Work vehicle

Abstract

To provide a work vehicle on which a timing when existence of an obstacle on a target route is detected is less likely to be delayed.SOLUTION: A work vehicle A capable of automated traveling includes: a travel control unit for controlling automatic travel of a machine body 1 so that the machine body 1 travels along a target route LI; a detection device 17 for detecting existence of an obstacle positioned in a direction of travel of the machine body 1 relative to the machine body 1; and a direction control unit for automatically changing a detection direction of the detection device 17 relative to an orientation of the machine body 1 so that the detection device 17 detects whether there is an obstacle on the target route LI or not.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a work vehicle capable of autonomous driving.

Background Art

[0002] As such a work vehicle, for example, the one described in Patent Document 1 is already known. This work vehicle (referred to as a "tractor" in Patent Document 1) can perform autonomous driving along a target path (referred to as an "autonomous driving path" in Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the work vehicle described in Patent Document 1, it is conceivable to provide a detection device for detecting the presence or absence of an obstacle located in front of the vehicle body. By providing the detection device, when there is an obstacle in front of the vehicle body, for example, control such as automatically stopping in front of the obstacle becomes possible.

[0005] However, when the vehicle body is autonomously driving along a target path for turning (for example, a U-turn), the detection direction of the detection device and the direction in which the target path extends are likely to be different. As a result, among the points on the target path, points that are relatively far from the vehicle body are likely to be out of the detection range of the detection device. Thus, a situation is assumed where the timing of detecting the presence of an obstacle on the target path is delayed compared to when the vehicle body is autonomously driving along a target path for straight travel.

[0006] An object of the present invention is to provide a work vehicle in which the timing of detecting the presence of an obstacle on a target path is less likely to be delayed.

Means for Solving the Problems

[0007] The features of the present invention are an autonomous work vehicle comprising: a travel device; a travel control unit that controls the automatic travel of the vehicle so that the vehicle travels along a target path; a detection device that detects the presence or absence of obstacles located on the side of the vehicle's direction of travel relative to the vehicle; and the detection device in relation to the orientation of the vehicle so that the detection device detects the presence or absence of obstacles on the target path. This is the direction in which the detection range is located. The system comprises a direction control unit that automatically changes the detection direction, wherein the target path includes a first path element for straight travel and a second path element for turning, and the direction control unit is configured to automatically change the detection direction relative to the orientation of the aircraft when the aircraft switches from a state in which it is automatically traveling along the first path element to a state in which it is automatically traveling along the second path element, so that the detection device can detect the presence or absence of an obstacle on the second path element. The width of the detection range is greater than or equal to the width of the passage area, which is the area through which the aircraft passes during automatic driving along the target path. When the direction control unit switches from a state in which the machine is automatically traveling along the first path element to a state in which it is automatically traveling along the second path element, before the orientation of the traveling device changes, Without expanding the detection range The objective is to change the detection direction relative to the orientation of the aircraft.

[0008] In this configuration, the detection direction of the detection device is automatically changed relative to the aircraft's orientation so that the detection device can detect the presence or absence of obstacles on the target path. As a result, when the aircraft is automatically traveling along a target path for turning (e.g., for a U-turn), points on the target path that are relatively far from the aircraft are more likely to be within the detection range of the detection device. Therefore, the timing of detection of obstacles on the target path is less likely to be delayed.

[0009] In other words, this configuration makes it possible to realize a work vehicle in which the timing of detection of obstacles on the target path is less likely to be delayed.

[0010]

[0011] Furthermore, with this configuration, when the aircraft transitions from automatic driving along the first path element to automatic driving along the second path element, the timing of the change in detection direction tends to be more appropriate. As a result, it is easier to maintain an appropriate detection range by the detection device.

[0012] Furthermore, in the present invention, the control mode of the travel control unit is switchable between a first mode in which the machine automatically travels along the first path element and a second mode in which the machine automatically travels along the second path element, and the direction control unit preferably automatically changes the detection direction with respect to the orientation of the machine in response to the switch in the control mode of the travel control unit from the first mode to the second mode.

[0013] With this configuration, when the aircraft transitions from automatic driving along the first path element to automatic driving along the second path element, the timing of the change in detection direction tends to be more appropriate. As a result, it is easier to maintain an appropriate detection range by the detection device.

[0014]

[0015]

[0016] Furthermore, in the present invention, it is preferable that the direction control unit changes the detection direction relative to the orientation of the aircraft so that when the aircraft is automatically traveling along the second path element, the sharper the turning of the aircraft, the more the detection direction relative to the orientation of the aircraft faces inward during the turn.

[0017] With this configuration, the detection direction is easily adjusted appropriately according to the curvature of the second path element. Therefore, when the aircraft is automatically traveling along the second path element, points on the second path element that are relatively far from the aircraft are more likely to fall within the detection range of the detection device. As a result, the timing of detection of obstacles on the second path element is less likely to be delayed.

[0018] Furthermore, in the present invention, the detection device is an array antenna having a plurality of antenna elements, and includes a height control unit that controls the directivity of the detection device. It is preferable that the height control unit reduces the directivity of the detection device in the detection direction as the vehicle speed of the vehicle body decreases.

[0019] Even when the directivity of the detection device in the detection direction is relatively low, if the vehicle speed of the vehicle body is relatively low, it is easier to appropriately handle the case when an obstacle is detected. And according to this configuration, the lower the vehicle speed of the vehicle body, the wider the detection range of the detection device can be expanded left and right. Therefore, according to this configuration, it is possible to realize a work vehicle that can appropriately handle the case when an obstacle is detected and can expand the detection range in the left and right directions.

Brief Description of the Drawings

[0020] [Figure 1] It is a diagram showing automatic driving along a target route. [Figure 2] It is a diagram showing the change of the detection direction of the detection device with respect to the orientation of the vehicle body. [Figure 3] It is a block diagram showing the configuration of a control unit and the like. [Figure 4] It is a diagram showing the relationship between the turning radius of the vehicle body and the detection direction of the detection device. [Figure 5] It is a diagram showing the switching of the directivity of the detection device.

Embodiments for Carrying Out the Invention

[0021] Embodiments for carrying out the present invention will be described based on the drawings. In the following description, the forward direction of the vehicle body 1 of the tractor A (corresponding to the "work vehicle" according to the present invention) is defined as "front", and the opposite direction is defined as "rear". Also, the left side in the forward direction view of the vehicle body 1 is defined as "left", and the right side is defined as "right".

[0022] 〔Configuration of Tractor〕 As shown in FIG. 1, the vehicle body 1 of the tractor A includes a traveling device 10. The traveling device 10 includes left and right front wheels 11 and left and right rear wheels 12.

[0023] The running gear 10 is driven by power from a prime mover (not shown) installed in the machine body 1. The machine body 1 moves when the running gear 10 is driven. The prime mover is composed of a diesel engine, an electric motor, or the like.

[0024] Furthermore, the aircraft body 1 is equipped with a cabin 13. A cockpit is formed inside the cabin 13.

[0025] A bonnet 14 is provided at the front of the aircraft 1. The bonnet 14 is located in front of the cabin 13.

[0026] A working device 15 is mounted on the rear of the machine body 1. In this embodiment, the working device 15 is a tilling device. However, the present invention is not limited to this. The working device 15 may be any type of device, such as a fertilizer spreader or a seed planter.

[0027] The front wheels 11 function as steering wheels. By changing the steering angle of the front wheels 11, the direction of travel of the machine 1 is changed. Here, the tractor A is configured to be able to travel automatically. In automatic travel, the steering angle of the front wheels 11 can be controlled via an electric steering mechanism (not shown). In manual travel, the steering of the front wheels 11 is performed by operating a steering wheel (not shown) located in the driver's cab.

[0028] As shown in Figure 1, tractor A is equipped with a satellite positioning module 16 and a detection device 17. The satellite positioning module 16 is mounted on the upper surface of the cabin 13. Although not particularly limited, the satellite positioning module 16 may be positioned in the center of the aircraft body 1 in the left-right direction.

[0029] The detection device 17 is located at the front end of the bonnet 14. That is, the detection device 17 is located at the front end of the aircraft body 1. The detection device 17 is an array antenna having a plurality of antenna elements (not shown). Although not particularly limited, in this embodiment the detection device 17 is a phased array antenna.

[0030] When the aircraft 1 is moving forward, the detection device 17 detects the presence or absence of obstacles located in front of the aircraft 1. That is, the detection device 17 detects the presence or absence of obstacles located in the direction of travel of the aircraft 1. If the detection device 17 is located at the rear of the aircraft 1, the detection device 17 may also detect the presence or absence of obstacles located behind the aircraft 1 when the aircraft 1 is moving backward.

[0031] In other words, tractor A is equipped with a detection device 17 that detects the presence or absence of obstacles located on the side of the machine body 1 in the direction of travel. Figure 1 shows the detection range DA of the detection device 17.

[0032] Obstacles can be trees, rocks, buildings, people, birds, or animals.

[0033] While tractor A is driving automatically, the detection device 17 continues to detect the presence or absence of obstacles located on the side of the machine 1 in the direction of travel (for example, the front side).

[0034] [Configuration related to autonomous driving] As shown in Figures 1 and 2, tractor A can automatically travel along the target path LI in the field. The configuration of tractor A's automatic travel will be described below.

[0035] As shown in Figure 3, the tractor A's body 1 is equipped with a control unit 20. The control unit 20 has a vehicle position calculation unit 21. The satellite positioning module 16 receives GPS signals from artificial satellites used in the GPS (Global Positioning System). Then, as shown in Figure 3, the satellite positioning module 16 sends positioning data indicating the vehicle position of the tractor 1 to the vehicle position calculation unit 21 based on the received GPS signals.

[0036] However, the present invention is not limited thereto. The satellite positioning module 16 does not have to use GPS. For example, the satellite positioning module 16 may use a GNSS other than GPS (GLONASS, Galileo, Michibiki, BeiDou, etc.).

[0037] The vehicle position calculation unit 21 calculates the position coordinates of the aircraft 1 over time based on the positioning data output by the satellite positioning module 16. In this way, the vehicle position calculation unit 21 obtains the position coordinates of the aircraft 1.

[0038] Furthermore, the vehicle position calculation unit 21 may calculate the position coordinates of any part of the aircraft body 1. Although not particularly limited, in this embodiment, the vehicle position calculation unit 21 calculates the position coordinates of the satellite positioning module 16.

[0039] As shown in Figure 3, the control unit 20 has a route acquisition unit 22. The route acquisition unit 22 acquires a target route LI for tractor A to automatically travel in the field. Although not particularly limited, for example, the route acquisition unit 22 may acquire data showing the outlines of the central area CA (see Figure 1) and the outer area SA (see Figure 1) in the field, and generate the target route LI based on this data to acquire the target route LI.

[0040] The central area CA is the area located in the center of the field. The outer area SA is the area located on the outer perimeter of the field. The outer area SA surrounds the central area CA. The outer area SA may be, for example, the headland.

[0041] As shown in Figure 3, the control unit 20 includes a driving control unit 23. When the machine 1 is driving automatically, the driving control unit 23 controls the driving device 10 so that the machine 1 drives along the target path LI, based on the position coordinates of the machine 1 received from the self-position calculation unit 21 and information indicating the target path LI received from the path acquisition unit 22. As a result, the tractor A performs work with the work device 15 while driving automatically along the target path LI. At this time, the driving control unit 23 controls the driving of the machine 1, for example, so that the satellite positioning module 16 is located on the target path LI.

[0042] In other words, tractor A is equipped with a travel control unit 23 that controls the automatic driving of the machine body 1 so that the machine body 1 travels along a target path LI.

[0043] As shown in Figure 1, the target path LI includes a first path element LI1 for straight travel and a second path element LI2 for turning. Although not particularly limited, in this embodiment, the first path element LI1 is a straight path and the second path element LI2 is a curved path. The first path element LI1 is located in the central region CA, and the second path element LI2 is located in the outer region SA.

[0044] Figures 1 and 2 show two first path elements LI1 extending parallel to each other, and one U-shaped second path element LI2. In the example shown in Figures 1 and 2, the second path element LI2 connects the endpoint of one first path element LI1 to the endpoint of the other first path element LI1.

[0045] The control mode of the driving control unit 23 is configured to be switchable between a first mode and a second mode. The first mode is a control mode in which the machine 1 automatically drives along the first path element LI1. The second mode is a control mode in which the machine 1 automatically drives along the second path element LI2.

[0046] In other words, the control mode of the driving control unit 23 can be switched between a first mode in which the machine 1 automatically drives along the first path element LI1 and a second mode in which the machine 1 automatically drives along the second path element LI2.

[0047] When the vehicle 1 is automatically traveling along the first path element LI1, the control mode of the travel control unit 23 is the first mode. When the position coordinates of the vehicle 1 reach the end of the first path element LI1 (the beginning of the second path element LI2), the control mode of the travel control unit 23 switches from the first mode to the second mode.

[0048] When the vehicle 1 is automatically traveling along the second path element LI2, the control mode of the travel control unit 23 is the second mode. When the position coordinates of the vehicle 1 reach the end of the second path element LI2 (the beginning of the first path element LI1), the control mode of the travel control unit 23 switches from the second mode to the first mode.

[0049] Furthermore, the control unit 20 and each element included in the control unit 20, such as the vehicle position calculation unit 21, may be a physical device such as a microcomputer, or they may be a functional unit in software.

[0050] [Direction Control Unit] As shown in Figure 3, the control unit 20 has a direction control unit 24. The direction control unit 24 is configured to change the detection direction of the detection device 17 by controlling the phase of each antenna element in the detection device 17. Note that the control of the detection direction of such an array antenna (phased array antenna) is a known technique and therefore will not be explained.

[0051] However, the present invention is not limited thereto. The direction control unit 24 may be configured to change the detection direction of the detection device 17 by changing the attitude of the detection device 17 relative to the aircraft body 1.

[0052] The direction control unit 24 is configured to automatically change the detection direction of the detection device 17 relative to the orientation of the aircraft 1 so that the detection device 17 can detect the presence or absence of obstacles on the target path LI.

[0053] In other words, tractor A is equipped with a direction control unit 24 that automatically changes the detection direction of the detection device 17 relative to the orientation of the machine body 1 so that the detection device 17 detects the presence or absence of obstacles on the target path LI.

[0054] For example, in the examples shown in Figures 1 and 2, tractor A automatically travels along the first path element LI1 and reaches the end of the first path element LI1 (the beginning of the second path element LI2). After that, tractor A automatically travels along the second path element LI2. While automatically traveling along the second path element LI2, tractor A turns to the left.

[0055] In this example, as shown in Figure 3, the direction control unit 24 acquires information from the travel control unit 23 indicating the current control mode of the travel control unit 23 over time. Then, in response to the switch in the control mode of the travel control unit 23 from the first mode to the second mode, the direction control unit 24 automatically changes the detection direction of the detection device 17 relative to the orientation of the machine 1.

[0056] At this time, the detection direction before the change coincides with the orientation of the machine 1, as shown in Figure 1. That is, when the machine 1 is automatically traveling along the first path element LI1 (when the control mode of the travel control unit 23 is the first mode), the detection direction of the detection device 17 coincides with the orientation of the machine 1.

[0057] In this embodiment, the orientation of the aircraft 1 means the front of the aircraft 1, although this is not a limiting definition. However, the present invention is not limited to this, and the orientation of the aircraft 1 may be other than the front of the aircraft 1. For example, the orientation of the aircraft 1 may be the rear of the aircraft 1, or it may be to the left or right of the aircraft 1.

[0058] Furthermore, at this time, the changed detection direction is directed to the left with respect to the orientation of the machine 1, as shown in Figure 2. That is, when tractor A reaches the end of the first path element LI1 (the beginning of the second path element LI2), the detection direction of the detection device 17 with respect to the orientation of the machine 1 changes to the left. As a result, the detection direction of the detection device 17 with respect to the orientation of the machine 1 is changed so that the detection device 17 can detect the presence or absence of obstacles on the target path LI.

[0059] Unlike the example shown in Figure 2, when tractor A turns to the right during automatic driving along the second path element LI2, the detection direction of the detection device 17 relative to the orientation of the machine body 1 is changed to the right by the direction control unit 24.

[0060] Furthermore, although not particularly limited, in this embodiment, the detection direction of the detection device 17 is the direction in which the detection range DA is located when viewed from the machine body 1. Also, in Figure 2, the detection range DA before the detection direction of the detection device 17 is changed is shown by a dashed line, and the detection range DA after the detection direction of the detection device 17 is changed is shown by a solid line.

[0061] With this configuration, when the direction control unit 24 switches from a state in which the aircraft 1 is automatically traveling along the first path element LI1 to a state in which it is automatically traveling along the second path element LI2, the detection device 17 automatically changes the detection direction relative to the orientation of the aircraft 1 so that it can detect the presence or absence of obstacles on the second path element LI2.

[0062] More specifically, the direction control unit 24 of tractor A changes the detection direction of the detection device 17 for the orientation of the machine body 1 from the moment the control mode of the travel control unit 23 switches from the first mode to the second mode until the machine body 1 begins to turn.

[0063] In this embodiment, "the period until the aircraft 1 begins to turn" refers to the period until the turning motion in the direction in which the second path element LI2 extends (to the left) begins in order to turn along the second path element LI2. More specifically, "the period until the aircraft 1 begins to turn" refers to the period until the left and right front wheels 11 begin to be steered in the direction in which the second path element LI2 extends (to the left) in order to turn along the second path element LI2.

[0064] Figure 2 also shows the passage area T, which is the area that tractor A (machine 1) passes through while automatically driving along the target path LI. The width of the detection range DA is set to be greater than or equal to the width of the passage area T. Furthermore, the size of the detection range DA and the detection direction relative to the orientation of machine 1 are controlled so that the entire passage area T is included in the area that the detection range DA passes through.

[0065] Furthermore, when tractor A is automatically driving along the second path element LI2, as shown in Figure 3, the direction control unit 24 acquires information from the driving control unit 23 over time indicating the current turning radius of the machine 1. This information may be, for example, the steering angles of the left and right front wheels 11.

[0066] When tractor A is automatically driving along the second path element LI2, the direction control unit 24 controls the detection direction of the detection device 17 relative to the orientation of the machine body 1 based on this information. At this time, the direction control unit 24 changes the detection direction of the detection device 17 relative to the orientation of the machine body 1 so that the sharper the machine body 1 is turning, the more the detection direction of the detection device 17 relative to the orientation of the machine body 1 is directed inward during the turn.

[0067] For example, in the examples shown in the upper and lower parts of Figure 4, the aircraft 1 is turning while automatically traveling along the second path element LI2. In Figure 4, a first direction line P indicating the orientation of the aircraft 1 and a second direction line Q indicating the detection direction of the detection device 17 are shown.

[0068] In the example shown at the top of Figure 4, the turning radius of the aircraft 1 is the first radius R1. The detection direction of the detection device 17 is to the left at a first angle Y1, relative to the orientation of the aircraft 1.

[0069] In the example shown at the bottom of Figure 4, the turning radius of the aircraft 1 is the second radius R2. The detection direction of the detection device 17 is the direction of the second angle Y2 to the left, relative to the orientation of the aircraft 1. The second radius R2 is greater than the first radius R1. The second angle Y2 is smaller than the first angle Y1.

[0070] In other words, in the example shown in the upper part of Figure 4, the turn of the aircraft 1 is sharper compared to the example shown in the lower part of Figure 4. Also, in the example shown in the upper part of Figure 4, the detection direction of the detection device 17 relative to the orientation of the aircraft 1 is directed more significantly inward during the turn compared to the example shown in the lower part of Figure 4.

[0071] Thus, when the aircraft 1 is automatically traveling along the second path element LI2, the direction control unit 24 changes the detection direction of the detection device 17 relative to the orientation of the aircraft 1 so that the sharper the turn of the aircraft 1, the more the detection direction of the detection device 17 relative to the orientation of the aircraft 1 faces inward during the turn.

[0072] Furthermore, the direction control unit 24 may be configured to control the detection direction of the detection device 17 relative to the orientation of the aircraft 1 by determining the angle of the detection direction of the detection device 17 relative to the orientation of the aircraft 1 (for example, the first angle Y1 and the second angle Y2 in Figure 4). However, the present invention is not limited thereto. The direction control unit 24 may be configured to control the detection direction of the detection device 17 relative to the orientation of the aircraft 1 by determining, for example, the angle of the detection direction of the detection device 17 relative to the left or right of the aircraft 1.

[0073] [Elevation Control Unit] As shown in Figure 3, tractor A is equipped with a vehicle speed sensor 19. The control unit 20 also has a height control unit 25. The vehicle speed sensor 19 detects the current vehicle speed of the machine 1, for example, by detecting the drive speed of the running gear 10. The height control unit 25 obtains information indicating the current vehicle speed of the machine 1 from the vehicle speed sensor 19. Based on this information, the height control unit 25 controls the height of the directivity of the detection device 17.

[0074] In other words, tractor A is equipped with a height control unit 25 that controls the height of the directivity of the detection device 17.

[0075] More specifically, the height control unit 25 reduces the directivity of the detection device 17 in the detection direction as the vehicle speed of the vehicle 1 decreases. For example, Figure 5 shows a first detection range DA1 and a second detection range DA2. In this embodiment, the height control unit 25 can switch the detection range DA of the detection device 17 between the first detection range DA1 and the second detection range DA2. In the front-rear direction of the vehicle 1, the length of the second detection range DA2 is shorter than the length of the first detection range DA1. In the left-right direction of the vehicle 1, the length of the second detection range DA2 is longer than the length of the first detection range DA1. That is, in this embodiment, the height control unit 25 can switch the directivity of the detection device 17 in the detection direction in two stages according to the vehicle speed of the vehicle 1.

[0076] In the example shown in Figure 5, whether the detection range DA of the detection device 17 is the first detection range DA1 or the second detection range DA2, the detection direction of the detection device 17 coincides with the orientation of the aircraft 1.

[0077] When the vehicle speed of the aircraft 1 is relatively high, the height control unit 25 sets the detection range DA of the detection device 17 to the first detection range DA1. As a result, when the vehicle speed of the aircraft 1 is relatively high, the directivity of the detection device 17 in the detection direction becomes relatively high.

[0078] When the vehicle speed of the aircraft 1 is relatively low, the height control unit 25 sets the detection range DA of the detection device 17 to the second detection range DA2. As a result, when the vehicle speed of the aircraft 1 is relatively low, the directivity of the detection device 17 in the detection direction becomes relatively low.

[0079] However, the present invention is not limited thereto. The height control unit 25 may be able to switch the directivity of the detection device 17 toward the detection direction in three or more steps according to the vehicle speed of the machine 1, or it may be able to switch it steplessly.

[0080] With the configuration described above, the detection direction of the detection device 17 is automatically changed relative to the orientation of the aircraft 1 so that the detection device 17 can detect the presence or absence of obstacles on the target path LI. As a result, when the aircraft 1 is automatically traveling along a target path LI for turning (for example, for a U-turn), points on the target path LI that are relatively far from the aircraft 1 are more likely to fall within the detection range DA of the detection device 17. Therefore, the timing of detection of the presence of obstacles on the target path LI is less likely to be delayed.

[0081] In other words, with the configuration described above, it is possible to realize a tractor A in which the timing of detection of obstacles on the target path LI is less likely to be delayed.

[0082] [Other Embodiments] (1) The detection device 17 may be installed at any part of the aircraft body 1 other than the front end of the aircraft body 1.

[0083] (2) The detection device 17 does not have to be an array antenna. The detection device 17 may be, for example, a LiDAR (Light Detection And Ranging) sensor or a camera.

[0084] (3) Instead of the running device 10 in the above embodiment, left and right running parts (for example, left and right crawlers) may be provided. In this case, the above-mentioned "until the machine body 1 begins to turn" refers to the period until a difference in the driving speed (rotational speed) of the left and right running parts begins to occur for turning along the second path element LI2.

[0085] (4) The direction control unit 24 may be configured to automatically change the detection direction relative to the orientation of the aircraft 1 so that the detection device 17 detects the presence or absence of an obstacle on the second path element LI2 before or after the aircraft 1 switches from a state in which it is automatically traveling along the first path element LI1 to a state in which it is automatically traveling along the second path element LI2.

[0086] (5) The target path LI does not have to include the first path element LI1 for straight-line travel.

[0087] (6) The target path LI does not have to include a second path element LI2 for turning.

[0088] (7) The direction control unit 24 may be configured to automatically change the detection direction relative to the orientation of the machine 1 before the control mode of the travel control unit 23 switches from the first mode to the second mode.

[0089] (8) The control mode of the driving control unit 23 does not need to be switchable between the first mode and the second mode.

[0090] Furthermore, the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments, as long as no inconsistencies arise. In addition, the embodiments disclosed herein are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the object of the present invention. [Industrial applicability]

[0091] This invention can be used not only for tractors, but also for various other work vehicles such as combine harvesters, rice transplanters, and cultivators. [Explanation of symbols]

[0092] 1: Aircraft 10: Running gear 17: Detection device 23: Driving Control Unit 24: Direction Control Unit 25: Height / Low Control Unit A: Tractor (work vehicle) DA: Detection range LI: Target path LI1: First path element LI2: Second path element T: Passage area

Claims

1. An autonomous work vehicle, Traveling device and A driving control unit that controls the automatic driving of the aircraft so that the aircraft travels along a target path, A detection device for detecting the presence or absence of an obstacle located on the side of the aircraft's direction of travel, The system includes a direction control unit that automatically changes the detection direction, which is the direction in which the detection range of the detection device is located relative to the orientation of the aircraft, so that the detection device can detect the presence or absence of obstacles on the target path. The aforementioned target path includes a first path element for straight-line travel and a second path element for turning. The direction control unit is configured to automatically change the detection direction relative to the orientation of the aircraft when the aircraft switches from a state in which it is automatically traveling along the first path element to a state in which it is automatically traveling along the second path element, so that the detection device can detect the presence or absence of an obstacle on the second path element. The width of the detection range is greater than or equal to the width of the passage area, which is the area through which the machine passes while automatically traveling along the target path, and the direction control unit changes the detection direction with respect to the orientation of the machine without expanding the detection range when the machine switches from a state in which it is automatically traveling along a first path element to a state in which it is automatically traveling along a second path element, before the orientation of the travel device changes.

2. The control mode of the aforementioned driving control unit is switchable between a first mode in which the machine automatically drives along the first path element and a second mode in which the machine automatically drives along the second path element. The work vehicle according to claim 1, wherein the direction control unit automatically changes the detection direction with respect to the orientation of the machine in response to the control mode of the travel control unit switching from a first mode to a second mode.

3. The work vehicle according to claim 1, wherein the direction control unit changes the detection direction relative to the orientation of the machine so that when the machine is automatically traveling along the second path element, the sharper the turn of the machine, the more the detection direction relative to the orientation of the machine faces inward during the turn.

4. The detection device is an array antenna having multiple antenna elements. The detection device is equipped with a height control unit that controls the height of the directivity of the detection device, The work vehicle according to any one of claims 1 to 3, wherein the height control unit reduces the directivity of the detection device toward the detection direction as the vehicle speed of the machine decreases.

Images