps S3 to S9 while allowing the work vehicle 10 to continue automatic driving.

[0151] In the automated driving process described above, the method for determining the target positions X1 and X2 is not limited to the method described above. Alternatively, the vehicle control device 11 may determine the target position X1 corresponding to the target position P6 by considering the amount of deviation in the previous correction operation during the spin turn immediately before reversing (the amount of deviation k1 from position P5 to position P51 in Figure 15A (see Figure 16A)), the amount of deviation in the previous correction operation during reversing after the spin turn (the amount of deviation k2 when moving from position P51 to position P52 in Figure 15B (see Figure 16B)), and the amount of deviation k3 in the previous correction operation during the spin turn after reversing (the amount of deviation k3 from position P52 to position P53 in Figure 15C (see Figure 16C)). Furthermore, the vehicle control device 11 may determine the target position X2 corresponding to the target position (turning end position P4) by considering the amount of deviation in the previous correction operation during the spin turn immediately before moving forward (the amount of deviation k3 from position P52 to position P53 in Figure 15C (see Figure 16C)), the amount of deviation in the previous correction operation when moving forward after the spin turn (the amount of deviation k4 when moving from position P53 to position P54 in Figure 15D (see Figure 16D)), and the amount of deviation k3 in the previous correction operation during the spin turn after moving backward (the amount of deviation k3 from position P52 to position P53 in Figure 15C (see Figure 16C)).

[0152] As described above, the automated driving system 1 according to this embodiment automatically drives the work vehicle 10 along a target path R in a work area (for example, a field F), and when the deviation including at least one of the position deviation and azimuth deviation of the work vehicle 10 relative to the target path R exceeds a threshold, it performs a correction operation to correct the deviation using the amount of deviation (position deviation, azimuth deviation) of the work vehicle 10 that occurred in past correction operations.

[0153] According to the above configuration, if the work vehicle 10 deviates from the target path R in terms of position or orientation, the correction operation is performed by considering the amount of deviation from past correction operations (for example, the amount of deviation when turning due to inclination), thereby allowing the work vehicle 10 to return to the target path R with fewer correction operations. This improves the work efficiency of the work performed by the work vehicle 10.

[0154] Furthermore, in the above configuration, if the automatic driving system 1 performs correction operations multiple times in a row at locations where the deviation exceeds a threshold, it may perform the current correction operation using the deviation amount corresponding to the previous correction operation. For example, the automatic driving system 1 updates the deviation information F1 (see Figures 16A to 16D) each time a correction operation is performed, and always uses the latest deviation information F1 to perform the correction operation. In this way, by performing the correction operation while considering the deviation amount from the previous (immediately preceding) correction operation, it is possible to perform a correction operation that accurately reflects the current state of the work area (field F).

[0155] Furthermore, in the above configuration, if the automatic driving system 1 has acquired a first displacement amount when the work vehicle 10 turns and a second displacement amount when the work vehicle 10 moves forward or backward in the previous correction operation, it may determine the target position based on the first and second displacement amounts in the current correction operation and move the work vehicle 10 to the target position. This makes it possible to set a target position for the correction operation in a position shifted from the original target position during the correction operation.

[0156] Furthermore, in the above configuration, the automatic driving system 1 may calculate a displacement rate, which is the amount of displacement per turning angle, based on the first displacement amount, and in the current correction operation, calculate the amount of displacement during turning based on the displacement rate to determine the target position. By using the displacement rate from the previous correction operation, it is possible to predict the amount of displacement when turning the work vehicle 10 in the current correction operation, thereby enabling the setting of an accurate target position.

[0157] [Other embodiments] The present invention is not limited to the embodiments described above. Other embodiments of the present invention are described below.

[0158] In the above-described embodiment, the vehicle control device 11 is configured to perform a correction operation when the deviation exceeds a threshold at the position where the crop row Vrb enters the work path R1 (turning end position P4), and to use the amount of deviation from the previous correction operation at that position when repeating the correction operation. That is, when the vehicle control device 11 repeats the correction operation three times in a row at the same position, the second correction operation uses the amount of deviation that occurred in the first correction operation, and the third correction operation uses the amount of deviation that occurred in the second correction operation.

[0159] In another embodiment, when the vehicle control device 11 repeats the correction operation three times consecutively at the same position, the amount of deviation generated in the first correction operation may be used in both the second and third correction operations.

[0160] In another embodiment, the vehicle control device 11 may execute the current correction operation by utilizing the amount of deviation from a correction operation at a location different from the location where the current correction operation should be performed. For example, the vehicle control device 11 may execute the correction operation corresponding to work path R1a by utilizing the amount of deviation that occurred in a correction operation at work path R1b (the path operated on immediately before) adjacent to work path R1a where the current correction operation should be performed.

[0161] Furthermore, if, for example, field F is sloped, the amount of displacement may change depending on the direction of the slope relative to the direction of travel. For example, the amount of displacement when going uphill may be different from the amount of displacement when going downhill. Therefore, the vehicle control device 11 may use the amount of displacement generated by the correction operation in a work path that was completed prior to the work path R1a on which the correction operation should be performed, and in a work path where the direction of the slope relative to the direction of travel (work direction) is the same, to perform the correction operation corresponding to work path R1a.

[0162] In another embodiment, if a correction operation was performed at the same location on a previous day, the vehicle control device 11 may use the amount of deviation that occurred during the correction operation on the previous day to perform the current correction operation. With this configuration, for example, in the first correction operation at a location where a correction operation is required during the work on the current day, the amount of deviation from the previous operation can be used.

[0163] In another embodiment, the vehicle control device 11 may detect the slope angle and topsoil condition (road surface condition) of the field F using a camera, sensors, etc., and utilize past deviation amounts corresponding to the detection results. For example, the slope angle and topsoil condition of each work path are detected before the start of work or during past work, and during automatic driving and correction operations according to the target path R, the deviation amount during turning and the deviation amount during forward and backward movement are acquired and driving history information corresponding to the detection results is stored. In the current correction operation, the vehicle control device 11 uses the previously stored driving history information. For example, the vehicle control device 11 detects the slope angle of the position where the correction operation is to be performed, acquires the deviation amount corresponding to the detected slope angle from the driving history information, and executes the correction operation using the acquired deviation amount. With this configuration, the deviation amount corresponding to the slope angle and topsoil condition can be used regardless of the location of the field F. Also, for example, even in the first correction operation, a correction operation that takes the deviation amount into consideration can be executed.

[0164] [Obstacle detection process] The specific configuration of the obstacle detection process is described below. In the automated driving system 1, the obstacle detection device 17 detects objects to be detected in the field F using detection units (lidar sensor, ultrasonic sensor) provided on the work vehicle 10. The vehicle control device 11 determines whether or not the detected object is an obstacle based on the measurement information about the detected object obtained from the obstacle detection device 17, and if it determines that the detected object is an obstacle, it executes an avoidance process (driving restriction process) to cause the work vehicle 10 to avoid the obstacle.

[0165] Specifically, the vehicle control device 11 sets up multiple obstacle detection areas Ar according to the driving mode (driving area) of the work vehicle 10.

[0166] Figures 18A to 18F show multiple obstacle detection areas Ar1 and Ar2, which are set according to the travel area of ​​the work vehicle 10. Obstacle detection area Ar1 is a stop detection area that stops the work vehicle 10, and obstacle detection area Ar2 is a deceleration detection area that slows down the work vehicle 10. Note that the number of obstacle detection areas is not limited to two, but may be three or more.

[0167] Figure 18A shows an example of the obstacle detection area Ar1 set when the work vehicle 10 enters the work area (crop row) (row entry mode). Figure 18B shows an example of the obstacle detection areas Ar1 and Ar2 set when the work vehicle 10 travels within the work area (crop row) (row in mode). Figure 18C shows an example of the obstacle detection areas Ar1 and Ar2 set when the work vehicle 10 travels at the end of a crop row (row end mode). Figure 18D shows an example of the obstacle detection area Ar1 set when the work vehicle 10 travels at a low speed in a non-work area (headland area) (headland low-speed mode). Figure 18E shows an example of the obstacle detection areas Ar1 and Ar2 set when the work vehicle 10 travels at a high speed in a non-work area (headland area) (headland high-speed mode). Figure 18F shows an example of the obstacle detection area Ar1 set when the work vehicle 10 spins or reverses (spinning / reverse mode).

[0168] Thus, the vehicle control device 11 sets a wider obstacle detection area Ar (detection range) when the vehicle speed is high, and a narrower obstacle detection area Ar when the vehicle speed is low. In addition, the vehicle control device 11 sets an obstacle detection area Ar behind the vehicle body when spinning or reversing. Furthermore, when the vehicle body straddles a crop row Vr, the vehicle control device 11 excludes the area between the left side of the vehicle body (left side 100L) and the right side of the vehicle body (right side 100R) from the detection range.

[0169] The vehicle control device 11 acquires information on the position and driving conditions (driving method, driving mode, etc.) of the work vehicle 10 based on the target route R that has been pre-generated on the operation terminal 20 for the field F. The vehicle control device 11 sets an obstacle detection area Ar from among the obstacle detection areas Ar shown in Figures 18A to 18F according to the acquired information and executes obstacle detection processing. If the vehicle control device 11 detects an obstacle in obstacle detection area Ar2, it switches the vehicle speed of the work vehicle 10 to a low speed, and if it detects an obstacle in obstacle detection area Ar1, it stops the work vehicle 10.

[0170] In this way, the vehicle control device 11 dynamically changes the obstacle detection area Ar (detection range) based on the position and driving conditions of the work vehicle 10. This prevents the detection of objects that do not obstruct the movement of the work vehicle 10 as obstacles unnecessarily, thereby preventing a decrease in work efficiency.

[0171] Furthermore, the vehicle control device 11 may perform an exclusion process in the obstacle determination process to exclude the detected object from the list of obstacles subject to driving restrictions if it meets predetermined conditions.

[0172] For example, as shown in Figure 19, if the work vehicle 10 is located in a non-working area and the obstacle detection device 17 detects object Y1 at a position that does not cross the boundary (reference line) between the non-working area and the working area, the vehicle control device 11 recognizes object Y1 as an obstacle subject to travel restriction. In this case, the vehicle control device 11 executes travel restriction processing (deceleration or stopping) at the time it detects object Y1.

[0173] In contrast, as shown in Figure 19, for example, if the work vehicle 10 is located in a non-working area and the obstacle detection device 17 detects an object Y2 at a position beyond the boundary (reference line La) between the non-working area and the working area, the vehicle control device 11 excludes the detected object Y2 from the list of obstacles subject to travel restrictions. In this case, the vehicle control device 11 does not perform travel restriction processing even if it detects an object Y2.

[0174] For example, as shown in Figure 20, if the work vehicle 10 is located in the work area and the obstacle detection device 17 detects an object Y3 at a position beyond the boundary (reference line La) between the non-work area and the work area, the vehicle control device 11 recognizes the detected object Y3 as an obstacle subject to travel restriction. In this case, the vehicle control device 11 executes travel restriction processing (deceleration or stop) at the time it detects the object Y3.

[0175] In contrast, as shown in Figure 20, for example, if the work vehicle 10 is located in the work area and the obstacle detection device 17 detects the object Y4 at a position that does not cross the boundary (reference line La) between the non-work area and the work area, the vehicle control device 11 excludes the detected object Y4 from the list of obstacles subject to travel restrictions. In this case, the vehicle control device 11 does not perform travel restriction processing even if it detects the object Y4.

[0176] Thus, the vehicle control device 11 according to this embodiment may be configured to set a detection range (obstacle determination area Ar) for detecting objects to be detected according to the driving conditions of the work vehicle 10 (driving position, driving method (turning, forward and backward, etc.), vehicle speed, etc.), and to restrict the driving of the work vehicle 10 when an object to be detected is detected in the non-work area, and not restrict the driving of the work vehicle 10 when an object to be detected is detected in the work area, in both cases.

[0177] The automated driving system 1 according to this embodiment can also be configured by appropriately combining the embodiments described above.

[0178] [Notes on the invention] The following is an overview of the invention extracted from the embodiments. Note that each configuration and processing function described below can be selected and combined as desired.

[0179] <Note 1> The process involves automatically driving a work vehicle along a target route within the work area, When the deviation including at least one of the position deviation and orientation deviation of the work vehicle relative to the target path exceeds a threshold, a correction operation to correct the deviation is performed using the amount of displacement of the work vehicle that occurred in past correction operations. An automated driving method that performs this task.

[0180] <Note 2> When the correction operation is performed multiple times consecutively at a location where the deviation exceeds the threshold, the current correction operation is performed using the amount of deviation corresponding to the previous correction operation. The automatic driving method described in Appendix 1.

[0181] <Note 3> In the previous correction operation, if a first displacement amount when the work vehicle turns and a second displacement amount when the work vehicle moves forward or backward are obtained, in the current correction operation, the target position is determined based on the first and second displacement amounts, and the work vehicle is moved to the target position. The automatic driving method described in Appendix 2.

[0182] <Note 4> Based on the first displacement, a displacement rate, which is the displacement per rotation angle, is calculated, and in the correction operation described above, the displacement during rotation is calculated based on the displacement rate, and the target position is determined. The automatic driving method described in Appendix 3.

[0183] <Note 5> When the number of times the correction operation is performed reaches a predetermined number of times, or when a predetermined time has elapsed since the start of the correction operation, the correction operation is stopped and the work vehicle is stopped. The automatic driving method described in any of the appendices 1 to 4.

[0184] <Note 6> The permission conditions for allowing the start of automatic driving according to the target path after the correction operation has been performed in the non-work area are relaxed compared to the permission conditions in the work area. The automatic driving method described in any of the appendices 1 to 5.

[0185] <Note 7> If the correction operation is to be performed within a predetermined time after the work vehicle starts automatic driving, the work vehicle will be stopped for a certain period of time and predetermined warning information will be notified. The automatic driving method described in any of the appendices 1 to 6.

[0186] <Note 8> Further, the detection of objects to be detected within the work area is performed. The detection range for detecting the object to be detected is set according to the driving conditions of the work vehicle. The movement of the work vehicle is restricted when an object to be detected is located outside the work area, and the movement of the work vehicle is not restricted when an object to be detected is located within the work area. The automatic driving method described in any of the appendices 1 to 7.

[0187] <Note 9> When the work vehicle is automatically driven while performing a predetermined task on multiple work objects arranged in a row at the aforementioned work site, For the work route information of the target route in which the work object exists on one side in the left-right direction of the work vehicle and does not exist on the other side, a first threshold is set as the threshold for the amount of deviation corresponding to the one side, and a second threshold, which is greater than the first threshold, is set as the threshold for the amount of deviation corresponding to the other side. The automatic driving method described in any of the appendices 1 to 8.

[0188] <Note 10> The automatic driving method described in any one of the appendices 1 to 9, An automated driving program to be executed by one or more processors.

[0189] <Note 11> A driving processing unit that automatically drives a work vehicle according to a target route at the work site, A correction processing unit is provided that, when a deviation including at least one of the position deviation and orientation deviation of the work vehicle relative to the target path exceeds a threshold, causes a correction operation to correct the deviation using the amount of displacement of the work vehicle that occurred in past correction operations, An automated driving system equipped with [the following features].

[0190] <Note 12> The automated driving system described in Appendix 11, A driving device controlled by the aforementioned automatic driving system, A work vehicle equipped with the following features. [Explanation of Symbols]

[0191] 1: Automated driving system 10: Work vehicles 11: Vehicle control system 12: Storage section 13: Running gear 14: Spraying device 15: Communications Department 16: Positioning device 17: Obstacle detection device 20: Operating terminal 21: Control Unit 22: Storage section 23: Operation display section 24: Communications Department 111: Driving section 112: Detection Processing Unit 113: Correction Processing Unit 211: Configuration Processing Unit 212: Route generation processing unit 213: Control Information Generation Processing Unit 214: Output Processing Unit F: Field (work area) R: Target path R1: Work Route R2: Travel Path F1: Deviation Information F2: Control information P0: End point P1: Turn start position P2: Turn end position P4: Turn completion position P6:Target position X1:Target position X2:Target position V: Crop Vr: Crop row

Claims

1. To automatically drive a work vehicle along a target route at the work site, When the deviation including at least one of the position deviation and azimuth deviation of the work vehicle relative to the target arrival position set on the target path exceeds a threshold, a correction operation to correct the deviation is performed using the amount of displacement of the work vehicle that occurred in the previous correction operation for the target arrival position. An automated driving method that performs this task.

2. When the correction operation is performed multiple times consecutively at a location where the deviation exceeds the threshold, the current correction operation is performed using the amount of deviation corresponding to the previous correction operation. The automatic driving method according to claim 1.

3. In the previous correction operation, if a first displacement amount when the work vehicle turns and a second displacement amount when the work vehicle moves forward or backward are obtained, in the current correction operation, the target position is determined based on the first and second displacement amounts, and the work vehicle is moved to the target position. The automatic driving method according to claim 2.

4. Based on the first displacement, a displacement rate, which is the displacement per rotation angle, is calculated, and in the correction operation described above, the displacement during rotation is calculated based on the displacement rate to determine the target position. The automatic driving method according to claim 3.

5. When the number of times the correction operation is performed reaches a predetermined number of times, or when a predetermined time has elapsed since the start of the correction operation, the correction operation is stopped and the work vehicle is stopped. An automated driving method according to any one of claims 1 to 4.

6. The permission conditions for allowing the start of automatic driving according to the target path after the correction operation has been performed in the non-work area are relaxed compared to the permission conditions in the work area. An automated driving method according to any one of claims 1 to 4.

7. If the correction operation is to be performed within a predetermined time after the work vehicle starts automatic driving, the work vehicle will be stopped for a certain period of time and a predetermined warning information will be notified. An automated driving method according to any one of claims 1 to 4.

8. Further, the process involves detecting the target object within the aforementioned work area. The detection range for detecting the object to be detected is set according to the driving conditions of the work vehicle. The movement of the work vehicle is restricted when an object to be detected is located outside the work area, and the movement of the work vehicle is not restricted when an object to be detected is located within the work area. An automated driving method according to any one of claims 1 to 4.

9. When the work vehicle is automatically driven while performing a predetermined task on multiple work objects arranged in a row at the aforementioned work site, For the work route information of the target route in which the work object exists on one side in the left-right direction of the work vehicle and does not exist on the other side, a first threshold is set as the threshold for the amount of displacement corresponding to the one side, and a second threshold, which is greater than the first threshold, is set as the threshold for the amount of displacement corresponding to the other side. An automated driving method according to any one of claims 1 to 4.

10. The automatic driving method according to any one of claims 1 to 4, An automated driving program to be executed by one or more processors.

11. A driving processing unit that automatically drives a work vehicle according to a target route at the work site, A correction processing unit is provided that, when a deviation including at least one of the position deviation and azimuth deviation of the work vehicle relative to the target arrival position set on the target path exceeds a threshold, performs a correction operation to correct the deviation using the amount of displacement of the work vehicle that occurred in the previous correction operation for the target arrival position, An automated driving system equipped with [the following features].

12. The automatic driving system according to claim 11, A driving device controlled by the aforementioned automatic driving system, A work vehicle equipped with the following features.

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