Automatic driving control system

Abstract

To appropriately perform turning travel, and to carry out work travel easily and efficiently.SOLUTION: In a case where an end position of an outermost work travel route LL on the other side is opposite to an entrance / exit provided in farmland, a travel route generation unit 37 generates work travel routes LL such that: the work travel route LL that is one route before the outermost work travel route LL on the other side in an alignment direction is set as a non-work travel route; then the outermost work travel route LL on the other side is traveled; and then the work travel route LL set as the non-work travel route is traveled. The non-work travel route is generated to be shorter than the work travel route LL by a predetermined length.SELECTED DRAWING: Figure 14

Description

[Technical Field]

[0001] The present invention relates to an automatic travel control system for a work vehicle that automatically travels through an agricultural field along a target travel route. [Background Art]

[0002] As disclosed in Patent Document 1, a rice transplanter (work vehicle) travels back and forth over an inner region of an agricultural field along an internal reciprocating route. For efficient work travel, it is preferable that the start point and end point of the reciprocating travel are located on the same turning side of the agricultural field. Therefore, when the number of work travel routes in the internal reciprocating route is an odd number, one of the work travel routes is traveled without performing work, and the work travel is performed on the work travel route that was traveled without work after the completion of the reciprocating travel. This allows the start point and end point of the reciprocating travel to be located on the same turning side of the agricultural field. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Unexamined Patent Publication No. 2021-108621 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] In turning travel after non-work travel, if an obstacle exists on the turning route, turning travel along the turning route cannot be performed, and there have been cases where efficient work travel cannot be achieved.

[0005] An object of the present invention is to appropriately perform turning travel and enable easy and efficient work travel. [Means for Solving the Problem]

[0006] To achieve the above objective, an automatic driving control system according to one embodiment of the present invention is an automatic driving control system for a work vehicle that automatically travels along a target driving path in an outer peripheral region along the outer perimeter of a field and an inner region inside the outer peripheral region, comprising a driving path generation unit that generates a circular path which is the target driving path for traveling around the outer peripheral region, and an inner reciprocating path which is the target driving path for traveling back and forth in the inner region, wherein the inner reciprocating path has a work driving path that travels between two opposing sides of the inner region and a turning path that connects adjacent work driving paths, and the reciprocating travel is accompanied by turning travel along the turning path, and the work In the direction of the running paths, the vehicle travels sequentially along the running paths from the outermost running path on one side to the outermost running path on the other side, and when the end position of the outermost running path on the other side is on the opposite side of the entrance / exit provided in the field, the running path generation unit sets the running path immediately preceding the outermost running path on the other side in the direction of the running paths as a non-running path, and then generates a running path that travels along the non-running path after the outermost running path on the other side, and the non-running path is generated to be shorter by a predetermined length than the running paths.

[0007] When there is an odd number of work routes, the starting position of the outermost work route (the first work route) is located on one side, and the ending position of the outermost work route (the last work route) is located on the opposite side of the field, on the turning edge. To efficiently navigate the field, it is preferable that the starting position of the first work route and the ending position of the last work route be located on the same turning edge side of the field. To achieve this, the work route before the last work route is traveled without being used for work, and after the last work route is used for work, the work route that was traveled without being used is used last. In this case, if there is an obstacle on the turning route after the non-work route has been used, it will not be possible to turn properly.

[0008] With the above configuration, the work route for non-working maneuvers is shortened, and turning maneuvers are performed earlier than the original turning route, increasing the likelihood of avoiding obstacles during turning maneuvers. As a result, work maneuvers can be performed easily and efficiently throughout the entire internal area while appropriately turning.

[0009] Furthermore, the travel path generation unit may generate a reverse path that moves backward from the non-work travel path to the outermost work travel path on the other side, after the turning path that leads from the non-work travel path to the outermost work travel path on the other side.

[0010] With this configuration, after turning, the vehicle can reverse to the starting point of the final work route and complete the entire final work route. Then, after completing the work on the final work route, it can perform work on the work route that was previously non-worked, thus completing the entire non-work route. As a result, the entire internal area can be easily and efficiently worked on while performing appropriate turning maneuvers.

[0011] Furthermore, the entrance / exit is provided on the other side near the outermost end of the work travel path, and the travel path generation unit may generate a non-work travel path that is shorter than the work travel path if there is an obstacle near the entrance / exit.

[0012] An entrance / exit to the field may be provided near the end of the final work route. A ramp may be provided at the entrance / exit, and this ramp may become an obstacle that hinders movement.

[0013] According to the above configuration, it is possible to suppress the slope from hindering turning, and to easily and efficiently operate the entire interior area while performing proper turning maneuvers.

[0014] Furthermore, the circular route may be a route that, after traveling along the work route designated as the non-work route, circles the field in the outer perimeter area from the vicinity of the entrance / exit and returns to the entrance / exit.

[0015] This configuration allows for efficient operation of the circular route, enabling the machine to easily exit through the entrance and exit points.

[0016] Furthermore, the length is variable, and the device may further include an input unit for artificially setting the length.

[0017] This configuration allows the vehicle to easily avoid obstacles and perform work operations depending on their location.

[0018] Furthermore, the length may be determined according to the size of the ramp provided at the entrance.

[0019] This configuration allows the vehicle to easily avoid obstacles and perform work while adjusting to the size of the slope that acts as an obstacle.

[0020] Furthermore, the system may include a map acquisition unit that generates a field map by non-working travel along the outer perimeter of the field, and the map acquisition unit may approximate a rectangle based on the travel trajectory from the start point to the end point of the non-working travel to generate the outer shape of the field, and define the portion of the travel trajectory excluding the outer shape of the field as the slope.

[0021] This configuration allows for easy acquisition of the position, shape, and size of the slope, enabling the vehicle to avoid the slope while performing its work.

[0022] Furthermore, the automated driving can be performed either as a manned automated driving system with a driver on board the work vehicle, or as an unmanned automated driving system without a driver on board the work vehicle.

[0023] With such a configuration, in both manned automatic traveling and unmanned automatic traveling, work traveling can be performed easily and efficiently while appropriately performing turning traveling. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] [Figure 1] It is a side view illustrating the configuration of a rice transplanter. [Figure 2] It is a plan view illustrating the configuration of an information terminal. [Figure 3] It is a schematic diagram explaining an example of work traveling of a rice transplanter. [Figure 4] It is a diagram explaining an example of a configuration for generating a work area. [Figure 5] It is a diagram illustrating the configuration for generating a target travel route by selecting the number of perimeter traveling laps in Embodiment 1. [Figure 6] It is a diagram illustrating a flow for generating a target travel route by selecting the number of perimeter traveling laps in Embodiment 1. [Figure 7] It is a diagram explaining an example of a configuration for generating a turning route in Embodiment 1. [Figure 8] It is a diagram explaining an example of a configuration for generating a turning route in Embodiment 1. [Figure 9] It is a diagram illustrating a starting point guidance route in Embodiment 2. [Figure 10] It is a diagram illustrating the configuration for generating a starting point guidance route in Embodiment 2. [Figure 11] It is a diagram illustrating a flow for generating a starting point guidance route in Embodiment 2. [Figure 12] It is a diagram illustrating the configuration for displaying a starting point guidance route in Embodiment 2. [Figure 13] It is a diagram explaining an example of a configuration for shortening a work travel route in Embodiment 3. [Figure 14] It is a diagram illustrating the configuration for shortening a work travel route in Embodiment 3. [Figure 15] It is a diagram illustrating a flow for shortening a work travel route in Embodiment 3. [Modes for carrying out the invention]

[0025] In the following, the present invention will be described using a rice transplanter that automatically plants seedlings in the field floor level while driving.

[0026] Here, for the sake of ease of understanding, in this embodiment, unless otherwise specified, "front" (direction of arrow F in Figure 1) means the front in the longitudinal direction (travel direction) of the aircraft, and "rear" (direction of arrow B in Figure 1) means the rear in the longitudinal direction (travel direction) of the aircraft. Also, the left-right direction or lateral direction means the transverse direction (aircraft width direction) of the aircraft that is perpendicular to the longitudinal direction of the aircraft, "left" means the direction towards the viewer in Figure 1, and "right" means the direction towards the back of the page in Figure 1.

[0027] As shown in Figures 1 and 3, the rice transplanter is a ride-on type with a four-wheel drive system. The system 1 is equipped with a parallel four-link link mechanism 13 that is connected to the rear of the system 1 so as to be able to move up and down. The system 1 is equipped with a seedling planting device 3 that is connected to the rear end region of the link mechanism 13 so as to be able to roll, a fertilizer applicator 4 that is installed from the rear end region of the system 1 to the seedling planting device 3, and a pesticide spraying device 18 provided in the rear end region of the seedling planting device 3, etc.

[0028] The machine body 1 is equipped with wheels 12, an engine 2, and a hydraulic continuously variable transmission 9 as its main transmission mechanism. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission). The wheels 12 consist of steerable left and right front wheels 12A and non-steerable left and right rear wheels 12B. Power output from the engine 2 is transmitted to the continuously variable transmission 9 via the driving transmission mechanism, and from the continuously variable transmission 9 is transmitted to the front wheels 12A, rear wheels 12B, and work equipment (seedling planting device 3, fertilizer application device 4, pesticide spraying device 18, etc.). The engine 2 and the continuously variable transmission 9 are mounted at the front of the machine body 1.

[0029] The seedling planting device 3 is configured, for example, as an 8-row planting type. The seedling planting device 3 includes a seedling tray 21, an 8-row planting mechanism 22, etc. Note that this seedling planting device 3 can be changed to 2-row, 4-row, 6-row planting types, etc., by controlling each row clutch (not shown). The planting mechanism 22 of the seedling planting device 3 takes seedlings from the mat-shaped seedlings placed on the seedling tray 21 and plants them in the muddy soil of the paddy field. The fertilizer application device 4 supplies fertilizer to the field FL. The pesticide application device 18 sprays (supplies) pesticides to the field FL.

[0030] The machine body 1 is equipped with an operating section 14 in its rear area. The operating section 14 includes an entry / exit step 14A, which is an entry / exit area through which the operator passes when boarding the machine, various operating tools for operating the rice transplanter, an information terminal 5 (corresponding to a notification unit 39), and an operator's seat 16 for the operator (driver / worker). The information terminal 5 has a touch panel 50 and an operation switch 5a, and displays (notifies) various information to the operator and notifies (outputs) it, as well as accepting input of various information. Specifically, the information terminal 5 accepts input of various settings such as initial settings, displays various information, and provides various alarms and warnings as needed. The machine body 1 may also be equipped with a stacked light 71 or a voice alarm generator 100 as a notification unit 39 (see Figure 5) that notifies various information. Furthermore, the machine body 1 is equipped with a spare seedling storage device 17A in front of the operating section 14, which is supported by a spare seedling support frame 17 and stores spare seedlings.

[0031] The aircraft 1 is equipped with a positioning unit 8. The positioning unit 8 outputs positioning data for calculating the position and bearing of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A that receives radio waves from satellites of the Global Navigation Satellite System (GPS, GLONASS, Galileo, Michibiki, BeiDou, etc.), and an inertial measurement module 8B that detects the tilt and acceleration of the three axes of the aircraft 1. The positioning unit 8 is supported on top of the auxiliary seedling support frame 17. Based on the positioning data acquired by the positioning unit 8, the position P of the aircraft is intermittently calculated and stored. Furthermore, the aircraft 1 is equipped with, for example, a sonar sensor 60 as an example of an obstacle detection device that detects obstacles OB (see Figure 9) around the aircraft 1.

[0032] [Autonomous driving] Figures 1 to 4 illustrate the operation of a rice transplanter performing rice planting work on the field floor level (FL) using automated driving.

[0033] The rice transplanter can be operated manually or automatically. The choice between manual and automatic operation is set using an information terminal 5, etc. Automatic operation involves the rice transplanter automatically controlling its movement and work along a pre-set target route.

[0034] Furthermore, the automatic driving system can perform both manned automatic driving (manned automatic driving mode), which requires a driver to be on board, and unmanned automatic driving (unmanned automatic driving mode), which does not require a driver to be on board. In manned automatic driving, the driver performs some operations according to guidance provided by the rice transplanter, while the transplanter automatically controls other driving and work-related actions. In unmanned automatic driving, a driver is not required to be on board, although a driver may be on board during unmanned automatic driving. In unmanned automatic driving, the driver initiates the automatic driving operation using a remote control (not shown), etc., and the machine starts the work driving under automatic control, and then automatically performs the pre-set work driving under automatic control. The manned automatic driving mode and the unmanned automatic driving mode are set using an information terminal 5, etc.

[0035] When starting a work run, the operator performs initial settings by operating the information terminal 5 and various control devices. These initial settings include various settings related to the work run, such as setting the manned or unmanned automatic mode, setting the method for acquiring the field map FM (described later), and setting the supply side SL and turning side ROL.

[0036] During the initial setup, the operator manually drives the rice transplanter along the outer perimeter of the field FL without performing any work. This perimeter drive generates (acquires) a field map FM (see Figure 5) based on the machine's position P acquired over time. The field FL, corresponding to the work area WA, is divided into an outer perimeter area OA and an inner area IA. At this time, an entrance / exit E for the rice transplanter to enter the field FL is set, and one or more specified sides of the outer perimeter of the field FL are set as supply sides SL for supplying the rice transplanter with mat-type seedlings, fertilizer, chemicals, fuel, etc. Alternatively, the field map FM may be transferred (acquired) from a server or other source without performing the perimeter drive.

[0037] Once the field map FM is generated (acquired), as shown in Figure 3, the travel path on which the rice transplanter will perform its work is set as the target travel path. In the internal region IA, an internal round-trip path IPL is generated, which connects multiple paths (work travel paths LL) that are roughly parallel to one side of the field FL with a turning path RL. The work travel paths LL are paths that travel between two opposite sides (turning sides ROL) of the internal region IA. The internal round-trip path IPL is a travel path that travels throughout the entire internal region IA from the starting point S to the ending point G. Note that the turning travel connecting the work travel paths LL is not limited to travel along the turning path RL; it may also be travel where the turning path RL is not generated and the turning is performed in a predetermined manner.

[0038] When the internal round-trip path IPL is generated, a guidance start area GA is generated near the entrance / exit E. When the rice transplanter stops within this guidance start area GA, the rice transplanter can automatically move to the starting point S (starting position) of the internal round-trip path IPL (starting point guidance). Note that starting point guidance is not limited to the guidance start area GA and may be performed from any position, but it is preferable to perform it when the machine 1 is located in the outer perimeter area OA. Starting point guidance is performed by automatically moving along the starting point guidance path SGL.

[0039] In the outer perimeter area (OA), a circular route (OL) is generated, which is a travel path that circles within the outer perimeter area (OA) along the outer perimeter of the field (FL). Circular travel in the outer perimeter area (OA) is performed at least once along the outer perimeter of the field (FL), and the number of laps of the circular route (OL) is one or more. By performing work along the circular route (OL), the entire work area of ​​the outer perimeter area (OA) is completed.

[0040] Furthermore, the working area WA is not limited to the area inside the outer perimeter of the field FL, but may also be the area enclosed by a side (line segment) obtained by shifting the outer perimeter of the field FL inward. Obstacles such as ridges FR may exist around the field FL, and there is a risk that the machine 1 may come into contact with obstacles OB when driving, especially when turning. By setting the working area WA inside the outer perimeter of the field FL, the possibility of the machine 1 coming into contact with obstacles OB can be reduced.

[0041] Specifically, as shown in Figure 4, two opposing outer perimeters of the field FL adjacent to the area where turning occurs during reciprocating travel are set as turning edges ROL. The set turning edges ROL are translated inward by a predetermined distance and set as the first boundary line BL1. The area enclosed by the outer perimeter of the field FL other than the turning edges ROL and the first boundary line BL1 is set as the work area WA. Alternatively, first, the entire outer perimeter of the field FL is translated inward, and the line segment obtained by the translation of the outer perimeter of the field FL is set as the second boundary line BL2. Then, the second boundary line BL2, which has been translated from the turning edges ROL, is translated inward by a predetermined distance and set as the first boundary line BL1. The area enclosed by the second boundary line BL2, which has been translated from the outer perimeter of the field FL other than the turning edges ROL, and the first boundary line BL1 is set as the work area WA.

[0042] In this way, by moving at least the turning edge ROL inward, the space between the ridge FR and the work area WA is widened, further reducing the possibility of the machine 1 contacting the obstacle OB. Note that the movement around the outside of the field FL and the movement of the second boundary line BL2 are not limited to parallel movement, but may be moved in any way depending on the condition of the field FL, etc.

[0043] Furthermore, rice transplanters require replenishment of seedlings, chemicals, and other supplies during operation. To efficiently carry out such replenishment work, the rice transplanter may be configured to selectively perform automatic operation in a mode with replenishment and automatic operation in a mode without replenishment.

[0044] The refueling mode is a control mode in which the machine 1 is temporarily stopped at the end of the work route LL on at least one of the turning edges ROL. When the machine 1 is temporarily stopped, the operator decides whether to refuel or continue the work. The selection between the refueling mode and the non-refueling mode is made in the initial settings.

[0045] [Automatic Driving Control System] Various control mechanisms are implemented during the automated operation of the rice transplanter as described above. The following describes each embodiment of the various automated operation control mechanisms. Note that the following three embodiments may be implemented individually, or at least two of the three embodiments may be combined.

[0046] [Embodiment 1] As described above, a circular route OL is generated in the outer perimeter area OA, which involves one or more laps. The ease of turning during round-trip or circular driving differs depending on the shape and condition of the field FL. The required width of the outer perimeter area OA differs according to the ease of turning, and the width of the outer perimeter area OA is determined by the number of laps of the circular route OL. Therefore, the automatic driving control system in this embodiment is configured to allow selection of one or two laps.

[0047] The automatic driving control system in Embodiment 1, which allows selection of the number of laps, will be explained with reference to Figures 1 to 4, and with reference to Figures 5 and 6.

[0048] The automatic driving control system in Embodiment 1 includes a control unit 25. The control unit 25 is equipped with a processor such as a CPU and operates under the control of the processor. The control unit 25 is also configured to communicate with the positioning unit 8, the information terminal 5, and the storage unit 27. The storage unit 27 stores various types of information.

[0049] The control unit 25 includes a map acquisition unit 29, a turning edge setting unit 31, a boundary line setting unit 32, a work area setting unit 34, a lap count selection unit 35, and a travel path generation unit 37.

[0050] The map acquisition unit 29 acquires or generates a field map FM (step #1 in Figure 6). Specifically, the map acquisition unit 29 first acquires the position P of the machine, which is acquired over time during non-working runs along the outer perimeter of the field FL, and stores it in the storage unit 27. Based on the acquired position P of the machine, the map acquisition unit 29 generates a field map FM. Alternatively, if an available field map FM exists, the map acquisition unit 29 may directly acquire the field map FM. An available field map FM is, for example, a field map FM that was generated during field work in the previous year (past) and stored on a server or the like.

[0051] For example, when a slope SP (see Figure 13) is provided at the entrance / exit E of the field FL, and a field map FM is generated by non-working travel along the outer perimeter of the field FL, the map acquisition unit 29 first acquires the position P of the machine over time as it travels along the outer perimeter of the field FL. In this case, the machine 1 travels along the slope SP. The map acquisition unit 29 approximates a rectangle based on the travel trajectory, which is the sequence of positions P of the machine from the start point to the end point when non-working travel is performed along the outer perimeter of the field FL, and generates a field map FM that includes the outer shape of the field FL. The map acquisition unit 29 defines the portion of the travel trajectory excluding the outer shape of the field FL as the slope SP (or its outer shape).

[0052] The turning edge setting unit 31 sets the turning edge ROL for back-and-forth travel within the internal region IA from the area surrounding the field FL, as determined from the field map FM (step #2 in Figure 6). The turning edge setting unit 31 may automatically set two turning edge ROLs facing each other across the field FL based on the field map FM, or it may set the turning edge ROLs by accepting a selection operation. The selection operation is performed via an information terminal 5 or the like. The turning edge setting unit 31 stores information about the set turning edge ROLs in the storage unit 27.

[0053] The boundary setting unit 32 sets the boundary of the work area WA based on the outer perimeter of the field FL (step #3 in Figure 6). Specifically, the boundary setting unit 32 sets a first boundary line BL1, which is a straight line obtained by moving the turning edge ROL inward of the field FL by a predetermined distance, and stores it in the storage unit 27. Alternatively, as shown in Figure 4, the boundary setting unit 32 may set a second boundary line BL2, which is a straight line obtained by moving at least one of the outer perimeters of the field FL inward of the field FL by a predetermined distance, and store it in the storage unit 27, and then set the first boundary line BL1 by moving the second boundary line BL2 along the turning edge ROL inward of the field FL by a predetermined distance. The boundary setting unit 32 stores the set first boundary line BL1 in the storage unit 27.

[0054] The work area setting unit 34 sets the work area WA based on the outer perimeter of the field FL and the first boundary line BL1 (step #4 in Figure 6). Specifically, the work area setting unit 34 sets the area enclosed by the outer perimeter other than the turning edge ROL and the first boundary line BL1 as a work area WA having an outer perimeter area OA and an inner area IA. Information regarding the set work area WA can be added to the field map FM.

[0055] If the second boundary line BL2 is set, the work area setting unit 34 sets the area enclosed by the second boundary line BL2, which runs along the outer periphery other than the rotation edge ROL, and the first boundary line BL1 as the work area WA.

[0056] In this way, by moving at least the turning edge ROL inward from the field FL and generating the working area WA, it becomes possible to perform turning maneuvers while ensuring sufficient distance to the outer periphery of the field FL. As a result, the possibility of contact with obstacles OB is suppressed, improving the likelihood of performing proper turning maneuvers and enabling efficient work maneuvers in automated driving.

[0057] Furthermore, in order to suppress contact with obstacles out of bounds (OB) during turning, it is conceivable to install high-performance obstacle detection devices (sensors) such as AI cameras or LiDAR that can analyze captured images with high accuracy using AI. According to the rice transplanter (automatic driving control system) of this embodiment, the possibility of contact with obstacles out of bounds can be easily suppressed with a simple configuration without the need to install high-performance obstacle detection devices.

[0058] The lap count selection unit 35 accepts a selection operation to choose either one lap or two laps as the number of laps for the lap route OL, and stores it in the storage unit 27 (step #5 in Figure 6). The operator can perform the selection operation via the information terminal 5 as one of the initial settings.

[0059] In this way, the configuration allows for the selection of the number of laps of the circular route OL, enabling the determination of the number of laps and setting of the outer perimeter area OA according to the shape and condition of the field FL (working area WA). As a result, the system can efficiently navigate and precisely work across the entire working area WA, enabling efficient work operation during automated driving.

[0060] The travel path generation unit 37 generates a target travel path including the circular path OL and the internal round-trip path IPL and stores it in the storage unit 27 (step #6 in Figure 6). Specifically, the travel path generation unit 37 first divides the work area WA set by the work area setting unit 34 into the outer area OA and the internal area IA, according to the number of laps of the outer area OA received by the lap count selection unit 35. At this time, the travel path generation unit 37 determines the width of the outer area OA according to the number of laps and sets the outer area OA inward by the width determined from the outer periphery of the work area WA. The travel path generation unit 37 also sets the area inside the outer area OA in the work area WA as the internal area IA.

[0061] Next, the travel path generation unit 37 generates an internal reciprocating path IPL in the internal region IA and a circular path OL in the outer region OA. The internal reciprocating path IPL has multiple work travel paths LL from one end to the other in the internal region IA, and a turning path RL connecting two of the work travel paths LL. The circular path OL is a path that circles the outer region OA along the outside perimeter of the work region WA (field FL) for a selected number of laps.

[0062] [Recommended number of laps] Here, if the field FL (working area WA) is an irregularly shaped field, the end and start positions of the work travel path LL before and after turning may be offset from the direction of work travel. In such cases, turning from the end position of the work travel path LL to the start position of the next work travel path LL may become difficult, increasing the possibility of the machine body 1 coming into contact with the ridge FR, etc. Also, in irregularly shaped fields, it may become difficult to properly carry out work travel from the start position of the work travel path LL after turning, resulting in missed plantings. For this reason, in irregularly shaped fields, it is preferable to increase the width of the outer peripheral area OA which becomes the turning area, and consequently, it is preferable to increase the number of turns of the circular path OL. An irregularly shaped field is one in which the outer shape of the field FL is not rectangular, such as when the field FL is not rectangular, or when at least one of the interior angles of the field FL differs from a right angle by a predetermined angle or more.

[0063] Therefore, in the automatic driving control system of this embodiment, if the field FL (working area WA) is an irregularly shaped field, it may be recommended to configure the system to set the number of laps of the circular route OL to two.

[0064] To this end, the control unit 25 may further include a notification control unit 38. The notification control unit 38 controls the notification unit 39 provided by the machine 1 to make a predetermined notification. Specifically, if the field FL (working area WA) is an irregularly shaped field, the rotation count selection unit 35 controls the notification control unit 38 to make the notification unit 39 make a notification recommending that 2 rotations be selected as the number of rotations because it is an irregularly shaped field.

[0065] The notification unit 39 can be an information terminal 5, which displays a comment on the touch panel 50 recommending that the user select 2 laps as the number of laps. Alternatively, the notification unit 39 may be a stacked lamp 71, a voice alarm generator 100, a headlight, etc. For example, the voice alarm generator 100 may generate a voice message recommending that the user select 2 laps as the number of laps.

[0066] Thus, when the field FL (working area WA) is an irregularly shaped field, a notification is issued recommending that the number of laps of the circular route OL be set to two. This allows the operator to recognize that the field FL (working area WA) is an irregularly shaped field and that the number of laps needs to be set to two. Furthermore, by selecting two laps as the number of laps, the width of the outer peripheral area OA, which is the turning area, becomes larger, making it possible to perform turning and working runs more efficiently.

[0067] [Travel trajectory] As shown in Figures 1 and 7, during turning, the movement trajectories of the left and right corners of the front end of the spare seedling storage device 17A, or the movement trajectories of the left and right corners of the rear end of the seedling tray 21, pass on the outermost side. If these movement trajectories overlap with the ridge FR of the field FL in the turning path RL, the likelihood of the machine 1 coming into contact with the ridge FR increases.

[0068] Therefore, the travel path generation unit 37 generates an internal reciprocating path IPL, particularly a turning path RL, such that at least one of the movement trajectories of the left and right corners at the front end of the spare seedling storage device 17A and the movement trajectories of the left and right corners at the rear end of the seedling tray 21 does not overlap with the ridge FR of the field FL. This suppresses contact between the spare seedling storage device 17A and the seedling tray 21 and the ridge FR during automatic travel, and also suppresses contact between the machine body 1 and the ridge FR. The travel path generation unit 37 may also generate a circular path OL such that the movement trajectories of the left and right corners at the front end of the spare seedling storage device 17A and the movement trajectories of the left and right corners at the rear end of the seedling tray 21 do not overlap with the ridge FR of the field FL in a plan view. Furthermore, if a sensor (sonar sensor 60) or the like is provided protruding forward from the machine body 1, at least one of the target travel paths of the turning path RL, the work travel path LL, and the circular path OL may be generated so that the movement trajectory of the sensor does not overlap with the ridge FR. In other words, if a sensor is provided on the outermost part of the machine body 1, at least one of the target travel paths of the turning path RL, the work travel path LL, and the circular path OL may be generated so that the movement trajectory of the sensor located at the outermost end (outermost part) of the machine body 1 does not overlap with the ridge FR. The sensor detects obstacles OB so that the machine body 1 (spare seedling storage device 17A, seedling stand 21, sensor, etc.) does not come into contact with obstacles OB such as ridges FR during automatic travel. Furthermore, the generation of target travel paths based on such trajectories is performed when at least one lap is selected as the number of laps for the circular path OL. Furthermore, if the number of laps is set to one, and a sufficient turning area cannot be secured in the outer peripheral area OA, a turning path RL may be generated in which the vehicle reverses from the end of the work travel path LL and then performs a turning maneuver.

[0069] [Height of the ridge] As shown in Figures 1 and 8, the lower end of the machine body 1 in front of the front wheel 12A becomes the boarding / alighting step 14A. The height H of the ridge FR may be lower than the height h of the boarding / alighting step 14A from the field FL. In that case, it is preferable to generate a target travel path so that the front wheel 12A does not extend beyond the field FL (working area WA).

[0070] In other words, the travel path generation unit 37 may generate a target travel path such that the front wheels 12A do not extend outside the outer peripheral area OA. In particular, if the field FL (work area WA) is an irregularly shaped field, the unit may provide notification recommending that the number of laps of the circular route OL be set to two, or, instead of providing notification recommending that the number of laps of the circular route OL be set to two, it may generate a target travel path of at least one of the turning route RL, the work travel path LL, and the circular route OL such that the front wheels 12A do not extend outside the outer peripheral area OA.

[0071] With the above configuration, it is possible to accurately suppress contact between the aircraft 1 and the ridge FR.

[0072] Here, even if the height H of the ridge FR is lower than the height h of the boarding / alighting step 14A, if the machine body 1 tilts near the ridge FR, the height h of the boarding / alighting step 14A may decrease. In such cases, it is preferable to generate a target travel path of at least one of the turning path RL, the work travel path LL, and the circular path OL such that the movement trajectories of the left and right corners of the front end of the spare seedling storage device 17A and the movement trajectories of the left and right corners of the rear end of the seedling tray 21 do not overlap with the ridge FR of the field FL in a plan view.

[0073] Furthermore, the height H of the ridge FR may be obtained by the sensor when the rice transplanter is driving around the field FL in non-working mode, provided that the transplanter is equipped with a sensor capable of detecting the height of an object such as a LiDAR. Alternatively, the height H of the ridge FR may be obtained from a server or the like, based on height H acquired during past work runs.

[0074] [Embodiment 2] As described above, the external shape of the field FL is acquired by non-working travel along the outer perimeter of the field FL, and after the target travel path is generated, when the reciprocal travel in the internal region IA is started, a starting point guidance path SGL is generated from the current position of the machine 1, such as the end position of the non-working travel performed to acquire the external shape of the field FL, toward the starting point S (starting position) of the internal reciprocal path IPL. It is preferable that the starting point guidance path SGL is generated in a straight line, but if obstacles OB or the outer perimeter of the field FL (field edge) exist on this straight line, it is not possible to perform starting point guidance along the starting point guidance path SGL.

[0075] Therefore, in the second embodiment, if an obstacle OB or the area outside the field FL (hereinafter simply referred to as obstacle OB) exists on the generated starting point guidance path SGL, the automatic driving control system regenerates the starting point guidance path SGL by creating a line segment connecting the position of the machine 1, which is located on the starting point S side of the obstacle OB, to the starting point S.

[0076] The automatic driving control system that generates the starting point guidance path SGL in Embodiment 2 will be described below with reference to Figures 1 to 4 and with reference to Figures 9 to 11.

[0077] The automatic driving control system in Embodiment 2 includes a control unit 41. The control unit 41 is equipped with a processor such as a CPU and operates under the control of the processor. The control unit 41 is also configured to communicate with the positioning unit 8, the information terminal 5, and the storage unit 42. The storage unit 42 stores various types of information.

[0078] The control unit 41 includes a map acquisition unit 29, a travel path generation unit 37, a starting point guidance path generation unit 44, and an automatic driving control unit 45. The configurations of the map acquisition unit 29 and the travel path generation unit 37 are the same as those in Embodiment 1, and their description is omitted. However, the travel path generation unit 37 can generate a target travel path for an arbitrarily set work area WA, and the number of laps for the outer perimeter area OA may be a selected number of laps or a preset number of laps. The automatic driving control unit 45 controls automatic driving along the target travel path, including the starting point guidance path SGL.

[0079] After the target travel path is generated by the travel path generation unit 37, the starting point guidance path generation unit 44 generates a starting point guidance path SGL that linearly connects the current position of the aircraft 1 and the starting point S (starting position) of the internal round-trip path IPL (Step #1 in Figure 11).

[0080] When the starting point guidance path generation unit 44 generates the starting point guidance path SGL, it determines whether or not an obstacle OB exists on the starting point guidance path SGL (step #2 in Figure 11).

[0081] If an obstacle OB exists on the starting point guidance path SGL, a starting point guidance path SGL may be generated that avoids the obstacle OB and leads to the starting point S of the internal round-trip path IPL. However, this would require meandering left and right to avoid the obstacle OB, potentially damaging the field FL. Therefore, automatic driving along the starting point guidance path SGL may not be appropriate, and it is more appropriate to avoid the obstacle OB by manual driving.

[0082] Therefore, if an obstacle OB exists on the starting point guidance path SGL (Step #2 Yes in Figure 11), the operator avoids the obstacle OB by manually driving (Step #3 in Figure 11). In this case, it is preferable that the notification control unit 38, described later, provides notification to encourage the operator to avoid the obstacle OB by manually driving. By avoiding the obstacle OB, the machine 1 will be positioned on the starting point S side of the obstacle OB.

[0083] When the vehicle attempts to avoid the obstacle OB, the starting point guidance path generation unit 44 regenerates the starting point guidance path SGL as a line segment connecting the position of the vehicle 1, which is located on the side of the obstacle OB towards the starting point S after avoiding the obstacle OB, to the starting point S (step #4 in Figure 11).

[0084] In this way, by regenerating the line segment connecting the position of the aircraft 1, which is located on the starting point S side of the obstacle OB, to the starting point S, as the starting point guidance path SGL, the starting point guidance path SGL can be generated in a straight line, enabling efficient starting point guidance by automated driving.

[0085] When the starting point guidance path SGL is generated or regenerated, the automatic driving control unit 45 determines whether the length LSG of the starting point guidance path SGL is less than or equal to a predetermined length (step #5 in Figure 11).

[0086] If the length LSG of the starting point guidance path SGL is less than or equal to a predetermined length (Step #5 Yes in Figure 11), the automatic driving control unit 45 stops automatic driving along the starting point guidance path SGL (starting point guidance).

[0087] If the starting point guidance path SGL is short, its usefulness as a starting point guidance path may be greatly diminished, and it may be more efficient to move to the starting point S by manual driving than to perform starting point guidance by automatic driving. When the length LSG of the starting point guidance path SGL is less than or equal to a predetermined length, the automatic driving control unit 45 stops starting point guidance, allowing the vehicle to efficiently move to the starting point S by manual driving.

[0088] If the length LSG of the starting point guidance path SGL is longer than a predetermined length (step #5 No. in Figure 11), and if there are no obstacles OB on the starting point guidance path SGL (step #2 No. in Figure 11), the automatic driving control unit 45 controls starting point guidance by automatic driving toward the starting point S (starting position) of the internal round-trip path IPL (step #6 in Figure 11).

[0089] [Selection of number of laps] Furthermore, in the case where the number of laps of the circular route OL can be arbitrarily selected by a human, as in Embodiment 1, if the length LSG of the starting point guidance route SGL is less than or equal to a predetermined length (Step #5 Yes in Figure 11), the automatic driving control unit 45 may issue a notification recommending that 2 laps be selected as the number of laps.

[0090] In this case, the control unit 41 is equipped with a notification control unit 38 similar to that in Embodiment 1, and the automatic driving control unit 45 causes the notification unit 39 to provide notification via the notification control unit 38.

[0091] By setting the number of laps of the circular path OL to two, the starting point S of the internal round-trip path IPL moves to the inside of the field FL, and there is a possibility that there will be no obstacle OB on the initially generated starting point guidance path SGL. In that case, the starting point guidance path generation unit 44 can easily generate a straight starting point guidance path SGL that is not affected by obstacle OB.

[0092] [Show route] The rice transplanter may also display a detour route that bypasses obstacles OB from the current position of the machine body 1 and reaches the starting point S of the internal round-trip path IPL. The detour route is generated by the starting point guidance path generation unit 44.

[0093] In this case, the control unit 41 includes a display control unit 47, which displays the detour route generated by the starting point guidance route generation unit 44 on the display unit 48. The display unit 48 may be the touch panel 50 of the information terminal 5, or it may be provided separately in the driver unit 14, etc.

[0094] By displaying the detour route in this way, operators can easily perform manual driving to bypass obstacles (OB).

[0095] Furthermore, the display unit 48 may be controlled by the display control unit 47 to display the starting point guidance path SGL generated by the starting point guidance path generation unit 44 in a manner that can be distinguished from the circumferential path OL of the outer peripheral region OA generated by the travel path generation unit 37. For example, as shown in Figure 12, an information terminal 5 (touch panel 50), which is an example of the display unit 48, can display the circumferential path OL and the starting point guidance path SGL in different display modes. The display modes can be distinguished by display color and line type. In particular, when the starting point guidance path SGL is generated overlapping with the circumferential path OL, the display mode of a part of the circumferential path OL can be changed to display the starting point guidance path SGL.

[0096] In this way, by displaying the starting point guidance path SGL in a manner that can be distinguished from the circular path OL, the operator can easily confirm the travel path of the aircraft 1 during automatic driving.

[0097] [Embodiment 3] As described above, in the internal region IA, as shown in Figure 13, the vehicle travels back and forth along the internal reciprocating path IPL, which consists of a work travel path LL and a turning path RL, from the starting point S to the ending point G. The reciprocating travel proceeds sequentially along the work travel paths LL, starting from the outermost work travel path LL on one side (the first work travel path LLS) in the direction of the arrangement of the work travel paths LL having the starting point S, and moving toward the outermost work travel path LL on the other side (the last work travel path LLE). At this time, in order to then travel in a circular path and exit from the field FL through the entrance / exit E, it is preferable that the starting point S and the ending point G are located on the same turning edge ROL side, preferably on the turning edge ROL side where the entrance / exit E is provided.

[0098] However, if the number of work travel paths LL in the internal round-trip path IPL is odd, the starting point S and ending point G will be separated into opposite turning edges ROL on the other side of the field FL. In other words, if the end position of the outermost work travel path LLE is on the opposite side of the entrance / exit E of the field FL, the end position of work travel path LLE will be on the opposite side of the work area WA from the ending point G.

[0099] Therefore, if the number of work travel paths LL is odd, the round trip is performed sequentially from the first work travel path LLS toward the other side, the work travel path LLN immediately preceding the last work travel path LLE is traveled without work, the last work travel path LLE is traveled with a turn in between, and then the machine returns to the preceding work travel path LLN to perform work. As a result, the end point G of the internal round trip path IPL is set in the preceding work travel path LLN, and the start point S and the end point G can be positioned on the same turn edge ROL side.

[0100] Here, a slope SP may be provided at the entrance / exit E of the field FL, and this slope SP corresponds to an obstacle OB, which may obstruct the movement of the machine 1. In addition, the entrance / exit E (slope SP) may be located near the corner of the field FL, near the end of the last work travel path LLE. In this case, the turning path RLN from the preceding work travel path LLN to the last work travel path LLE may interfere with the slope SP.

[0101] Thus, considering the possibility that turning on the turning path RLN may not be performed properly due to the slope SP, the automatic driving control system of Embodiment 3 changes the end of the preceding work driving path LLN to the inside of the field FL, shortens the length of the preceding work driving path LLN by a predetermined length (shortened length LS), and moves the turning path RLN to the inside of the field FL. The preceding work driving path LLN is a path that travels from the outer perimeter facing the outer perimeter of the field FL where the entrance / exit E is provided toward the outer perimeter of the field FL where the entrance / exit E is provided.

[0102] By moving the turning path RLN to the inside of the field FL, the turning path RLN moves away from the slope SP, increasing the likelihood of proper turning along the turning path RLN. This suppresses the inability to properly perform turning after non-working along the preceding work path LLN, allowing for a proper transition to the final work path LLE. Then, by performing work along the preceding work path LLN after working along the final work path LLE, the end point G and start point S of the internal round-trip path IPL can be positioned on the same turning edge ROL side. As a result, efficient circular travel can be performed after round-trip travel, enabling efficient automated travel.

[0103] The following describes the automatic driving control system for shortening the path length of the preceding work travel path LLN in Embodiment 3, referring to Figures 1 to 4 and using Figures 13 to 15.

[0104] The automatic driving control system in Embodiment 3 includes a control unit 51. The control unit 51 is equipped with a processor such as a CPU and operates under the control of the processor. The control unit 51 is also configured to communicate with the positioning unit 8, the information terminal 5, and the storage unit 52. The storage unit 52 stores various types of information.

[0105] The control unit 51 includes a map acquisition unit 29, a travel path generation unit 37, and an automatic travel control unit 45. The configurations of the map acquisition unit 29, the travel path generation unit 37, and the automatic travel control unit 45 are the same as those in Embodiment 1 and Embodiment 2, and will not be described. However, the travel path generation unit 37 can generate a target travel path for an arbitrarily set work area WA, and the number of laps for the outer perimeter area OA may be a selected number of laps, or a preset number of laps.

[0106] First, based on the field map FM generated or acquired by the map acquisition unit 29, the travel path generation unit 37 generates a target travel path including the internal round-trip path IPL (Step #1 in Figure 15).

[0107] Next, the travel path generation unit 37 determines whether the number of work travel paths LL in the internal round-trip path IPL is odd (step #2 in Figure 15).

[0108] If there are an odd number of work travel paths LL (Step #2 Yes in Figure 15), the travel path generation unit 37 shortens the length of the preceding work travel path LLN by a predetermined shortening length LS, and moves the end portion (turn start position) of the work travel path LLN to the inside of the field FL (Step #3 in Figure 15). The travel path generation unit 37 also sets the preceding work travel path LLN, before turning toward the last work travel path LLE, as a non-work travel path (empty run), and after performing work travel along the last work travel path LLE, sets a turning path RLB that returns to the preceding work travel path LLN and a path that performs work travel along the preceding work travel path LLN to the end point G.

[0109] If the previous work travel path LLN is shortened, the travel path generation unit 37 further generates a reverse path LB that moves from the end position of the turn path RLN to the start position of the last work travel path LLE, after the turn path RLN from the shortened previous work travel path LLN to the last work travel path LLE.

[0110] Then, the automatic driving control unit 45 controls the automatic driving along the internal round-trip path IPL (step #2 No. in Figure 15) when there are an even number of work travel paths LL, and along the internal round-trip path IPL which is shortened from the previous work travel path LLN (step #4 in Figure 15).

[0111] The automatic driving control unit 45 controls automatic driving along the internal round-trip path IPL, and then controls automatic driving along the circular path OL. For example, the circular path OL is a path that, after performing work on the previous work driving path LLN, moves to the vicinity of the entrance / exit E, and then circles around the outer perimeter of the field FL within the outer perimeter area OA to return to the entrance / exit E.

[0112] In this way, the vehicle does not travel along the preceding work travel path LLN to its end (free-running), but instead turns from a shortened length LS, thereby avoiding contact with the slope SP and enabling proper turning. Furthermore, after turning, the vehicle reverses from the end position of the turning path RLN to the start position of the final work travel path LLE, allowing the vehicle to work along the entire final work travel path LLE. Finally, by performing work along the preceding work travel path LLN, which was free-running, the entire internal area IA is efficiently worked on, and the end point G and start point S of the internal reciprocating path IPL can be positioned on the same turning edge ROL side. As a result, efficient circular travel can be performed after the reciprocating travel, enabling efficient automated travel.

[0113] Furthermore, shortening the preceding work travel path LLN and generating the reverse path LB may be performed when an entrance / exit E is provided near the end of the last work travel path LLE and a slope SP (obstacle OB) is located near the entrance / exit E. However, it may also be performed in any other condition, such as when an obstacle OB other than slope SP is located near the turning path RL from the preceding work travel path LLN to the last work travel path LLE.

[0114] Furthermore, the shortened length LS may be a predetermined length (for example, 2m), or it may be variable. If the shortened length LS is variable, it may be configured to be manually set. In this case, the control unit 51 may be configured to include an input unit 54 that can manually input (set) the shortened length LS. The input unit 54 may be an information terminal 5.

[0115] [Another embodiment] (1) In Embodiment 1, the number of laps is not limited to being selectable from one or two laps, but may be configured to allow selection of any number of laps (one or more laps). In other words, the lap selection unit 35 may be configured to allow selection of any number of laps.

[0116] This allows the outer perimeter area (OA) and the circular route (OL) to be set more appropriately, enabling more efficient automated driving.

[0117] (2) When the number of laps decreases, it may not be possible to secure a sufficient area for turning during round trips. Therefore, in order to turn properly, the turning start position of the work travel path LL may have to be located before the outer edge of the internal area IA. In that case, during round trips, it may not be possible to perform work on the outer edge of the internal area IA, leaving an unworked area.

[0118] To avoid leaving any unworked areas, additional work may be performed in the terminal area of ​​the work route LL. Furthermore, to efficiently perform such work, the machine 1 may temporarily stop in the terminal area of ​​the work route LL when automatic travel is being performed in non-refueling mode.

[0119] Therefore, in Embodiment 1 and Another Embodiment (1), the automatic driving control system (rice transplanter) includes a stop selection unit and a driving selection unit. The stop selection unit receives a selection operation to select whether or not to temporarily stop the machine body 1 at a predetermined position in the terminal region of the work driving path LL on at least one side of the turning edge ROL. The driving selection unit receives an operation to select whether or not to continue straight driving as an additional work run or to continue reciprocating driving when the machine body 1 is temporarily stopped. The automatic driving control unit 45 controls the automatic driving, including the temporary stop and the additional work run. The additional work run may be performed by manual driving.

[0120] In this way, by temporarily stopping the machine 1 in at least one of the work completion areas of the turning edge ROL in the work travel path LL, and performing additional work travel, work can be performed throughout the entire internal area IA without leaving any unworked areas. Furthermore, if it is not possible to perform a proper turning travel from the position where the additional work travel was performed, the machine 1 may be reversed once before performing the turning travel. This ensures that no unworked areas are left in the internal area IA and that proper turning travel can be performed.

[0121] The position where the machine 1 is temporarily stopped may be set at any position in the terminal region of the work travel path LL, but for example, the temporary stop may be performed at the work end point of the work travel path LL or at the boundary line between the internal region IA and the outer region OA.

[0122] (3) In Embodiment 2, the automatic driving control unit 45 does not need to determine whether the length of the starting point guidance path SGL is less than or equal to a predetermined length.

[0123] (4) In embodiments 1 to 3, the autonomous driving may be performed as unmanned autonomous driving or as manned autonomous driving.

[0124] (5) In each embodiment, including other embodiments, the turning travel may be configured to be performed by selecting either a high-precision turning mode or a high-speed turning mode. The high-precision turning mode is a mode that controls travel along the turning path RL with high precision. The high-speed turning mode is a mode that turns at a higher speed than the high-precision turning mode, even at the expense of the precision of travel along the turning path RL.

[0125] If the field FL is a wet paddy field, the machine 1 needs to travel at high speed to traverse the wet paddy field. By performing turning maneuvers using the high-speed turning mode, the ability to traverse wet paddy fields during turns can be improved.

[0126] For example, the automatic driving control unit 45 normally controls turning in high-precision turning mode, and only controls turning in high-speed turning mode when the turning mode switching operation unit is operated. When the turning mode switching operation unit is operated, the automatic driving control unit 45 increases the output of the engine 2 and controls turning in high-speed turning mode.

[0127] Furthermore, the automatic driving control unit 45 can perform a turn retry if the machine 1 deviates from the target driving path by a predetermined amount during turning. The turn retry may be configured to be performed in both high-precision turning mode and high-speed turning mode, or it may be configured to be performed only when high-precision turning mode is being executed.

[0128] (6) In each embodiment, including other embodiments, the control units 25, 41, and 51 are not limited to being composed of the functional blocks described above, but may be composed of any functional blocks. For example, each functional block of the control units 25, 41, and 51 may be further subdivided, or conversely, some or all of each functional block may be combined. Also, the functions of the control units 25, 41, and 51 are not limited to the functional blocks described above, but may be realized by any functional block executing a method. Also, some or all of the functions of the control units 25, 41, and 51 may be composed of software. The software program is stored in any storage device such as the memory units 27, 42, and 52, and is executed by a processor such as the CPU of the control units 25, 41, and 51, or by a separately provided processor. [Industrial applicability]

[0129] This invention is not limited to rice transplanters, but can be applied to the automatic driving of various work vehicles that automatically travel around work areas, including combine harvesters and tractors. [Explanation of Symbols]

[0130] 37. Route generation unit 54 Input section E Entrance / Exit FL field IA internal area IPL Internal Round Trip Path LB Reverse path LL work route LLE Final Operation Route LLN (Last work route before LLN) LLS Initial Operation Route LS shortened length OA outer area Out of bounds (OB) OL Loop Route RL turning path RLB turning path RLN turning path SP Slope

Claims

1. An automatic driving control system for a work vehicle that automatically travels along a target driving path in an outer perimeter region along the outer edge of a field and an inner region inside the outer perimeter region, The system includes a driving path generation unit that generates a circular driving path, which is the target driving path for driving around the outer peripheral region, and an internal reciprocating driving path, which is the target driving path for driving back and forth within the inner region. The internal reciprocating path has a work travel path that travels between two opposing sides of the internal region and a turning path that connects adjacent work travel paths, and the reciprocating travel is performed sequentially along the work travel paths in the direction in which the work travel paths are aligned, from the outermost work travel path on one side to the outermost work travel path on the other side, with the turning travel along the turning path in between. Automatic driving control system in which, when the end position of the outermost work travel path on the other side is on the opposite side of the entrance / exit provided in the field, the travel path generation unit sets the work travel path one step before the outermost work travel path in the direction of the other side as a non-work travel path, and then generates a work travel path that travels along the work travel path designated as a non-work travel path after the outermost work travel path on the other side, and the non-work travel path is generated to be shorter by a predetermined length than the work travel path.

2. The automatic driving control system according to claim 1, wherein the driving path generation unit generates a reverse path that moves backward from the non-work driving path to the outermost work driving path on the other side, after the turning path that moves backward to the starting position of the outermost work driving path on the other side.

3. The automatic driving control system according to claim 1, wherein the entrance / exit is provided on the other side near the outermost end of the work travel path, and the travel path generation unit generates a non-work travel path that is shorter than the work travel path when there is an obstacle near the entrance / exit.

4. The automatic driving control system according to claim 2, wherein the circular route is a route that, after traveling along the work route designated as the non-work route, circles the field in the outer perimeter area from the vicinity of the entrance / exit and returns to the entrance / exit.

5. The aforementioned length is variable, The automatic driving control system according to claim 1, further comprising an input unit for artificially setting the aforementioned length.

6. The automatic driving control system according to claim 1, wherein the length is determined according to the size of the ramp provided at the entrance.

7. The system includes a map acquisition unit that generates a field map by non-working driving along the outer perimeter of the field, The automatic driving control system according to claim 6, wherein the map acquisition unit approximates a rectangle based on the driving trajectory from the start point to the end point of the non-working driving to generate the outer shape of the field, and defines the portion of the driving trajectory excluding the outer shape of the field as the slope.

8. The automatic driving control system according to any one of claims 1 to 7, wherein the automatic driving can be performed by either a manned automatic driving with a driver on board the work vehicle or an unmanned automatic driving without a driver on board the work vehicle.

Images