WO2020111102A1 - Système de commande de déplacement automatique, programme de commande de déplacement automatique, support d'enregistrement sur lequel est enregistré un programme de commande de déplacement automatique, procédé de commande de déplacement automatique, dispositif de commande, programme de commande, support d'enregistrement sur lequel est enregistré un programme de commande, et procédé de commande - Google Patents

Système de commande de déplacement automatique, programme de commande de déplacement automatique, support d'enregistrement sur lequel est enregistré un programme de commande de déplacement automatique, procédé de commande de déplacement automatique, dispositif de commande, programme de commande, support d'enregistrement sur lequel est enregistré un programme de commande, et procédé de commande Download PDF

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Publication number
WO2020111102A1
WO2020111102A1 PCT/JP2019/046320 JP2019046320W WO2020111102A1 WO 2020111102 A1 WO2020111102 A1 WO 2020111102A1 JP 2019046320 W JP2019046320 W JP 2019046320W WO 2020111102 A1 WO2020111102 A1 WO 2020111102A1
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WIPO (PCT)
Prior art keywords
work vehicle
traveling
vehicle
target
control
Prior art date
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PCT/JP2019/046320
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English (en)
Japanese (ja)
Inventor
中林隆志
佐野友彦
吉田脩
川畑翔太郎
安東寛通
丸尾賢
Original Assignee
株式会社クボタ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from JP2018223783A external-priority patent/JP7213670B2/ja
Priority claimed from JP2018225679A external-priority patent/JP7206099B2/ja
Application filed by 株式会社クボタ filed Critical 株式会社クボタ
Priority to CN201980074222.9A priority Critical patent/CN113039501A/zh
Priority to KR1020217013339A priority patent/KR20210093240A/ko
Publication of WO2020111102A1 publication Critical patent/WO2020111102A1/fr

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    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
    • A01B69/007—Steering or guiding of agricultural vehicles, e.g. steering of the tractor to keep the plough in the furrow
    • A01B69/008—Steering or guiding of agricultural vehicles, e.g. steering of the tractor to keep the plough in the furrow automatic
    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions

Definitions

  • the present invention relates to an automatic traveling control system that controls automatic traveling of a work vehicle.
  • the present invention also relates to a control device for a work vehicle that automatically travels along a target travel route.
  • Patent Document 1 describes an invention of a work vehicle (“combin” in Patent Document 1) capable of automatic traveling.
  • the operator manually operates the combine at the beginning of the harvesting work, and carries out the mowing traveling so as to go around the outer peripheral portion in the field.
  • the direction in which the work vehicle should travel is recorded. Then, by the automatic traveling based on the recorded azimuth, the mowing traveling in the uncut area in the field is performed.
  • Patent Document 2 discloses an agricultural work vehicle that automatically travels along a preset target travel route.
  • the steering mechanism is controlled so that the vehicle position calculated using GPS is directed to the target point set on the target travel route.
  • the distance from the front part of the vehicle body to the target point is set to be smaller as the length of the perpendicular line (lateral deviation) drawn from the front part of the vehicle body to the target travel route is larger.
  • the target steering value is calculated based on the lateral deviation with respect to the target traveling route and the bearing deviation with respect to the target traveling route. Then, a steering drive signal is output based on this target steering value. Specifically, the target steering value is calculated from the first steering value and the second steering value. The first steering value is calculated based on the lateral deviation. The second steering value is calculated based on a value obtained by adjusting the calculated value derived based on the heading deviation with a weighting coefficient. The larger the lateral deviation, the smaller this weighting factor.
  • Patent Document 1 does not describe the calculation of the turning output of the work vehicle in detail.
  • the turning output is an output value for determining the control amount of the traveling device for turning the work vehicle.
  • the control amount of the traveling device is determined based on the turning output.
  • the turning output is calculated based on the lateral deviation that is the distance between the target travel route and the work vehicle so that the work vehicle automatically travels along the target travel route. It is conceivable to provide a traveling control unit that controls traveling of the work vehicle by doing so. With this configuration, the turning output is calculated based on the lateral deviation.
  • the appropriate turning output differs depending on the condition of the work vehicle. That is, in a configuration in which the correspondence between the lateral deviation and the turning output is constant regardless of the state of the work vehicle, it is assumed that the turning output does not have an appropriate value.
  • An object of the present invention is to provide an automatic driving control system capable of calculating a turning output according to the state of a work vehicle.
  • a feature of the present invention is that a route calculation unit that calculates a target travel route that passes through an unworked area and a route between the target travel route and the work vehicle are provided so that the work vehicle automatically travels along the target travel route.
  • a travel control unit that controls travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance; and a detection unit that detects a state of the work vehicle, the travel control unit including: When the work vehicle enters the unworked area from the already-worked area, the correspondence between the lateral deviation and the turning output is determined based on the state detected by the detection unit.
  • the correspondence between the lateral deviation and the turning output is determined based on the state of the work vehicle. Therefore, it is possible to realize an automatic travel control system capable of calculating the turning output according to the state of the work vehicle.
  • the detection unit detects the lateral deviation
  • the traveling control unit determines that the lateral deviation is a first threshold value when the work vehicle enters the unworked area from the already worked area.
  • the correspondence relationship between the lateral deviation and the turning output is determined to be the first correspondence relationship
  • the traveling control unit when the work vehicle enters the unworked area from the already worked area,
  • the correspondence between the lateral deviation and the turning output is determined to be a second correspondence, and the turning output in the first correspondence is in the second correspondence. It is preferable that it is smaller than the turning output.
  • the traveling control unit controls the work vehicle when the lateral deviation exceeds a second threshold value when the work vehicle enters the unworked area from the already-worked area while turning. It is preferable that the vehicle be moved backward and then forward again to perform retry travel, which is an attempt to enter the unworked area.
  • the travel control unit determines a correspondence relationship between the lateral deviation and the turning output to be a third correspondence relationship when the retry travel is performed, and the turning control in the third correspondence relationship is performed.
  • the output is preferably larger than the turning output in the first correspondence relationship.
  • the turning output tends to be relatively large when the retry running is being performed. This makes it easier for the work vehicle to quickly approach the target travel route during retry travel.
  • the traveling control unit does not allow the work vehicle to perform the retry traveling when the lateral deviation exceeds the second threshold value at the start of automatic traveling.
  • the retry running is not performed at the start of automatic running. As a result, it is possible to avoid the situation where the operator feels uncomfortable as described above.
  • Another feature of the present invention is an automatic traveling control program, a route calculation function for calculating a target traveling route passing through an unworked area, and a work vehicle automatically traveling along the target traveling route, A travel control function that controls the travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel route and the work vehicle, and a detection function that detects a state of the work vehicle.
  • the traveling control function is configured to perform the lateral deviation and the turning output based on a state detected by the detection function. To determine the correspondence with.
  • Another feature of the present invention is a recording medium in which an automatic traveling control program is recorded, the route calculating function for calculating a target traveling route passing through an unworked area, and a work vehicle automatically operating along the target traveling route.
  • a traveling control function for controlling traveling of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target traveling route and the work vehicle so as to travel, and a state of the work vehicle.
  • a detection function for detecting the following.
  • An automatic traveling control program for causing a computer to realize is detected by the detection function when the work vehicle enters the unworked area from the already worked area. The correspondence between the lateral deviation and the turning output is determined based on the determined state.
  • another feature of the present invention is an automatic traveling control method, wherein a route calculating step of calculating a target traveling route passing through an unworked area, and a work vehicle automatically traveling along the target traveling route, A travel control step of controlling travel of the work vehicle by calculating a turning output based on a lateral deviation that is a distance between the target travel route and the work vehicle, and a detection step of detecting a state of the work vehicle.
  • the traveling control step when the work vehicle enters the unworked area from the already-worked area, the correspondence between the lateral deviation and the turning output is based on the state detected by the detection step. Is to be decided.
  • a control device for a work vehicle that automatically travels along a target travel route includes a vehicle position calculation unit that calculates a vehicle position of the work vehicle, and a target travel route after a predetermined time.
  • a control calculation unit for outputting a control amount for changing the traveling direction of the work vehicle so that the deviation is reduced.
  • the estimated target point is calculated.
  • the estimated target point is a point estimated to become a control target point on the target travel route after a predetermined time.
  • the control amount for reducing the deviation between the estimated target point and the vehicle position is calculated and output.
  • Steering devices such as wheels and crawlers are controlled by the output control amount.
  • the position of the work vehicle on the target travel route after a predetermined time is the estimated target point.
  • the estimated target point is a position that is located away from the current position of the vehicle in the traveling direction of the work vehicle and that is located on the target travel route.
  • the appropriate predetermined time in the control of the present invention differs depending on the type of work vehicle. Further, the appropriate predetermined time may vary depending on various conditions such as the state of the traveling surface of the work vehicle at the work site and the traveling state of the work vehicle. Such types of work vehicles, working conditions, field conditions, etc. are generically referred to as work vehicle conditions herein. It is preferable that the predetermined time is changed according to the state of the work vehicle. Of course, the predetermined time may be automatically set based on the state of the operating device set by the driver for the work vehicle.
  • an estimated azimuth deviation calculator that calculates an angle formed by the straight line passing through the estimated target point and the vehicle position and the target travel route as the estimated azimuth deviation.
  • the correction azimuth calculation unit includes a first controller that outputs a first correction azimuth using the estimated azimuth deviation as an input parameter, and the correction azimuth is calculated based on the first correction azimuth.
  • the correction azimuth calculation unit includes a first controller that outputs a first correction azimuth using an estimated azimuth deviation formed by the straight line passing through the estimated target point and the vehicle position and the target travel route as an input parameter.
  • the corrected azimuth is calculated based on the first corrected azimuth.
  • the first controller is a proportional controller.
  • a lateral deviation calculating unit that calculates a distance from the vehicle position in the direction orthogonal to the route azimuth of the target traveling path to the target traveling path as a lateral deviation.
  • the correction azimuth calculation unit includes a second controller that outputs a second correction azimuth using the lateral deviation as an input parameter, and the correction azimuth calculation unit is configured to correct the correction azimuth based on the first correction azimuth and the second correction azimuth. The azimuth is calculated.
  • the second controller is an integral controller.
  • a vehicle speed calculation unit that calculates the vehicle speed of the work vehicle is provided, and the target point estimation unit projects the target vehicle path from the vehicle position to the target travel route.
  • the position of a point that has moved the target travel route at the vehicle speed for the predetermined time with the point as a starting point is the estimated target point.
  • projection point is an intersection of a perpendicular line and a target travel route when a perpendicular line is drawn from a certain point to the target travel route.
  • the projection point also includes the intersection of the target traveling route and a line which is not perpendicular to the target traveling route from a certain point but is slightly inclined.
  • a vehicle body azimuth calculation unit that calculates a vehicle body azimuth indicating the direction of the vehicle body is provided, and the control calculation unit further uses the vehicle body azimuth as an input parameter.
  • the estimated target point is calculated in consideration of the position of the work vehicle after a predetermined time.
  • the vehicle speed of a working vehicle such as a combine harvester and a rice transplanter that travels in a field is not so high.
  • the target point estimation unit can calculate the estimated target point simply by adding the predetermined distance set in advance to the starting point.
  • a control device for a work vehicle that automatically travels along a target travel route includes: a vehicle position calculation unit that calculates a vehicle position of the work vehicle; A target point estimation unit that calculates, as an estimated target point, a position that is a predetermined distance away from the projection point on the target traveling route in the traveling direction side of the work vehicle on the target traveling route, the estimated target point and the vehicle position. And a correction azimuth calculation unit for calculating a correction azimuth for eliminating the deviation between the deviation and the control azimuth for outputting the control amount for controlling the work vehicle so that the deviation is reduced using the correction azimuth as an input parameter. And a unit.
  • the control device having this configuration can also obtain substantially the same action and effect as those described above.
  • Another feature of the present invention is a control program for a work vehicle that automatically travels along a target travel route, which includes a vehicle position calculation function for calculating the vehicle position of the work vehicle, and a predetermined time
  • a target point estimating function for calculating an estimated target point in the target travel route
  • a correction azimuth calculating function for calculating a correction azimuth for eliminating a deviation between the estimated target point and the vehicle position
  • the correction azimuth is realized by a computer.
  • Another feature of the present invention is a recording medium in which a control program for a work vehicle that automatically travels along a target travel route is recorded, and a vehicle position calculation function for calculating the vehicle position of the work vehicle. And a target point estimation function for calculating an estimated target point in the target travel route after a predetermined time, and a corrected azimuth calculation function for calculating a corrected azimuth for eliminating a deviation between the estimated target point and the vehicle position. And a control calculation function for outputting a control amount for controlling the work vehicle so as to reduce the deviation using the corrected azimuth as an input parameter. ..
  • Another feature of the present invention is a control method for a working vehicle that automatically travels along a target travel route, the method including: a vehicle position calculating step of calculating a vehicle position of the working vehicle; A target point estimating step of calculating an estimated target point in the target travel route, a correction azimuth calculating step of calculating a correction azimuth for eliminating a deviation between the estimated target point and the vehicle position, and the correction azimuth.
  • Another feature of the present invention is a control program for a work vehicle that automatically travels along a target travel route, including a vehicle position calculation function for calculating the vehicle position of the work vehicle, and the vehicle itself.
  • a target point estimation function that calculates a position that is a predetermined distance away from the projection point from the position to the target traveling route on the target traveling route in the traveling direction side of the work vehicle, the estimated target point and the self
  • a correction azimuth calculation function for calculating a correction azimuth for eliminating a deviation from the vehicle position, and a control amount for controlling the work vehicle so as to reduce the deviation using the correction azimuth as an input parameter.
  • the control calculation function is realized by a computer.
  • Another feature of the present invention is a recording medium in which a control program for a work vehicle that automatically travels along a target travel route is recorded, and a vehicle position calculation function for calculating the vehicle position of the work vehicle. And a target point estimation function for calculating a position separated by a predetermined distance in the traveling direction side of the work vehicle on the target traveling route from a projection point from the vehicle position to the target traveling route as an estimated target point, and the estimation A correction azimuth calculation function for calculating a correction azimuth for eliminating the deviation between the target point and the vehicle position, and for controlling the work vehicle so that the deviation is reduced using the correction azimuth as an input parameter. It is to record a control program that causes a computer to implement a control calculation function that outputs a control amount.
  • Another feature of the present invention is a control method for a work vehicle that automatically travels along a target travel route, the method including: a vehicle position calculating step of calculating a vehicle position of the work vehicle; A target point estimation step of calculating, as an estimated target point, a position distant by a predetermined distance in the traveling direction side of the work vehicle from the projection point from the position to the target traveling route, the estimated target point and the self A correction azimuth calculation step for calculating a correction azimuth for eliminating the deviation from the vehicle position, and outputting a control amount for controlling the work vehicle so that the deviation is reduced by using the correction azimuth as an input parameter. And a control calculation step.
  • FIG. 13 It is a figure which shows 1st Embodiment (Hereafter, it is the same as FIG. 13.) It is a left view of a combine. It is a figure which shows the circular traveling in a farm field. It is a figure showing the mowing run along the mowing run course. It is a block diagram which shows the structure regarding a control part. It is a figure which shows the correspondence of lateral deviation and turning output. It is a figure which shows an example at the time of a combine entering an operation target area
  • FIG. 6 is a diagram showing a transition of an on/off state of a side clutch on the inside of a turn when an output level is A1.
  • FIG. 6 is a diagram showing a transition of an on/off state of a side clutch on the inside of a turn when an output level is B3.
  • FIG. 6 is a diagram showing a transition of an on/off state of a side clutch on the inside of a turn when an output level is B2.
  • FIG. 8 is a diagram showing a transition of an on/off state of a side clutch on the inside of a turn when the output level is B1. It is a figure which shows 2nd Embodiment (Hereafter, it is the same as FIG.
  • a normal combine 1 (corresponding to a “work vehicle” according to the present invention) includes a crawler type traveling device 11, a driving unit 12, a threshing device 13, a grain tank 14, a harvesting device H, The transport device 16, the grain discharging device 18, the satellite positioning module 80, and the engine E are provided.
  • the traveling device 11 is provided in the lower portion of the combine 1. The traveling device 11 is driven by the power from the engine E. Then, the combine 1 can be self-propelled by the traveling device 11.
  • the operating unit 12, the threshing device 13, and the grain tank 14 are provided above the traveling device 11.
  • An operator who monitors the work of the combine 1 can be boarded on the operating unit 12. The operator may monitor the work of the combine 1 from the outside of the combine 1.
  • the grain discharging device 18 is provided above the grain tank 14. Further, the satellite positioning module 80 is attached to the upper surface of the driving unit 12.
  • the harvesting device H is provided in the front part of the combine 1.
  • the transport device 16 is provided on the rear side of the harvesting device H. Further, the harvesting device H has a harvesting device 15 and a reel 17.
  • the cutting device 15 cuts the planted grain culms in the field. Further, the reel 17 scrapes the planted grain culm to be harvested while being rotationally driven. With this configuration, the harvesting device H harvests grain in the field. Then, the combine 1 is capable of mowing traveling in which the traveling device 11 travels while mowing the planted culm in the field by the mowing device 15.
  • the harvested culm cut by the harvesting device 15 is transported to the threshing device 13 by the transporting device 16.
  • the cut culm is threshed.
  • the grain obtained by the threshing process is stored in the grain tank 14.
  • the grain stored in the grain tank 14 is discharged to the outside of the machine by the grain discharging device 18 as necessary.
  • the driving unit 12 is provided with a communication terminal 4.
  • the communication terminal 4 is configured to be able to display various information.
  • the communication terminal 4 is fixed to the driving unit 12.
  • the present invention is not limited to this, and the communication terminal 4 may be configured to be attachable/detachable to/from the operating unit 12, or the communication terminal 4 may be located outside the combine 1 machine. ..
  • the combine 1 performs the orbiting while harvesting the grains in the area on the outer peripheral side in the field as shown in FIG. 2, and then performs the cutting operation in the inner area in the field as shown in FIG. , Is configured to harvest grain in the field.
  • the circular traveling shown in FIG. 2 is performed by manual traveling. Further, the reaping traveling in the inner area shown in FIG. 3 is performed by automatic traveling.
  • the present invention is not limited to this, and the lap traveling shown in FIG. 2 may be performed by automatic traveling.
  • the operator can change the rotation speed of the engine E by operating the communication terminal 4.
  • the appropriate work speed differs depending on the type of crop. If the operator operates the communication terminal 4 and sets the rotation speed of the engine E to an appropriate rotation speed, work can be performed at a work speed suitable for the type of crop.
  • the combine 1 is controlled by the automatic traveling control system 2 during the harvesting work in the field.
  • the configuration of the automatic cruise control system 2 will be described below.
  • the automatic cruise control system 2 includes a control unit 20 and a satellite positioning module 80.
  • the controller 20 is provided in the combine 1. Further, as described above, the satellite positioning module 80 is also included in the combine 1.
  • the power output from the engine E is input to the traveling device 11. Accordingly, as described above, the traveling device 11 is driven by the power from the engine E.
  • the control unit 20 also includes a vehicle position calculation unit 21, a region calculation unit 22, a route calculation unit 23, and a travel control unit 24.
  • the satellite positioning module 80 receives a GPS signal from an artificial satellite GS used in GPS (Global Positioning System). Then, as shown in FIG. 4, the satellite positioning module 80 sends positioning data indicating the own vehicle position of the combine 1 to the own vehicle position calculation unit 21 based on the received GPS signal.
  • GPS Global Positioning System
  • the own vehicle position calculation unit 21 calculates the position coordinates of the combine 1 over time based on the positioning data output by the satellite positioning module 80.
  • the calculated position coordinates of the combine 1 over time are sent to the area calculation unit 22 and the travel control unit 24.
  • the area calculation unit 22 based on the position coordinates of the combine 1 over time received from the own vehicle position calculation unit 21, as shown in FIG. 3, the outer peripheral area SA (corresponding to the "working area” according to the present invention) And a work target area CA (corresponding to the “unworked area” according to the present invention).
  • the area calculation unit 22 calculates the traveling locus of the combine 1 during the round trip on the outer peripheral side of the field based on the position coordinates of the combine 1 received from the vehicle position calculation unit 21 over time. .. Then, the area calculation unit 22 calculates, as the outer peripheral area SA, the area on the outer peripheral side of the field in which the combine 1 traveled around while harvesting the grains, based on the calculated traveling locus of the combine 1. Further, the area calculation unit 22 calculates an area inside the farm field with respect to the calculated outer peripheral area SA as the work target area CA.
  • the traveling path of the combine 1 for traveling on the outer peripheral side of the field is shown by an arrow.
  • the combine 1 makes three round trips. Then, when the mowing traveling along the traveling route is completed, the field becomes the state shown in FIG.
  • the area calculation unit 22 calculates, as the outer area SA, the area on the outer circumference side of the field in which the combine 1 traveled around while harvesting the grains. Further, the area calculation unit 22 calculates an area inside the farm field with respect to the calculated outer peripheral area SA as the work target area CA. Then, as shown in FIG. 4, the calculation result by the area calculation unit 22 is sent to the route calculation unit 23 and the travel control unit 24.
  • the path calculation unit 23 Based on the calculation result received from the area calculation unit 22, the path calculation unit 23, as shown in FIG. 3, is a cutting travel path LI that is a travel path for cutting travel in the work target area CA (“ “Corresponding to the target travel route") is calculated.
  • the mowing traveling route LI is a plurality of parallel lines that are parallel to each other. Further, the plurality of parallel lines need not be straight lines and may be curved.
  • the route calculation unit 23 calculates the mowing traveling route LI passing through the work target area CA.
  • the mowing traveling route LI calculated by the route calculating unit 23 is sent to the traveling control unit 24.
  • the traveling control unit 24 is configured to control the traveling device 11. Then, the traveling control unit 24 is based on the position coordinates of the combine 1 received from the own vehicle position calculation unit 21, the calculation result received from the area calculation unit 22, and the mowing traveling route LI received from the route calculation unit 23. Then, the automatic traveling of the combine 1 is controlled. More specifically, as shown in FIG. 3, the traveling control unit 24 controls the traveling of the combine 1 so that the harvesting traveling is performed by the automatic traveling along the harvesting traveling route LI.
  • the route calculation unit 23 calculates a departure return route LW which is a traveling route for non-crop traveling in the outer peripheral area SA, as shown in FIG. 3, based on the calculation result received from the region calculation unit 22.
  • the leaving return path LW is a line having a shape along the outer shape of the field.
  • the departure return route LW calculated by the route calculation unit 23 is sent to the travel control unit 24.
  • the traveling control unit 24 controls the automatic traveling of the combine 1 based on the position coordinates of the combine 1 received from the own vehicle position calculation unit 21 and the departure return route LW received from the route calculation unit 23. More specifically, the traveling control unit 24 controls the traveling of the combine 1 such that when the combine 1 leaves the cutting traveling route LI, the non-crop traveling is performed by the automatic traveling along the separation return route LW. To do.
  • the operator manually operates the combine 1 and, as shown in FIG. 2, in the outer peripheral portion of the field, carries out the cutting operation so as to circulate along the boundary line of the field.
  • the combine 1 makes three round trips.
  • this round traveling is completed, the field becomes the state shown in FIG.
  • the area calculation unit 22 calculates the traveling locus of the combine 1 during the round trip shown in FIG. 2, based on the position coordinates of the combine 1 over time received from the own vehicle position calculation unit 21. Then, as shown in FIG. 3, the area calculation unit 22 determines, based on the calculated traveling locus of the combine 1, the area on the outer peripheral side of the field in which the combine 1 traveled around while cutting the planted grain culms as the outer peripheral area SA. Calculate as Further, the area calculation unit 22 calculates an area inside the farm field with respect to the calculated outer peripheral area SA as the work target area CA.
  • the route calculation unit 23 sets the reaping traveling route LI in the work target area CA as shown in FIG. 3 based on the calculation result received from the region calculation unit 22. Further, at this time, the route calculation unit 23 calculates the departure return route LW in the outer peripheral region SA based on the calculation result received from the region calculation unit 22.
  • an automatic travel start button (not shown)
  • automatic travel along the cutting travel route LI is started as shown in FIG.
  • the traveling control unit 24 controls the traveling of the combine 1 so that the reaping traveling is performed by the automatic traveling along the reaping traveling route LI.
  • the combine 1 When the automatic traveling is started, as shown in FIG. 3, the combine 1 repeats traveling along the cutting traveling route LI and turning by U-turn so as to cover the entire work target area CA. Perform mowing run.
  • the harvested grain culms harvested by the harvesting device 15 are transported to the threshing device 13 by the transport device 16. Then, in the threshing device 13, the cut grain culm is threshed.
  • the carrier CV is parked outside the field. Then, in the outer peripheral area SA, a stop position PP is set near the transport vehicle CV. As shown in FIG. 3, the vehicle stop position PP is set at a position overlapping the departure return route LW.
  • the carrier CV can collect and transport the grains discharged from the grain discharging device 18 by the combine 1. At the time of discharging the grain, the combine 1 stops at the stop position PP, and the grain discharging device 18 discharges the grain to the transport vehicle CV.
  • the traveling control unit 24 controls the traveling of the combine 1 so as to separate from the mowing traveling route LI.
  • the traveling control unit 24 controls the combine 1 to travel toward the detachment return route LW.
  • the traveling control unit 24 controls the traveling of the combine 1 so that the non-crop traveling is performed by the automatic traveling along the departure return route LW.
  • the combine 1 is stopped at the stop position PP, and the grain discharging device 18 discharges the grains to the carrier CV.
  • the traveling control unit 24 includes a lateral deviation detection unit 25 (corresponding to a “detection unit” according to the present invention), a turning output calculation unit 26, an output conversion unit 27, a retry determination unit 28, and an entry determination unit. 29, and a start time determination unit 30.
  • the lateral deviation detector 25 is configured to detect the state of the combine 1. More specifically, the lateral deviation detection unit 25 detects the lateral deviation based on the position coordinates of the combine 1 received from the vehicle position calculation unit 21 and the cutting travel route LI received from the route calculation unit 23. To do. The lateral deviation is the distance between the mowing traveling route LI and the combine 1.
  • the lateral deviation detected by the lateral deviation detector 25 is sent to the turning output calculator 26.
  • the turning output calculation unit 26 calculates the turning output based on the lateral deviation received from the lateral deviation detection unit 25. The larger the lateral deviation, the larger the turning output calculated by the turning output calculation unit 26.
  • the turning output is an output value for determining the output level.
  • the output level is a control amount of the traveling device 11 for turning the combine 1.
  • the turning output calculated by the turning output calculation unit 26 is sent to the output conversion unit 27.
  • the output conversion unit 27 determines the output level based on the turning output received from the turning output calculation unit 26.
  • the traveling control unit 24 controls the traveling of the combine 1 by controlling the traveling device 11 according to the output level determined by the output conversion unit 27. At this time, the traveling control unit 24 controls the traveling of the combine 1 so that the combine 1 automatically travels along the harvesting travel route LI.
  • the traveling control unit 24 controls the traveling of the combine 1 by calculating the turning output based on the lateral deviation so that the combine 1 automatically travels along the cutting traveling route LI.
  • the traveling control unit 24 controls the traveling device 11 so that the turning radius of the combine 1 becomes smaller as the output level becomes higher.
  • the approach determination unit 29 causes the combine 1 to move from the outer peripheral area SA to the work target area CA based on the position coordinates of the combine 1 received from the own vehicle position calculation unit 21 and the calculation result received from the area calculation unit 22. It is determined whether or not the vehicle is about to enter. The determination result by the entry determination unit 29 is sent to the turning output calculation unit 26.
  • the turning output calculation unit 26 receives the lateral deviation received from the lateral deviation detection unit 25. Based on the above, the correspondence between the lateral deviation and the turning output is determined.
  • the traveling control unit 24 determines the correspondence between the lateral deviation and the turning output based on the state detected by the lateral deviation detection unit 25. decide.
  • the entry determination unit 29 determines that the combine 1 is about to enter the work target area CA from the outer peripheral area SA
  • the lateral deviation is the first.
  • the turning output calculation unit 26 determines the correspondence between the lateral deviation and the turning output as the first correspondence M1.
  • the entry determination unit 29 determines that the combine 1 is about to enter the work target area CA from the outer peripheral area SA, when the lateral deviation does not exceed the first threshold value d1, the turning output calculation is performed.
  • the unit 26 determines the correspondence between the lateral deviation and the turning output as the second correspondence M2.
  • the slope of the first correspondence M1 when the horizontal deviation is plotted on the horizontal axis of the graph and the turning output is plotted on the vertical axis is smaller than the slope of the second correspondence M2. That is, the turning output in the first correspondence M1 is smaller than the turning output in the second correspondence M2.
  • the traveling control unit 24 determines the correspondence between the lateral deviation and the turning output when the lateral deviation exceeds the first threshold d1. 1 Correspondence M1 is determined.
  • the traveling control unit 24 makes the second correspondence the lateral deviation and the turning output.
  • the relationship M2 is determined.
  • the lateral deviation detected by the lateral deviation detection unit 25 is sent to the retry determination unit 28.
  • the determination result by the entry determination unit 29 is also sent to the retry determination unit 28.
  • start time determination unit 30 determines whether or not it is the start time of the automatic travel, based on the information such as the operation of the above-described automatic travel start button. The determination result by the start time determination unit 30 is also sent to the retry determination unit 28.
  • the retry determination unit 28 based on the position coordinates of the combine 1 received from the vehicle position calculation unit 21, the mowing traveling route LI received from the route calculation unit 23, and the determination result received from the entry determination unit 29, It is determined whether or not the combine 1 is turning and is about to enter the work target area CA from the outer peripheral area SA.
  • the retry determination unit 28 also determines whether or not the lateral deviation exceeds the second threshold value d2 based on the lateral deviation received from the lateral deviation detection unit 25.
  • the retry determination unit 28 determines whether or not the retry condition is satisfied based on the above determination result by the retry determination unit 28 and the determination result received from the start time determination unit 30.
  • the retry condition is a condition for causing the combine 1 to perform the retry running.
  • the retry condition is “not at the start of automatic traveling, and when the combine 1 is turning and trying to enter the work target area CA from the outer peripheral area SA, and the lateral deviation is the second threshold value. It exceeds d2”.
  • the retry running is a running in which the vehicle is once moved backward and then moved forward to try to enter the work target area CA.
  • the direction of the machine body of the combine 1 is the same as or substantially the same as the direction in which the target mowing travel route LI extends, and while cutting forward in the mowing travel route LI, the mowing operation is performed in the lateral direction of the machine body.
  • the case of approaching the aircraft to the position of the travel route LI does not correspond to "a state in which the combine 1 is turning and is about to enter the work target area CA from the outer peripheral area SA".
  • the traveling control unit 24 controls the traveling of the combine 1 so that the combine 1 performs the retry traveling.
  • the travel control section 24 once moves backward to the combine 1. Then, the vehicle is advanced again to perform the retry travel which is an attempt to enter the work target area CA.
  • the above-mentioned retry condition is not satisfied. That is, even when the combine 1 is turning and is about to enter the work target area CA from the outer peripheral area SA, and the lateral deviation exceeds the second threshold value d2, at the time of starting automatic traveling.
  • the retry determination unit 28 determines that the retry condition is not satisfied. Therefore, in this case, the traveling control unit 24 does not cause the combine 1 to perform the retry traveling.
  • the traveling control unit 24 does not allow the combine 1 to perform the retry traveling when the lateral deviation exceeds the second threshold value d2 at the start of the automatic traveling.
  • the determination result by the retry determination unit 28 is sent to the turning output calculation unit 26.
  • the turning output calculation unit 26 determines the correspondence relationship between the lateral deviation and the turning output based on the determination result of the retry determination unit 28.
  • the turning output calculation unit 26 determines the correspondence between the lateral deviation and the turning output as the third correspondence M3. To do.
  • the traveling control unit 24 determines the correspondence between the lateral deviation and the turning output as the third correspondence M3 when the retry travel is being performed.
  • the slope of the third correspondence M3 when the horizontal deviation is plotted on the horizontal axis of the graph and the turning output is plotted on the vertical axis is larger than the slope of the first correspondence M1, and the second correspondence It is smaller than the slope of the relationship M2. That is, the turning output in the third corresponding relationship M3 is larger than the turning output in the first corresponding relationship M1 and smaller than the turning output in the second corresponding relationship M2.
  • the turning output calculation unit 26 determines the correspondence relationship between the lateral deviation and the turning output by determining the gain (coefficient) in the control based on the lateral deviation. That is, determining the gain corresponds to “determining the correspondence between the lateral deviation and the turning output” according to the present invention. Further, in the graph shown in FIG. 5, the larger the gain, the larger the inclination.
  • the combine 1 travels from the position P1 in the outer peripheral area SA toward the position P3 that is the starting point of the cutting travel route LI. That is, in the example shown in FIG. 6, the combine 1 enters the work target area CA from the outer peripheral area SA.
  • the entry determination unit 29 determines that the combine 1 is about to enter the work target area CA from the outer peripheral area SA. The determination result by the entry determination unit 29 is sent to the turning output calculation unit 26 and the retry determination unit 28.
  • the lateral deviation at the position P1 is larger than the first threshold d1.
  • the lateral deviation at this time is detected by the lateral deviation detection unit 25, and is sent to the turning output calculation unit 26 and the retry determination unit 28.
  • the direction of the machine body of the combine 1 is the same as or substantially the same as the direction in which the target mowing travel route LI extends, and while advancing toward the mowing travel route LI, the mowing travel route in the machine lateral direction
  • the case of approaching the aircraft to the position of LI does not correspond to the “state in which the combine 1 is turning and trying to enter the work target area CA from the outer peripheral area SA”.
  • the retry determination unit 28 determines that the retry condition is not satisfied.
  • the determination result by the retry determination unit 28 is sent to the turning output calculation unit 26.
  • the turning output calculation unit 26 determines the correspondence between the lateral deviation and the turning output as the first correspondence M1.
  • the lateral deviation will decrease as the combine 1 runs.
  • the lateral deviation becomes equal to the first threshold d1.
  • the turning output calculation unit 26 determines the correspondence between the lateral deviation and the turning output as the second correspondence M2.
  • the correspondence between the lateral deviation and the turning output is the first correspondence M1.
  • the correspondence between the lateral deviation and the turning output changes to the second correspondence M2.
  • the combine 1 starts U-turn traveling from the end of the first route LI1 which is one of the mowing traveling routes LI, and the second route LI2 which is another mowing traveling route LI. Drive toward the beginning of.
  • the position P4 in FIG. 7 is the end of the first route LI1.
  • the position P7 is the start end of the second route LI2. That is, the combine 1 makes a U-turn travel from the position P4 toward the position P7.
  • the target turning line at this time is shown by a broken line connecting position P4 and position P7.
  • the combine 1 deviates from the target turning line and reaches the position P5.
  • the lateral deviation at the position P5 is larger than the second threshold d2.
  • the lateral deviation at this time is detected by the lateral deviation detection unit 25, and is sent to the turning output calculation unit 26 and the retry determination unit 28.
  • the entry determination unit 29 determines that the combine 1 is in a state of approaching the work target area CA from the outer peripheral area SA.
  • the determination result by the entry determination unit 29 is sent to the turning output calculation unit 26 and the retry determination unit 28.
  • the start time determination unit 30 determines that it is not the start time of the automatic travel. The determination result by the start time determination unit 30 is sent to the retry determination unit 28.
  • the case where the combine 1 starts the U-turn traveling from the end of the mowing traveling route LI and travels toward the starting end of another mowing traveling route LI is " A state in which the user is about to enter the work target area CA from the area SA”.
  • the retry determination unit 28 determines that the retry condition is satisfied. Thereby, the traveling control unit 24 controls the traveling of the combine 1 so that the combine 1 performs the retry traveling. Therefore, the combine 1 performs retry travel from the position P5.
  • the determination result by the retry determination unit 28 is sent to the turning output calculation unit 26. Since the retry determination unit 28 determines that the retry condition is satisfied, the turning output calculation unit 26 determines the correspondence between the lateral deviation and the turning output as the third correspondence M3.
  • combine 1 moves backward from position P5 and reaches position P6. Then, it moves forward again from the position P6 and tries to enter the work target area CA. As a result, the combine 1 reaches the position P7 and enters the work target area CA.
  • the correspondence relationship between the lateral deviation and the turning output is maintained at the third correspondence relationship M3 from the time when the combine 1 starts to move backward from the position P5 until the combine 1 reaches the position P7.
  • the combine 1 starts automatic traveling from the position P8 in the outer peripheral area SA.
  • the start time determination unit 30 determines that it is the start time of automatic traveling.
  • the determination result by the start time determination unit 30 is sent to the retry determination unit 28.
  • the orientation of the aircraft of the combine 1 is perpendicular to the direction in which the target mowing traveling route LI extends. Therefore, the combine 1 travels from the position P8 toward the starting point of the cutting travel route LI while turning.
  • Combine 1 reaches position P9.
  • the lateral deviation at the position P9 is larger than the second threshold d2.
  • the lateral deviation at this time is detected by the lateral deviation detection unit 25, and is sent to the turning output calculation unit 26 and the retry determination unit 28.
  • the start time determination unit 30 determines that it is the start time of the automatic traveling.
  • the retry determination unit 28 determines that the retry condition is not satisfied. Therefore, in the example shown in FIG. 8, retry travel is not performed.
  • the traveling control unit 24 determines that the start determination unit 30 determines that the automatic traveling is started, and the lateral deviation detected by the lateral deviation detection unit 25 exceeds the second threshold value d2. If so, the combine 1 is stopped.
  • combine 1 stops at position P9.
  • the output conversion unit 27 determines the output level based on the turning output received from the turning output calculation unit 26. Then, the traveling control unit 24 controls the traveling of the combine 1 by controlling the traveling device 11 according to the output level determined by the output conversion unit 27.
  • FIG. 9 shows a correspondence relationship between the turning output and the output level determined by the output conversion unit 27.
  • the output level becomes B1.
  • the output level is B2.
  • the output level is B3.
  • the output level becomes A1.
  • the output level becomes A2.
  • the higher the turning output the higher the output level will be A3, A4, A5....
  • the output level is shown only up to A3.
  • the traveling control unit 24 controls the side brake (not shown) on the inside of the turn of the traveling device 11 to the braking state. At this time, the traveling control unit 24 controls the side brake so that the braking force of the side brake increases as the output level increases.
  • the traveling control unit 24 controls the side clutch (not shown) on the inside of the turn in the traveling device 11 to be in the disengaged state. At this time, the side brake is not controlled to the braking state.
  • the traveling control unit 24 When the output level is A1 or less, the traveling control unit 24 periodically controls the side clutch on the inside of the turn in the traveling device 11, as shown in FIGS. 10 to 13. The length of each cycle is T.
  • the side clutch on the inside of the turn is controlled to be always disengaged in each cycle. That is, the side clutch on the inside of the turn is maintained in the disengaged state while the output level is A1.
  • the side clutch on the inside of the turn is controlled to the disengaged state over time t1. After that, the side clutch on the inside of the turn is controlled to be in the on state over the time s1.
  • the time t1 is longer than the time s1.
  • the side clutch on the inside of the turn is controlled to the disengaged state over time t2. After that, the side clutch on the inside of the turn is controlled to be in the on state over the time s2.
  • the time t2 is longer than the time s2 and shorter than the time t1.
  • the side clutch on the inside of the turn is controlled to the disengaged state over time t3. After that, the side clutch on the inside of the turn is controlled to be in the on state for the time s3.
  • the time t3 is shorter than the time s3 and shorter than the time t2.
  • the time t1 is three times as long as the time t3. Further, the time t2 is twice as long as the time t3.
  • both left and right side clutches are maintained in the on state. That is, when the output level is 0 (zero), the combine 1 goes straight without turning.
  • the automatic travel control system 2 capable of calculating the turning output according to the state of the combine 1 can be realized.
  • the traveling device 11 may be a wheel type or a semi-crawler type.
  • the mowing traveling route LI calculated by the route calculation unit 23 is a plurality of parallel lines that are parallel to each other.
  • the present invention is not limited to this, and the mowing traveling route LI calculated by the route calculation unit 23 does not have to be a plurality of parallel lines parallel to each other.
  • the mowing traveling route LI calculated by the route calculating unit 23 may be a plurality of mesh lines extending in the vertical and horizontal directions, or may be a spiral traveling route.
  • the operator manually operates the combine 1 and, as shown in FIG. 2, in the outer peripheral portion of the field, carries out the cutting operation so as to circulate along the boundary line of the field.
  • the present invention is not limited to this, and the combine 1 may be configured to run automatically and to perform the cutting operation so as to circulate along the boundary line of the field in the outer peripheral portion of the field.
  • the number of turns at this time may be a number other than three. For example, the number of turns at this time may be two.
  • vehicle position calculation unit 21, the area calculation unit 22, the route calculation unit 23, and the travel control unit 24 may be provided outside the combiner 1, and for example, the combiner may be used. It may be provided in a management server provided outside of 1.
  • the correspondence between the lateral deviation and the turning output remains the third correspondence M3 from the time when the combine 1 starts to move backward from the position P5 until the combine 1 reaches the position P7.
  • the present invention is not limited to this, and the correspondence between the lateral deviation and the turning output is the third correspondence M3 from the time when the combine 1 starts to move backward from the position P5 until the combine 1 reaches the position P6.
  • Correspondence relationships other than may be used. In this case, when the combine 1 starts to move forward from the position P6, the correspondence between the lateral deviation and the turning output may change to the third correspondence M3.
  • the traveling control unit 24 may be configured to cause the combine 1 to perform retry traveling when the lateral deviation exceeds the second threshold value d2 at the start of automatic traveling.
  • the turning output in the third correspondence M3 may be smaller than the turning output in the first correspondence M1.
  • the travel control unit 24 may determine the correspondence relationship between the lateral deviation and the turning output to be a correspondence relationship other than the third correspondence relationship M3 when the retry travel is performed. For example, the traveling control unit 24 may determine the correspondence between the lateral deviation and the turning output as the first correspondence M1 when the retry travel is being performed.
  • the traveling control unit 24 does not perform retry traveling on the combine 1 when the combine 1 is entering the work target area CA from the outer peripheral area SA while turning, and the lateral deviation exceeds the second threshold value d2.
  • the combine 1 may be configured to be stopped.
  • the turning output in the first correspondence M1 may be larger than the turning output in the second correspondence M2.
  • the “detection unit” according to the present invention is not limited to the lateral deviation detection unit 25 in the above embodiment.
  • a vehicle speed detection unit that detects the vehicle speed of the combine 1 may be provided as a member corresponding to the “detection unit” according to the present invention.
  • the traveling control unit 24 determines the correspondence between the lateral deviation and the turning output based on the vehicle speed detected by the vehicle speed detection unit when the combine 1 enters the work target area CA from the outer peripheral area SA. It may be configured to.
  • a work content detection unit that detects the work content of the combine 1 may be provided as a member corresponding to the “detection unit” according to the present invention.
  • the work content is, for example, the type of harvested crop.
  • the traveling control unit 24 determines the correspondence relationship between the lateral deviation and the turning output based on the work content detected by the work content detection unit when the combine 1 enters the work target area CA from the outer peripheral area SA. It may be configured to do.
  • the first threshold d1 may be larger than the second threshold d2, smaller than the second threshold d2, or the same as the second threshold d2.
  • the output conversion unit 27 does not have to be provided.
  • the retry determination unit 28 does not have to be provided.
  • the start time determination unit 30 may not be provided.
  • It may be configured as an automatic traveling control program that causes a computer to realize the functions of the respective members in the above embodiment. Further, it may be configured as a recording medium in which an automatic travel control program for causing a computer to realize the functions of the respective members in the above embodiment is recorded. Further, the embodiment may be configured as an automatic travel control method in which what is performed by each member is performed by one or a plurality of steps.
  • FIGS. 14 to 22 A second embodiment of the present invention will be described below with reference to FIGS. 14 to 22 by taking a normal combine harvester as an example of an automatically traveling work vehicle equipped with a control device according to the present invention.
  • "front” (direction of arrow F shown in FIG. 14) means forward with respect to the vehicle body front-rear direction (running direction) and "rear” (direction of arrow B shown in FIG. 14) unless otherwise specified. ) Means rearward with respect to the front-rear direction of the vehicle body (traveling direction).
  • the left-right direction or the lateral direction means a vehicle body transverse direction (vehicle body width direction) orthogonal to the vehicle body front-rear direction.
  • “Upper” (direction of arrow U shown in FIG. 14) and “lower” (direction of arrow D shown in FIG. 14) are positional relationships in the vertical direction (vertical direction) of the vehicle body 110, and are relationships at the ground height. Indicates.
  • this combine has a vehicle body 110, a crawler type traveling device 111, a driving unit 112, a threshing device 113, a grain tank 114 as a harvest tank, a harvesting unit 115, a transport device 116, and a grain discharge.
  • the device 118 and the own vehicle position detection unit 180 are provided.
  • the traveling device 111 is provided below the vehicle body 110.
  • the combine is configured to be self-propelled by the traveling device 111.
  • the operation unit 112, the threshing device 113, and the grain tank 114 are provided above the traveling device 111.
  • a driver who drives the combine and a monitor who monitors the operation of the combine can be boarded on the drive unit 112.
  • the supervisor may monitor the combine work from outside the combine.
  • the grain discharging device 118 is connected to the lower rear portion of the grain tank 114.
  • the vehicle position detection unit 180 is attached to the upper surface of the driving unit 112.
  • the harvesting section 115 is provided in the front part of the combine.
  • the transport device 116 is provided behind the harvesting unit 115.
  • the combine can perform work traveling in which the traveling unit 111 travels while harvesting the grain in the field by the harvesting unit 115.
  • the cut culm cut by the harvesting section 115 is transferred to the threshing device 113 by the transfer device 116.
  • the cut culms are threshed.
  • the grain obtained by the threshing process is stored in the grain tank 114.
  • the grain stored in the grain tank 114 is discharged to the outside of the machine by the grain discharging device 118 as necessary (eg, full).
  • a general-purpose terminal 104 is arranged in the operation unit 112.
  • the general-purpose terminal 104 is fixed to the driving unit 112.
  • the present invention is not limited to this, and the general-purpose terminal 104 may be configured to be attachable to and detachable from the driving unit 112. Further, the general-purpose terminal 104 may be able to be carried out of the combine machine.
  • the vehicle position detection unit 180 includes a satellite positioning module 181 and an inertial measurement module 182.
  • the satellite positioning module 181 receives a GNSS (global navigation satellite system) signal (including a GPS signal) that is position information transmitted from the artificial satellite GS, and outputs positioning data for calculating the own vehicle position.
  • the inertial measurement module 182 incorporates a gyro acceleration sensor and a magnetic direction sensor. Then, the inertial measurement module 182 outputs a signal indicating the instantaneous traveling direction.
  • the inertial measurement module 182 is used to complement the calculation of the vehicle position by the satellite positioning module 181.
  • the inertial measurement module 182 may be arranged in a place different from the satellite positioning module 181.
  • the driver/monitor operates the combine, and as shown in FIG. 15, in the outer peripheral portion of the field, while harvesting while cutting around the boundary line of the field.
  • the area where the mowing and harvesting work has been completed by the surrounding cutting operation is set as the outer peripheral area SA.
  • the inner area left inside the outer peripheral area SA is the uncut area CA1.
  • the uncut area CA1 is set as an area for future work.
  • the surrounding cutting traveling is performed so that the uncut area CA1 becomes a quadrangle.
  • a triangular or pentagonal uncut area CA1 may be adopted.
  • the outer peripheral area SA is used as a space for the combine to change direction when carrying out harvesting in the uncut area CA1 which is the area to be worked. Further, the outer peripheral area SA is also used as a moving space when the harvesting operation is finished and the grain is discharged to the grain discharge place, or the fuel is supplied to the grain supply place. Therefore, in order to secure the width of the outer peripheral area SA to some extent, the surrounding cutting traveling is performed for two or three laps automatically or manually.
  • the carrier CV shown in FIG. 15 collects the grains discharged from the grain discharging device 118 by the combine and transports them to a drying facility or the like.
  • the combine moves to the vicinity of the carrier CV through the outer peripheral area SA, and then discharges the grain to the carrier CV by the grain discharging device 118. After that, the combine returns to the work starting point, which is the position where the work is interrupted, through the outer peripheral area SA.
  • the unworked map data showing the shape of the uncut area CA1 is created based on the inner circumference shape of the outer circumference area SA which is the already worked area. Based on the unworked map data, a linear (straight line, curved line, or bent line) route is set in the uncut region CA1 as a work travel route in order to work in the uncut region CA1 by automatic operation. Further, a turning traveling route for shifting from one working traveling route to the next working traveling route is set in the outer peripheral area SA. The unworked map data is updated as the work on the uncut area CA1 progresses.
  • the traveling patterns used when the work traveling (harvest traveling) is performed in the uncut area CA1 include a reciprocating traveling pattern shown in FIG. 16 and a spiral traveling pattern shown in FIG.
  • the route along which the combine travels in the reciprocating traveling pattern includes a work traveling route that is parallel to one side of the polygon showing the outer shape of the uncut area CA1.
  • the route along which the combine travels in the reciprocating traveling pattern includes a U-turn turning route.
  • the route along which the combine travels in the spiral traveling pattern includes a work traveling route that is parallel to one side of the polygon showing the outer shape of the uncut area CA1.
  • the route along which the combine travels in the spiral traveling pattern includes an alpha turn route.
  • the alpha-turn route is a turning route that is composed of a straight traveling route, a backward turning route, and a forward turning route, and connects work traveling routes that are adjacent to each other in the circumferential direction.
  • Fig. 18 shows the combine control system.
  • the control system includes a control device 105 and various input/output devices.
  • the controller 105 comprises one or more electronic control units.
  • the electronic control unit is called an ECU.
  • signal communication is performed between various input/output devices and the control device 105 through a wiring network such as an in-vehicle LAN.
  • the control device 105 is the core element of this control system. Further, control device 105 is shown as an assembly of a plurality of ECUs. The signal from the vehicle position detection unit 180 is input to the control device 105 through the vehicle-mounted LAN.
  • the control device 105 includes an informing unit 501, an input processing unit 502, and an output processing unit 503 as an input/output interface.
  • the notification unit 501 generates notification data based on a command from each functional unit of the control device 105 and gives the notification data to the notification device 162.
  • the notification device 162 is a device for notifying the driver or the like of the work traveling state and various warnings.
  • the notification device 162 is, for example, a buzzer, a lamp, a speaker, a display, or the like.
  • the input processing unit 502 is connected with a running state sensor group 163, a work state sensor group 164, an artificial operation tool 165, and the like.
  • the work state sensor group 164 includes sensors that detect the amount of stored grains in the grain tank 114.
  • the manual operation tool 165 is a general term for levers, switches, buttons, and the like.
  • the manual operation tool 165 is manually operated by the driver. Then, the operation signal of the manual operation tool 165 is input to the control device 105.
  • the output processing unit 503 is connected to various operating devices 170 via a device driver 173.
  • the operating devices 170 include a traveling device group 171 that is a traveling-related device and a working device group 172 that is a work-related device.
  • the traveling device group 171 includes steering devices that steer the vehicle body 110. This steering device is a device that changes the speed of the left and right crawlers when the crawler type traveling device 111 is adopted as in this embodiment. When the steered wheel type traveling device 111 is adopted, the steering device is a device that changes the steering angle of the steered wheels.
  • the control device 105 includes a vehicle position calculation unit 140, a vehicle body direction calculation unit 141, a vehicle speed calculation unit 142, a travel control unit 151, a work control unit 152, a travel mode management unit 153, a work area determination unit 154, a travel route calculation unit. 155, a lateral deviation calculation unit 156, a target point estimation unit 157, a correction azimuth calculation unit 109A, and a control calculation unit 109B are provided.
  • the own vehicle position calculation unit 140 calculates the own vehicle position in the form of map coordinates (or field coordinates) based on the positioning data sequentially sent from the own vehicle position detection unit 180. At that time, a position of a specific portion (for example, the center of the vehicle body or an end portion of the harvesting section 115) serving as a reference point of the vehicle body 110 can be set as the vehicle position.
  • a position of a specific portion for example, the center of the vehicle body or an end portion of the harvesting section 115 serving as a reference point of the vehicle body 110 can be set as the vehicle position.
  • the vehicle body azimuth calculation unit 141 calculates the vehicle body azimuth based on the plurality of vehicle positions calculated by the vehicle position calculation unit 140 over time.
  • the vehicle body direction indicates the direction of the vehicle body 110. Note that it is also possible to calculate the vehicle body direction based on the direction data included in the output data from the inertial measurement module 182.
  • the vehicle speed calculation unit 142 calculates the vehicle speed from the vehicle speed sensor or the gear shift state of the transmission.
  • the work area determination unit 154 has a traveling locus calculation function and an uncut area determination function.
  • the traveling locus calculation function is a function of calculating traveling locus data by plotting the own vehicle position calculated by the own vehicle position calculation unit 140 with time.
  • the uncut area determination function is a function of creating unworked map data based on the traveling locus data calculated by the traveling locus calculation function.
  • the unworked map data is data indicating the shape of the uncut area CA1 that is the area to be worked.
  • the travel route calculation unit 155 uses the registered route calculation algorithm to be a travel route that is a target travel route for automatic travel that covers the uncut area CA1 (working travel route, U-turn traveling route, alpha-turn route, etc.). ) Is calculated.
  • the traveling control unit 151 has an engine control function, a traveling device control function (including steering control of the vehicle body 110 and vehicle speed control), and the like.
  • the traveling control unit 151 gives a traveling control signal to the traveling device group 171.
  • the work control unit 152 gives a work control signal to the work equipment group 172 in order to control the movement of the harvesting work device (the harvesting unit 115, the threshing device 113, the transport device 116, the grain discharging device 118, etc.).
  • the traveling control unit 151 includes a manual traveling control unit 511, an automatic traveling control unit 512, and a target traveling route setting unit 513.
  • the automatic travel mode is set, the combine travels automatically.
  • the manual travel mode is set, the combine travel is manual travel.
  • the switching of the driving modes is managed by the driving mode management unit 153.
  • the target travel route setting unit 513 sets the target travel route using the work travel route and the turning travel route calculated by the travel route calculation unit 155 when the automatic travel mode is set.
  • the lateral deviation calculating unit 156 calculates the distance from the vehicle position in the direction orthogonal to the route azimuth of the target traveling route (extending direction of the route) set by the target traveling route setting unit 513 to the target traveling route as the lateral deviation. To do.
  • the manual traveling control unit 511 gives a control signal to the corresponding traveling equipment group 171 based on the operation by the driver. At this time, the control signal is given through the device driver 173. As a result, manual traveling is realized.
  • the automatic traveling control unit 512 gives the corresponding traveling device group 171 a control signal for changing the vehicle speed including automatic steering and stopping. At this time, the control signal is given through the device driver 173. As a result, automatic driving is realized.
  • the automatic travel control unit 512 outputs a control signal for automatic steering based on the control amount output from the control calculation unit 109B, as described below.
  • RP indicates a reference point of the vehicle body 110 (center of vehicle body, center of working device, etc.).
  • the reference point: RP is calculated based on the vehicle position calculated by the vehicle position calculation unit 140.
  • TL is a target travel route for automatic travel set by the target travel route setting unit 513.
  • RL is an imaginary line that passes through the reference point: RP of the vehicle body 110 and is parallel to the target travel route: TL.
  • DL is a vehicle body azimuth line indicating a vehicle body azimuth, which is the front-back direction of the vehicle body 110.
  • the vehicle body azimuth line: DL is inclined with respect to the imaginary line: RL, and the inclination angle is indicated by ⁇ .
  • the combine body 110 is separated from the target travel route TL on the right side of the drawing.
  • the vehicle body azimuth line: DL of the vehicle body 110 is oriented away from the target travel route TL as the vehicle travels in the vehicle travel direction.
  • d is the lateral deviation of the vehicle body 110 calculated by the lateral deviation calculator 156.
  • VP is an estimated target point calculated by the target point estimation unit 157.
  • AP is an auxiliary point.
  • the auxiliary point: AP is a projection point from the reference point: RP of the vehicle body 110 at the vehicle position to the target travel route: TL.
  • AL1 is the first auxiliary line.
  • the first auxiliary line is a straight line that passes through the estimated target point: VP and the reference point of the vehicle body 110: RP.
  • AL2 is the second auxiliary line.
  • This second auxiliary line is a straight line extending radially from the reference point: RP at an angle with respect to the first auxiliary line: AL1 by a correction angle (indicated by ⁇ ) corresponding to a second correction azimuth described later. Is.
  • the target point estimation unit 157 calculates an estimated target point: VP, which is a position on the target travel route: TL, which corresponds to the position after the vehicle body 110 has traveled from the present time (future vehicle position).
  • the estimated target point: VP can be calculated, for example, by the following method.
  • Auxiliary point: AP is a starting point, and a position after moving a target traveling route: TL for a predetermined time is an estimated target point: VP.
  • the vehicle speed calculated by the vehicle speed calculation unit 142 is used.
  • the predetermined time may be set in advance, or may be automatically or artificially (driver or manager) selected according to the state of the harvested product or the state of the field.
  • the predetermined time is preferably about 0.5 to 5 seconds.
  • An auxiliary target point: AP is set as a starting point, and a position separated by a predetermined distance on the target traveling route: TL is set as an estimated target point: VP.
  • the predetermined distance may be set in advance, or may be automatically or artificially (driver or manager) selected depending on the state of the harvested product or the state of the field. In the case of combine, the predetermined distance is preferably about 1 m to several m.
  • the correction azimuth calculation unit 109A calculates a correction azimuth that eliminates the deviation between the estimated target point: VP and the vehicle position.
  • This corrected azimuth is a target steering azimuth (steering amount in steering control) for the vehicle body 110 to get on the target travel route TL.
  • the correction azimuth calculation unit 109A calculates the correction azimuth by using an estimated azimuth deviation calculator 190, a first controller 191, a second controller 192, and a calculation. And a container 193.
  • the estimated azimuth deviation calculation unit 190 calculates, as the estimated azimuth deviation, an angle (indicated by ⁇ in FIG. 20) formed by the first auxiliary line: AL1 and the virtual line: RL.
  • the first controller 191 outputs the first corrected azimuth that should be a temporary steering target of the vehicle body 110, using the estimated azimuth deviation as an input parameter.
  • the first corrected azimuth is a steering azimuth in steering control that is calculated to eliminate the estimated azimuth deviation.
  • the estimated azimuth deviation corresponds to the angle ⁇ for moving the vehicle body 110 toward the estimated target point: VP, so that the output from the first controller 191 is preferably proportional to the estimated azimuth deviation that is an input. Therefore, in this embodiment, the first controller 191 is configured as a proportional controller.
  • the second controller 192 outputs the second corrected azimuth using the lateral deviation: d as an input parameter.
  • the second controller 192 calculates a correction angle (indicated by ⁇ in FIG. 20) based on the lateral deviation: d, and the second correction azimuth corresponds to the correction angle: ⁇ . Is the steering direction.
  • the second controller 192 calculates the steering azimuth for changing the direction of the vehicle body 110 so as to reduce the lateral deviation: d, and is configured as an integral controller in this embodiment.
  • the second controller 192 may be configured as a proportional controller.
  • Calculator 193 performs addition calculation of the first corrected azimuth and the second corrected azimuth and outputs the corrected azimuth as the calculation result.
  • This addition operation corresponds to ⁇ + ⁇ if it is expressed by an angle with reference to FIG.
  • This corrected azimuth is an output value of the corrected azimuth calculation unit 109A and is given to the control calculation unit 109B.
  • a weight operation or the like may be used other than the simple addition.
  • the second controller 192 may be omitted. In that case, the arithmetic unit 193 becomes unnecessary.
  • the control calculation unit 109B includes a calculator 195 and a steering controller 196 in order to output a control amount for the vehicle body 110 to travel along the target travel route: TL.
  • the steering controller 196 is configured as a PI controller or a P controller.
  • the control calculation unit 109B uses not only the corrected azimuth from the correction azimuth calculation unit 109A but also the current vehicle body azimuth calculated by the vehicle azimuth calculation unit 141 as an input parameter.
  • the vehicle body azimuth at this point of time corresponds to the angle (indicated by ⁇ in FIG. 20) formed by the imaginary line: RL and the vehicle body azimuth line: DL.
  • the calculator 195 performs addition calculation of the corrected heading and the vehicle body heading.
  • the calculation output of the calculator 195 is given to the steering controller 196 as a control target value of the steering controller 196. Further, the output value from the steering controller 196 is given to the automatic travel control unit 512 as a control amount for steering.
  • the automatic travel control unit 512 converts the control amount (referred to as steering input) given from the control arithmetic unit 109B into 16 bits and outputs it as steering output.
  • steering input the control amount
  • the steering input is evenly assigned to each bit and the steering output is derived.
  • FIG. 22 shows an operation in which the bit expansion function is introduced in order to improve such operation and realize precise steering for a small input control amount close to zero.
  • one bit corresponding to the minimum area of the steering input is further divided into four.
  • the estimated target point: the auxiliary point (starting point) used to estimate the VP: AP changes from the reference point: RP of the vehicle body 110 to the target travel route: TL. It was the intersection (projection point) between the lowered perpendicular and the target travel route: TL. Instead of this, the intersection point (projection point) between the target traveling route: TL and the line drawn from the reference point: RP to the target traveling route: TL at an angle of 90° plus or minus a predetermined angle is an auxiliary point: AP.
  • the predetermined angle is an angle larger than 0 and up to several tens of degrees, and may be a fixed value, or may be changed manually or automatically depending on the vehicle speed and the field condition. Further, when the intersection between the vehicle body azimuth line: DL and the target travel route: TL is located downstream of the auxiliary point: AP in the traveling direction of the vehicle body 110, the intersection between the vehicle body azimuth line: DL and the target travel route: TL. May be an auxiliary point: AP.
  • the substantial harvesting work is performed by traveling along the straight traveling route of the combine.
  • This linear travel route is not limited to one straight line. It may be a bent route, a route curved with a large radius of curvature, or a meandering route.
  • the shape of the uncut area CA1 is a quadrangle, but it may be another polygon such as a triangle or a pentagon.
  • the functional block group of the control device 105 shown in FIGS. 18 and 19 is intended for easy understanding, and each functional block may be further divided, integrated, or omitted. Further, all or some of the functional blocks may be built in the general-purpose terminal 104.
  • It may be configured as a control program that causes a computer to realize the function of each member in the above-described embodiment. Further, it may be configured as a recording medium in which a control program for causing a computer to realize the functions of the respective members in the above-described embodiment is recorded. Further, in the above-described embodiment, it may be configured as a control method in which what is performed by each member is performed by one or a plurality of steps.
  • the present invention can be applied not only to ordinary combine harvesters, but also to various work vehicles such as self-removing combine harvesters, rice transplanters, tractors, and construction work machines.
  • control device can be used not only for a normal combine harvester, but also for a self-removing combine harvester, such as a field work vehicle such as a rice transplanter or a tractor, and a lawn mower or a front loader. It can also be applied to cars.
  • a self-removing combine harvester such as a field work vehicle such as a rice transplanter or a tractor, and a lawn mower or a front loader. It can also be applied to cars.
  • (First embodiment) 1 combine (work vehicle) 2 Automatic travel control system 23 Route calculation unit 24 Travel control unit 25 Lateral deviation detection unit (detection unit) CA work area (non-work area) LI reaping travel route (target travel route) M1 1st correspondence relationship M2 2nd correspondence relationship M3 3rd correspondence relationship SA Peripheral area (already working area) d1 first threshold d2 second threshold

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Soil Sciences (AREA)
  • Environmental Sciences (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Guiding Agricultural Machines (AREA)

Abstract

L'invention concerne un système de commande de déplacement automatique 2 qui est pourvu de : une unité de calcul d'itinéraire 23 pour calculer un itinéraire de déplacement cible qui passe à travers une zone non travaillée ; une unité de commande de déplacement 24 qui exécute une commande sur le déplacement d'un véhicule de travail de façon à amener le véhicule de travail à se déplacer automatiquement le long de l'itinéraire de déplacement cible en calculant une sortie de virage sur la base d'un écart latéral qui est la distance entre l'itinéraire de déplacement cible et le véhicule de travail ; et une unité de détection 25 pour détecter l'état du véhicule de travail, dans lequel, lorsque le véhicule de travail entre une zone non travaillée en venant d'une zone déjà travaillée, l'unité de commande de déplacement 24 détermine une relation de correspondance entre l'écart latéral et la sortie de virage sur la base de l'état détecté par l'unité de détection 25.
PCT/JP2019/046320 2018-11-29 2019-11-27 Système de commande de déplacement automatique, programme de commande de déplacement automatique, support d'enregistrement sur lequel est enregistré un programme de commande de déplacement automatique, procédé de commande de déplacement automatique, dispositif de commande, programme de commande, support d'enregistrement sur lequel est enregistré un programme de commande, et procédé de commande WO2020111102A1 (fr)

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CN201980074222.9A CN113039501A (zh) 2018-11-29 2019-11-27 自动行驶控制***、自动行驶控制程序、记录有自动行驶控制程序的记录介质、自动行驶控制方法、控制装置、控制程序、记录有控制程序的记录介质、控制方法
KR1020217013339A KR20210093240A (ko) 2018-11-29 2019-11-27 자동 주행 제어 시스템, 자동 주행 제어 프로그램, 자동 주행 제어 프로그램을 기록한 기록 매체, 자동 주행 제어 방법, 제어 장치, 제어 프로그램, 제어 프로그램을 기록한 기록 매체, 제어 방법

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JP2018223783A JP7213670B2 (ja) 2018-11-29 2018-11-29 自動走行制御システム
JP2018-225679 2018-11-30
JP2018225679A JP7206099B2 (ja) 2018-11-30 2018-11-30 自動走行作業車のための制御装置

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EP3991534A1 (fr) * 2020-10-23 2022-05-04 Deere & Company Procédés, appareil et articles de fabrication pour afficher des chemins d'acquisition

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EP3991534A1 (fr) * 2020-10-23 2022-05-04 Deere & Company Procédés, appareil et articles de fabrication pour afficher des chemins d'acquisition
CN113419525A (zh) * 2021-06-16 2021-09-21 上海联适导航技术股份有限公司 一种无人驾驶农机的控制方法、装置、设备及存储介质

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