Work vehicles

Abstract

To provide a work vehicle that displays information efficiently so that it can be visually recognized easily.SOLUTION: A work vehicle includes a control unit 302 for controlling travelling of a machine body so that it can travel along target routes R1-Ry on the basis of the position of the machine body acquired by a positioning device 203, and a travelling assist screen J having a travelling state display unit 32 for displaying positions of the set target routes R1-Ry and the position of the machine body. The travelling assist screen J includes an indicator 35 for displaying a value indicating a deviation distance of the machine body with respect to the target routes R1-Ry, and a deviation angle between a direction indicated by the target routes R1-Ry and the travelling direction of the machine body.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a work vehicle such as an agricultural tractor.

Background Art

[0002] There is known an agricultural work vehicle provided with a steering display unit that displays an assist arrow pointing in the steering direction with respect to an adjacent target path together with a progress display unit that displays the progress status of a traveling vehicle body, and the assist arrow displays a deviation state according to the distance by which the traveling vehicle body has moved away from the work target path (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above-described method of displaying the assist arrow, since the position of the arrow is moved according to the distance by which the traveling vehicle body has moved away from the steering display unit, a certain display area is required, which compresses the display area of the progress display unit and narrows the screen.

[0005] An object of the present invention is to provide a work vehicle that efficiently displays information and is easy to visually recognize.

Means for Solving the Problems

[0006] A first aspect of the present invention is The system includes a control unit (302) that controls the aircraft to travel along a target path (R1~Ry) based on the aircraft's position acquired by a positioning device (203), and a driving assist screen (J) which has a progress display unit (32) that displays the position of the set target path (R1~Ry) and the aircraft's position. The driving assist screen (J) is provided with a numerical value indicating the deviation distance between the aircraft and the target path (R1~Ry), and an indicator (35) that displays the angle of deviation between the direction indicated by the target path (R1~Ry) and the aircraft's direction of travel. The driving assist screen (J) is equipped with a horizontally oriented progress display section (32), When the machine has target straight paths (R1~Ry) arranged parallel and at equal intervals with respect to a reference straight path (T), and performs work by repeatedly performing a straight-line movement process in which the machine moves straight along the reference straight path (T) or target straight paths (R1~Ry), and a turning process in which it turns from the reference straight path (T) or target straight paths (R1~Ry) to another target straight path (R1~Ry), when the straight-line movement process is completed, the display method in the progress display unit (32) for the adjacent target straight paths (R1~Ry) is changed. Starting with the target straight paths (R1~Ry) adjacent to the reference straight path (T), the target straight paths (R1~Ry) are arranged at equal intervals and numbered in that order. a work vehicle provided with scale setting means capable of arbitrarily changing the number of displayed target straight paths within a progress display unit (32). Characterized by ​ The first invention related to the present invention is a work vehicle equipped with a control unit 302 that controls the vehicle to travel along a target path R1 to Ry based on the vehicle's position acquired by a positioning device 203, and a driving assist screen J having a progress display unit 32 that displays the position of the set target path R1 to Ry and the vehicle's position, and this driving assist screen J is equipped with a numerical value indicating the deviation distance between the vehicle and the target path R1 to Ry, and an indicator 35 that displays the angle of deviation between the direction indicated by the target path R1 to Ry and the direction of travel of the vehicle.

[0007] A second invention related to the present invention is the same as the first invention related to the present invention. In this configuration, the driving assist screen J includes a horizontally oriented progress display section 32, and displays indicators 35 side by side.

[0008] A third invention related to the present invention is the same as the first invention related to the present invention. In this configuration, the indicator 35 changes its background color when the deviation angle between the aircraft's direction of travel and the target path falls below a predetermined range.

[0009] A fourth invention related to the present invention is any one of the first to third inventions related to the present invention. In this system, there are target straight paths R1 to Ry arranged parallel and at equal intervals with respect to a reference straight path T, and when the machine performs work by repeatedly performing a straight-line process in which it moves straight along the reference straight path T or target straight paths R1 to Ry, and a turning process in which it turns from the reference straight path T or target straight paths R1 to Ry to move to another target straight path R1 to Ry, when the straight-line process is completed, the display method in the progress display unit 32 for the adjacent target straight paths R1 to Ry is changed.

[0010] A fifth invention related to the present invention is a fourth invention related to the present invention. In this case, if the system passes over a target straight-ahead path whose display method has been changed within the progress display unit 32, and then approaches an adjacent target straight-ahead path, the display method for the original target straight-ahead path is restored to its original state, and the display method for the approaching target straight-ahead path is changed. [Effects of the Invention]

[0011] According to the first aspect of the present invention, it is possible to determine which target path is being approached when crossing over a target straight path. According to the second aspect of the present invention, since the objects are numbered sequentially, even if the object is magnified and, for example, the completed target straight-line path is not visible, the driver can confirm their own driving position. First invention related to the present inventionAccording to this, since the offset distance is numerically displayed and the deviation angle with respect to the target path is displayed, information on the deviation with respect to the target path can be displayed compactly.

[0012] According to the second invention related to the present invention, the first invention related to the present invention In addition to the above effects, by arranging the progress display section and the indicator 35 side by side on the left and right on the driving assist screen J, the sense of oppression of the progress display section 32 by the operation display section 35 can be suppressed.

[0013] According to the third invention related to the present invention, the first invention related to the present invention In addition to the above effects, by changing the background color of the indicator 35, it is possible to easily confirm whether the vehicle is in a state suitable for assist driving.

[0014] According to the fourth invention related to the present invention, any one of the first to third inventions related to the present invention In addition to the above effects, by changing the display method by means of colors, line types, blinking, etc. in addition to the numbers of the priorities of the next target straight-ahead paths, it becomes easy to recognize which straight line to head for.

[0015] According to the fifth invention related to the present invention, the fourth invention related to the present invention In addition to the above effects, since it is expected that a driving method of reciprocating by skipping one target straight-line path by crossing the target straight-ahead path is adopted, by changing the target path, it becomes easy to recognize which target straight-line path to head for.

Brief Description of Drawings

[0016] [Figure 1] It is a side view of an agricultural tractor according to an embodiment of the present invention. [Figure 2] It is a block diagram of a management system of the tractor. [Figure 3] It is a schematic diagram showing the positional relationship between the management terminal of the tractor and a plurality of fields. [Figure 4] It is a schematic diagram for recording the outer peripheral path of the field of the tractor. [Figure 5] It is a diagram showing an example of the headland driving path and the reciprocating driving path of the tractor. [Figure 6] It is a schematic overview of an example of a screen during straight-ahead assist of the tractor. [Figure 7]This is a flowchart of the tractor's standard straight-line path calculation control mode. [Figure 8] This is a flowchart of the straight-line driving assist mode for the tractor. [Figure 9] This is an explanatory diagram illustrating the path creation process in the straight-line assist control mode of the tractor. [Figure 10] This is a schematic diagram of another example of the straight-line assist screen for the same tractor. [Figure 11] This is a schematic diagram of another example of the straight-line assist screen for the same tractor. [Figure 12] (A), (B), and (C) are schematic diagrams showing examples of displays on the automatic driving display unit of the tractor. [Modes for carrying out the invention]

[0017] Preferred embodiments of the present invention will be described below with reference to the drawings.

[0018] Figure 1 is a schematic side view showing the configuration of a work vehicle 100 of a work vehicle management system according to an embodiment of the present invention. The work vehicle 100 is an agricultural vehicle capable of traveling within a reciprocating adjacent work travel range 13. An engine 105 covered by a bonnet 107 is located at the front of the vehicle body, and the rotational power of this engine 105 is transmitted to the front wheels 103 and rear wheels 104 via a plurality of transmissions to enable movement. A control unit 106 is provided behind the engine 105, and a work implement 140 capable of cultivating within the reciprocating adjacent work travel range 13 is attached to the rear of the vehicle body behind the control unit 106.

[0019] The control unit 106 is equipped with a cabin that includes a steering wheel and a cockpit operated by the operator. A GNSS receiver 102 is also installed on the cabin roof 108, which is the ceiling of the cabin, and is configured to receive radio waves from the artificial satellite 170 at predetermined time intervals to measure the position of the work vehicle 100.

[0020] The rear of the work vehicle 100 is equipped with a three-point linkage mechanism 145 consisting of an upper top link 145a and lower left and right lower links 145b, to which the implement 140 is connected. The implement 140 is a tilling implement and is equipped with tilling tines 146 for tilling the soil of the field, a rotary cover 147 that covers the top of the tilling tines 146, and a rear cover 148 that is supported at the rear of the rotary cover 147 so as to be able to move up and down.

[0021] A work equipment lifting cylinder 141 is connected to the lower link 145b of the three-point linkage mechanism 145 via a lift arm 142, and the lower link 145b can be raised and lowered by extending and retracting the work equipment lifting cylinder 141.

[0022] Hereinafter, the operation of the work vehicle 100 with the work implement 140 unloaded, while tilling the soil in the adjacent work area 13, will be referred to as "work operation."

[0023] Figure 2 is a block diagram showing the configuration of a work vehicle management system 1 according to a preferred embodiment of the present invention. The work vehicle 100 includes a location information acquisition unit 301, which is a location information acquisition means that acquires the location information of the vehicle from radio waves received by the GNSS receiver 102 in Figure 1; an automatic driving ECU 302 that controls the autonomous driving of the vehicle; and a vehicle ECU 303 that controls the driving of the vehicle and the operation of the work equipment. The vehicle ECU 303 includes a communication unit 304 that communicates with a cloud C which forms a communication network, and a route calculation unit 306 that calculates a driving route from location information and terrain information.

[0024] Therefore, the work vehicle 100 is configured to transmit and store its own location information acquired by the location information acquisition unit 301 to the cloud C via the communication unit 304 at predetermined intervals, and to retrieve the information stored in the cloud C.

[0025] The remote management device 200 is a portable electronic computing device and consists of a management terminal 201 that can be operated by a management user. The management terminal 201 includes a communication device 202 that can communicate with Cloud C and a terminal control unit 204 that controls the management terminal 201. Therefore, by possessing the management terminal 201, the management user can exchange information with Cloud C via the communication device 202.

[0026] In this way, since the work vehicle 100 and the remote management device 200 are configured to communicate via the cloud C, the management user can monitor the status of the work vehicle 100 and send commands to it using the remote management device 200, thereby enabling remote management of the work vehicle 100.

[0027] Cloud C is equipped with a management server 320, which stores a topographic information database 322 containing topographic information of the field and its surroundings, and a location information database 323 containing location information of the work vehicle 100. Therefore, the management user can access the management server 320 and refer to the topographic information database 322 and the location information database 323 to understand the positional relationship between the work vehicle 100 and the field.

[0028] Figure 3 is a schematic diagram showing the positional relationship between the management terminal 201 and multiple adjacent reciprocating work areas 13 in the management area 10. The management area 10 is provided with multiple adjacent reciprocating work areas 13 (A1 to An), and each adjacent reciprocating work area 13 is configured for a vehicle 100 (V1 to Vn) to perform work. Each adjacent reciprocating work area 13 is adjacent to the management passage 12, and is configured so that the work vehicle 100 can enter and exit from the entrance / exit 11.

[0029] The management terminal 201 is equipped with field identification means to identify which work vehicle 100 is working in which round-trip adjacent work travel range 13. It accesses the management server 320 via the cloud C shown in Figure 2, and compares the location information of each round-trip adjacent work travel range 13 (A1~An) stored in the terrain information database 322 with the location information of the work vehicles 100 (V1~Vn) stored in the location information database 323. This allows the management terminal to identify the work vehicles 100 located within the range where the round-trip adjacent work travel range 13 is located, and to associate work vehicle Vx (x=1,2,···,n) with the field Ax (x=1,2,···,n) in which that work vehicle Vx is working.

[0030] Here, in the management terminal 201, the terminal control unit 204 can acquire terrain information for the management passage 12 of the management area 10 and the round-trip adjacent work travel area 13 (A1~An) from the terrain information database 322 shown in Figure 2 via the cloud C using the positioning device 203. Furthermore, it is configured to calculate the route (L1~Ln) from the current position of the management terminal 201 through the management passage 12 to the entrance / exit 11 of the round-trip adjacent work travel area 13, and to calculate the travel time T (T1~Tn) to the round-trip adjacent work travel area 13 (A1~An) at a predetermined speed from the distance of these routes (L1~Ln).

[0031] Figure 4 is a schematic diagram showing the work vehicle 100 recording its movement along the headland of field H, and Figure 5 is a schematic plan view showing the work vehicle 100 moving within field H.

[0032] As shown in Figure 4, field H, surrounded by ridges 15 and demarcated by the outer shape Pe formed by these ridges 15, consists of a round-trip adjacent work area 13 and a headland work area 14, and is configured so that a vehicle 100 can enter and exit the management passage 12 via an entrance / exit 11. The headland work area 14 is accessible to the vehicle 100, and this headland work area 14 can be tilled by working along the headland work path 22 which circles the outside of the round-trip adjacent work area 13.

[0033] The work vehicle 100 is equipped with a field shape acquisition means for acquiring topographic information indicating the shape of the field. As a prerequisite, the work vehicle 100 first travels along the headland travel path 22 while measuring its current position with the position information acquisition unit 301 in Figure 2, and the route calculation unit 306 in Figure 2 connects the position information of the traveled path to create route information as the outer headland travel path 22, and calculates the area enclosed by the traveled path in the route information of the headland travel path 22 to create topographic information of the field H (field position coordinates, area, and length and width), and records this information in the topographic information database 322 via the cloud C in a topographic information recording mode. The work vehicle 100 is configured so that when the topographic information recording mode is executed, the field shape acquisition means can acquire the route information of the headland travel path 22 based on the outer perimeter Pe shape information recorded in the topographic information database 322 and the topographic information of the round-trip adjacent work travel range 13 recorded in the topographic information database 322.

[0034] In terrain information recording mode, the route information of the headland travel route 22 created by the work vehicle 100 and the terrain information of the round-trip adjacent work travel area 13 are transmitted to the management server 320 via the cloud C. The management server 320, upon receiving the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13, records this information in the terrain information database 322. As a result, the work vehicle 100 can access the management server 320 via the cloud C and obtain the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13 at any time. For example, when the engine 105 is started, the work vehicle 100 obtains the route information of the headland travel route 22 and the terrain information of the round-trip adjacent work travel area 13 using the field shape acquisition means.

[0035] Thus, because the work vehicle 100 is equipped with a terrain information recording mode, it is not necessary to survey the adjacent round-trip work travel range 13 in advance to acquire terrain information, and the effort required to have the work vehicle 100 perform work in any adjacent round-trip work travel range 13 can be reduced.

[0036] As shown in Figure 5, when the work vehicle 100 travels within the round-trip adjacent work area 13, the route calculation unit 306 shown in Figure 2 calculates a round-trip travel route 20, which is the route for traveling within the round-trip adjacent work area 13, based on the terrain information of the round-trip adjacent work area 13 and the working width w of the work vehicle 100. In order to cultivate the round-trip adjacent work area 13 evenly, it is necessary to travel straight through the round-trip adjacent work area 13 a number of times obtained by dividing the width of the round-trip adjacent work area 13 by the working width w (7 times in Figure 5). Therefore, the round-trip travel route 20 is calculated to travel back and forth across the round-trip adjacent work area 13 by a straight-ahead route that travels straight across the round-trip adjacent work area 13 and a turning route that exits the round-trip adjacent work area 13, turns at the headland 14, and returns to the round-trip adjacent work area 13. Hereinafter, the points where the round-trip travel path 20 intersects with the edges of the round-trip adjacent work travel area 13 will be referred to as field endpoints 21a (P1~P7) and 21b (Q1~Q7).

[0037] Once the round-trip travel route 20 is calculated, the work vehicle 100 is configured to autonomously travel along the round-trip travel route 20, moving back and forth from one end to the other of the adjacent round-trip work area 13, and passing through the entire field by working.

[0038] Specifically, the work vehicle 100 enters the round-trip adjacent work area 13 from a field endpoint 21a (P1 (hereinafter, starting point P1)) located at the corner of the round-trip adjacent work area 13, proceeds straight to the field endpoint 21b (Q1) at the opposite position, exits the round-trip adjacent work area 13, makes a left turn at the headland 14, and re-enters the round-trip adjacent work area 13 from the adjacent field endpoint 21b (Q2). After that, it proceeds straight to the field endpoint 21a (P2) at the opposite position, exits the round-trip adjacent work area 13, makes a right turn at the headland 14, and re-enters the round-trip adjacent work area 13 from the adjacent field endpoint 21a (P3). The work vehicle 100 repeats this process until it reaches the field endpoint 21a (Q7), thereby cultivating the entire field evenly.

[0039] Next, I will explain the "driving assist" mode, which allows the tractor T to automatically travel along a predetermined route.

[0040] When the "Driving Assist" mode is selected from the initial screen (not shown) of the mobile terminal 201, the screen switches to the Driving Assist screen J (Figure 6). This Driving Assist screen J includes a progress display unit 32, an automatic driving display unit 33 located on one side of the display unit 32 (on the right side in the example), a reference route setting switch 34, and an indicator 35 located below the switch 34. The configuration allows the tractor image or arrow image G on the progress display unit 32 to move along the path as the machine moves. Furthermore, below the progress display unit 32 are home screen settings and a group of various setting switches 36.

[0041] Then, when the predetermined switches of the various setting switch group 36 are operated, the screen first switches to screen J1 (not shown) where either "Working Machine Width Selection" or "Driving Assist Mode Selection" is specified. If "Working Machine Width Selection" is selected, the working machine width W of the rotary tilling device 2 can be entered. If "Driving Assist Mode Selection" is selected, the screen switches to screen J2 (not shown) displaying "Straight Mode" and "Curved Mode".

[0042] When you press "Straight Line Mode," the system first creates a reference straight line path (reference straight line path calculation control mode), then sets an adjacent work target straight line path based on this reference straight line path, and provides guidance and support for the machine's deviation and direction of travel when working along the target straight line path for both the outward and return journeys of the adjacent work (straight line travel assist control mode).

[0043] Furthermore, pressing "Curve Mode" on the aforementioned screen J2 (not shown in the diagram) creates a reference target path that follows curves such as winding ridges (Curve Path Calculation Control Mode), and then sequentially creates adjacent work target paths to provide guidance and support for the machine's deviation and direction of travel when performing curved travel work (Curve Travel Assist Control Mode).

[0044] Based on the flowcharts and route diagrams in Figures 7-9, the reference straight-line route calculation control mode and the straight-line driving assist control mode for setting the initial reference route will be explained in detail. In Figure 7, the power of the mobile terminal 201 is turned ON, enabling reception of GPS information from the tractor's position information acquisition unit 301 (steps 101, 102). The "straight-line mode" is selected in advance (steps 103, 104). Then, the machine is moved into the field, and when it reaches the work start point, the "assist start" switch 34a, labeled A, is selected from the reference route setting switches 34 (step 105). This selected point is stored as the work start position ts, the implement is lowered, and the predetermined work, such as tilling, is started and the work is performed along an approximate straight line as desired (steps 106, 107). When near the end of the field, the "assist end" switch 34b, labeled B, is selected from the reference route setting switches 34 (step 108), and this is stored as the work end position te (step 109). The reference straight line path T is calculated by connecting the work start position ts and the work end position te (step 110).

[0045] Then, in Figure 7, based on the workpiece width W entered on the workpiece width setting screen displayed by a single operation of the "Settings" switch (S203), the first adjacent work start point rs1 is calculated and stored (S204), and the first adjacent work end point re1 and the first adjacent work target straight line path R1 are calculated and set in relation to the reference straight line path T (S205, S206). Subsequently, the second adjacent work target straight line path R2, ... the yth adjacent work target straight line path Ry are calculated sequentially (S207~S212) (y=1, 2..., y). These first adjacent work target straight line paths R1, second adjacent work target straight line path R2... the yth adjacent work target straight line path Ry are displayed in the progress display unit 32 of the driving assist screen J. Note that on both sides of the reference straight line path T, they are displayed in the order of y=1, y=2... as they get further away.

[0046] In Figure 7, when the driving assist mode is entered, the driving assist starts (S213). That is, when the driving assist mode is selected due to an operation of the mode setting switch (not shown in the figure), the driving assist starts, and the machine is guided to the first adjacent work start point rs1. Figure 10 shows an example of the guidance screen during machine turning. The tractor image displayed on the progress display unit 32 shows its movement along the vertical direction of the screen. Of the adjacent work target straight paths (hereinafter referred to as "target straight paths"), one target straight path to the right of the reference straight path T and three target straight paths to the left are displayed along with their direction, i.e., the angle of deviation relative to the direction of machine movement. At the current machine position, the assist display is performed for the nearest target straight path R1 to the left of the reference straight path T. That is, an example of displaying the distance from the target straight path R1 to the current machine position, with a distance of 0.12 meters to the left of the machine. The display content for the target straight path R1 on the left is also displayed on the indicator 35. This indicator 35 is circular in shape and can display a numerical value 35A indicating the distance the aircraft has deviated from the target straight-line path, and an arrow 35B indicating whether the deviation is left or right, allowing for visual determination. It can also display the angle of inclination of the target straight-line path, the angle of deviation 35C from the current direction of the aircraft. In this way, the assistive displays of indicators 35A to 35C allow the operator to easily grasp the amount of deviation the aircraft has made from the reference target straight-line path and the direction in which the steering wheel 24 should be turned. In this case, the target straight-line path that the aircraft is actually targeting (R1 in the diagram) is displayed in orange, for example, while the others are displayed in gray to improve visibility.

[0047] When the driving assist operation based on the predetermined target straight path R1 is completed (S217), the next target straight path R2 to Ry is selected by a turning operation (S218) and the operation continues (S219 to S222). Here, as shown in Figures 10 and 11, the system is configured to select the target straight path closest to the machine from among the multiple target straight paths and display various data on the indicator 35. At the same time, although multiple target straight paths are set in the progress display unit 32, the target straight path closest to the machine is labeled "1", the next "2", and the farthest target straight path is labeled "3", to show the operator during the turning operation. In other words, upon receiving the signal that the assist has ended, the control unit adds a label to the display so that the next target straight path can be easily recognized. If the operator's turning operation causes the machine to travel across one of the multiple target straight paths (Figure 11), the display on the indicator 35 for the crossed target straight path is canceled and the display on the steering display 35 switches to the next closest target straight path. This is done when the vehicle approaches the next target straight-line path at a predetermined time.

[0048] In the example above, the calculation and setting of the entire field is not limited to using a reference straight path T as the basis and setting widths of 1×W, 2×W…y×W all at once. Rather, the previous target straight path may be used as the basis each time an adjacent work target path is set (y=1), or a reference straight path may be set at appropriate intervals between adjacent work areas. If the calculation is done all at once, a work plan (required time plan, fertilizer application amount plan) for the field can be created. If the calculation is done in sections, errors can be prevented from accumulating, and the work can be performed with high accuracy.

[0049] Next, the application display configuration of the indicator 35 will be described. The indicator 35 is equipped with a color liquid crystal display function and can display the aircraft's direction of travel 35D in addition to the target straight path R1, distance value 35A, arrow display 35B, and deviation angle 35C. Furthermore, the color of the inner circular background 35E can be changed, and when the deviation angle 35C is, for example, 3 degrees or less, the background color can be changed, for example, from gray to blue, making it easier to predict whether the deviation angle is excessive or not. Note that the selection of colors is arbitrary.

[0050] Furthermore, by setting the progress display unit 32 to OFF while in assist driving mode, work can be easily continued using only the various display functions of the circular indicator 35.

[0051] The number of target straight-line paths displayed in the progress display unit 32, i.e., the scale, is provided with a scale setting means so that it can be arbitrarily changed. This has the advantage of allowing the screen to be displayed at any magnification.

[0052] Figures 12(A) to (C) show examples of displays from the automatic driving display unit 33. In each display, an arc indicating the network environment is added to the tractor illustration. Figure 12(A) shows the case where "assisted driving is unavailable" due to reasons such as the target straight-line route not being set, and a diagonal line is added to the vehicle display with a black background. Figure 12(B) shows the state where "assisted driving is available" after pre-preparation is complete, and a check mark is added to the top of the tractor with a blue background. Figure 12(C) shows "assisted driving in progress" with an orange background. In this way, the illustrations are distinguished and the background colors are also changed to facilitate visual distinction.

[0053] In the example above, we described the target straight path R1,...Ry, but the same method can be applied to curved paths. This can be applied to various data and display formats of the progress display section 32 and indicator 35 on the driving assist screen J.

[0054] As described above, according to this embodiment, a control unit 302 is provided to control the aircraft to travel along a target path, such as a target straight path or a target curved path, based on the position of the aircraft acquired by the positioning device 203. A driving assist screen J is provided which has a progress display unit 32 that displays the position of the aircraft and the position of the set target path. This driving assist screen J is provided with a numerical value indicating the deviation distance between the aircraft and the target path, and an indicator 35 that displays the deviation angle between the direction indicated by the target path and the direction of travel of the aircraft. Therefore, since the deviation distance is displayed numerically and the deviation angle relative to the target path is displayed, information on deviation from the target path can be displayed compactly.

[0055] Furthermore, the driving assist screen J is equipped with a horizontally oriented progress display section 32, and the indicators 35 are displayed side by side. Therefore, by displaying the progress display section and the indicators 35 side by side on the driving assist screen J, the feeling of the progress display section 32 being obscured by the operation display section 35 can be suppressed.

[0056] The indicator 35 is configured to change its background color when the deviation angle between the aircraft's direction of travel and the target path falls below a predetermined range. By changing the background color of the indicator 35, it is easy to confirm whether or not the aircraft is in a state suitable for assisted driving.

[0057] Furthermore, it has target straight paths arranged parallel and at equal intervals relative to a reference straight path. When the aircraft performs an operation by repeatedly going in a straight line along a reference straight line or a target straight line, and turning to move from the reference straight line or target straight line to another target straight line, the display method in the progress display unit 32 for the adjacent target straight line is changed when the straight line process is completed. By changing the display method using not only the priority number of the next target straight-line path, but also color, line type, and flashing, it becomes easier to recognize which straight line to take.

[0058] When the vehicle crosses over a target straight-line path whose display method has been changed within the progress display unit 32, and then approaches an adjacent target straight-line path, the display method for the original target straight-line path is restored, and the display method for the approached target straight-line path is changed. Since it is expected that the vehicle is using a driving method that skips one target straight-line path by crossing over a target straight-line path, changing the target path makes it easier to recognize which target straight-line path to head towards. [Explanation of symbols]

[0059] 32 Progress display section 35 Indicators 203 Positioning device 302 Automated Driving ECU (Control Unit) J Driving Assist Screen R1~Ry Target straight-line route (target route) T Reference Straight Line Path

Claims

[Claim 1] A control unit (302) that controls the aircraft to travel along a target path (R1 to Ry) based on the aircraft's position acquired by a positioning device (203), and a driving assist screen (J) having a progress display unit (32) that displays the position of the set target path (R1 to Ry) and the position of the aircraft, the driving assist screen (J) is provided with a numerical value indicating the deviation distance between the aircraft and the target path (R1 to Ry), and an indicator (35) that displays the angle of deviation between the direction indicated by the target path (R1 to Ry) and the direction of travel of the aircraft, The driving assist screen (J) is equipped with a horizontally oriented progress display unit (32), The system has target straight-line paths (R1 to Ry) arranged parallel and at equal intervals relative to a reference straight-line path (T), and when the machine performs work by repeatedly performing a straight-line process in which it moves in a straight line along the reference straight-line path (T) or target straight-line paths (R1 to Ry), and a turning process in which it turns from the reference straight-line path (T) or target straight-line paths (R1 to Ry) to another target straight-line path (R1 to Ry), when the straight-line process is completed, the display method in the progress display unit (32) for the adjacent target straight-line paths (R1 to Ry) is changed. Starting with the target straight paths (R1 to Ry) adjacent to the reference straight path (T), the target straight paths (R1 to Ry) are arranged at equal intervals and numbered in that order. A work vehicle characterized by having a scale setting means that allows the number of target straight-line routes displayed in the progress display unit (32) to be arbitrarily changed.

Images