JP7336002B2 - Driving support device, work vehicle equipped with driving support device, and driving support method - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to, for example, a travel assistance device for traveling a work vehicle such as a tractor, a work vehicle equipped with the travel assistance device, and a travel assistance method.

2. Description of the Related Art Conventionally, a technique disclosed in Patent Document 1 is known as a technique for creating a travel route (planned travel route) for automatically traveling a work vehicle such as a tractor. In Patent Literature 1, a traveling route generation unit generates an inner traveling route including a straight route and a U-turn route connecting the straight routes, and a circular traveling route for traveling around the outer peripheral area of a field.

Japanese Patent Application Laid-Open No. 2018-116608

In Patent Document 1, although a travel route (planned travel route) can be created by a travel route generator, once the planned travel route is created, the planned travel route cannot be changed during automatic travel. is the actual situation. In particular, when the work vehicle automatically travels while deviating from the planned travel route, there is a possibility that an unworked portion may occur in the field.

Therefore, in view of the above problems, the present invention provides a travel support device that can suppress the occurrence of unworked portions due to automatic travel that deviates from the planned travel route, a work vehicle equipped with the travel support device, and a traveling vehicle. It is intended to provide a method of assistance.

The technical means of the present invention for solving this technical problem are characterized by the following points.
The travel support device is a travel support device that creates a planned travel route of the travel vehicle to which the work device is connected, and is a travel support device that calculates the actual position of the travel vehicle when the travel vehicle automatically travels and the actual position of the travel vehicle during the automatic travel. a route generating unit that corrects the planned traveling route before the automatic traveling based on the planned traveling route, and the route creating unit stores a plurality of adjacent planned traveling routes on an agricultural field map showing a predetermined agricultural field as the planned traveling routes. and a route creation unit that creates a travel route of; and based on the first travel route and the actual position that the traveling vehicle has automatically traveled among the plurality of travel routes created by the route creation unit, and a route correction unit that corrects the second travel route before the automatic travel so as to approximate the automatic work locus obtained at the actual position.

The travel support device is a travel support device that creates a planned travel route of the travel vehicle to which the work device is coupled, and is a travel support device that calculates the actual position of the travel vehicle when the travel vehicle automatically travels and the actual position of the travel vehicle during the automatic travel. a route generating unit that corrects the planned traveling route before the automatic traveling based on the planned traveling route, and the route creating unit stores a plurality of adjacent planned traveling routes on an agricultural field map showing a predetermined agricultural field as the planned traveling routes. a route creation unit that creates a travel route of; the actual position on the first travel route on which the automatic travel was performed among the plurality of travel routes created by the route creation unit; a route correction unit that corrects the second travel route such that the distance from the second travel route approaches the distance between adjacent travel routes.

The travel support device is a travel support device that creates a planned travel route of the travel vehicle to which the work device is coupled, and is a travel support device that calculates the actual position of the travel vehicle when the travel vehicle automatically travels and the actual position of the travel vehicle during the automatic travel. a route generating unit that corrects the planned traveling route before the automatic traveling based on the planned traveling route, and the route creating unit stores a plurality of adjacent planned traveling routes on an agricultural field map showing a predetermined agricultural field as the planned traveling routes. and a route creation unit that creates a travel route of; and based on the first travel route and the actual position that the traveling vehicle has automatically traveled among the plurality of travel routes created by the route creation unit, a route correction unit that corrects the second travel route before automatic travel, wherein the route correction unit adjusts the deviation between the second travel route before correction and the second travel route after correction to: The second travel route is corrected so as to approach the deviation between the first travel route and the actual position .

The route correction unit corrects the second travel route adjacent to the first travel route.

The route correction unit corrects the second travel route based on a deviation between the first travel route and the actual position.
The route correction unit corrects the second travel route created by the route creation unit by incorporating the deviation into the second travel route.

When there are a plurality of the second travel routes, the route correcting unit adjusts the value to be included in the second travel route that is the furthest from the first travel route to the second travel route that is closest to the first travel route. It should be smaller than the value to be taken into account.
The work vehicle includes a travel support device, the travel vehicle, and an automatic travel control unit that automatically travels the travel vehicle based on the planned travel route.

The travel support method is a travel support method for creating a planned travel route for a traveling vehicle to which a working device is coupled, wherein a plurality of adjacent travel routes are created as the planned travel route on a farm field map showing a predetermined farm field. a first step, a second step of acquiring a track record position of the traveling vehicle when the traveling vehicle automatically travels, a third step of correcting the second travel route before the automatic travel based on the first travel route on which the vehicle traveled and the actual position so as to approximate the automatic work trajectory obtained at the actual position; It has

The travel support method is a travel support method for creating a planned travel route for a traveling vehicle to which a working device is coupled, wherein a plurality of adjacent travel routes are created as the planned travel route on a farm field map showing a predetermined farm field. A first step, a second step of acquiring the actual position of the traveling vehicle when the traveling vehicle automatically travels , and the automatic traveling of the plurality of traveling routes created by the first step. The second travel route is corrected such that the distance between the actual position on the first travel route and the second travel route before the automatic travel approaches the distance between adjacent travel routes. and a third step.

The travel support method is a travel support method for creating a planned travel route for a traveling vehicle to which a working device is coupled, wherein a plurality of adjacent travel routes are created as the planned travel route on a farm field map showing a predetermined farm field. A first step, a second step of acquiring the actual position of the traveling vehicle when the traveling vehicle automatically travels, and among the plurality of traveling routes created in the first step, the traveling vehicle is the above and a third step of correcting the second travel route before the automatic travel based on the first travel route on which the automatic travel was performed and the actual position, wherein the third step corrects the The second travel route is corrected so that the deviation between the second travel route and the corrected second travel route approaches the deviation between the first travel route and the actual position.

Advantageous Effects of Invention According to the present invention, it is possible to suppress the occurrence of unworked portions due to automatic travel that deviates from the planned travel route.

It is a figure which shows the block diagram of the work vehicle provided with the driving assistance device. It is a figure which shows a raising/lowering apparatus. It is a figure explaining an automatic driving|running|working. FIG. 11 is a diagram showing an example of a map registration screen M1; FIG. It is a figure which calculates|requires the outline H1 (farm field map MP2) of a farm field from the driving|running|working locus|trajectory K1. It is a figure which calculates|requires the outline H1 (farm field map MP2) of the farm field from the inflection point of the driving|running|working locus|trajectory K1. It is a figure which calculates|requires the outline H1 (field map MP2) from switch operation at the time of driving|running|working. It is a figure which shows an example of the route setting screen M3. It is the figure which created unit work division A3n in work area A2. 7B is a diagram showing a unit work section A3n different from FIG. 7A; FIG. It is a figure which shows preparation of straight part Lna and turning part Lnb. It is a figure when the automatic work locus K11 has deviated and traveled with respect to the travel plan line L1. FIG. 11 is an explanatory diagram for explaining the influence when the automatic work locus K11 deviates from the planned travel line L1; FIG. 11 is an explanatory diagram for explaining correction of a second travel route of planned travel line L1; It is a figure which shows a driving|running|working assistance method. FIG. 11 is a diagram showing an example of a work screen M21; FIG. It is a side general view of a tractor.

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 shows a block diagram of a work vehicle equipped with a driving support device 100. As shown in FIG. The travel support device 100 is a device that assists a work vehicle such as a tractor in traveling. In this embodiment, the driving support device 100 is provided in the tractor 1, but a device provided in addition to the tractor 1, for example, a tablet, a smartphone, a portable terminal (mobile terminal) such as a PDA, a personal computer, a server It may be a fixed terminal (fixed terminal) such as a fixed computer.

First, a tractor, which is one of work vehicles, will be described.
As shown in FIG. 13 , the tractor 1 includes a traveling vehicle 3 having a traveling device 7 , a prime mover 4 and a transmission 5 . The traveling device 7 is a device having front wheels 7F and rear wheels 7R. The front wheels 7F may be of a tire type or a crawler type. Also, the rear wheel 7R may be of a tire type or a crawler type. The prime mover 4 is a diesel engine, an electric motor, or the like. The transmission device 5 can switch the driving force of the traveling device 7 by changing speed, and can switch the traveling device 7 between forward and reverse. A cabin 9 is provided in the traveling vehicle 3 , and a driver's seat 10 is provided in the cabin 9 .

A lifting device 8 composed of a three-point link mechanism or the like is provided at the rear portion of the traveling vehicle 3 . The working device 2 can be attached to and detached from the lifting device 8 . By connecting the work device 2 to the lifting device 8 , the work device 2 can be towed by the traveling vehicle 3 . The working device 2 includes a cultivating device for plowing, a ridge coating device for ridge coating, a ridge forming device for forming ridges, a fertilizer spraying device for spraying fertilizer, an agricultural chemical spraying device for spraying agricultural chemicals, a harvesting device for harvesting, pasture grass, and the like. a harvesting device for cutting grass, a spreading device for spreading pasture grass, a grass collecting device for collecting pasture grass, and a forming device for forming pasture grass.

As shown in FIG. 1 , the tractor 1 has a steering device 11 . The steering device 11 has a steering wheel (steering wheel) 11a, a rotary shaft (steering shaft) 11b that rotates with the rotation of the steering wheel 11a, and an auxiliary mechanism (power steering mechanism) 11c that assists the steering of the steering wheel 11a. are doing. The auxiliary mechanism 11 c includes a hydraulic pump 21 , a control valve 22 to which hydraulic oil discharged from the hydraulic pump 21 is supplied, and a steering cylinder 23 operated by the control valve 22 . The control valve 22 is an electromagnetic valve that operates based on a control signal. The control valve 22 is, for example, a three-position switching valve that can be switched by moving a spool or the like. The control valve 22 can also be switched by steering the steering shaft 11b. The steering cylinder 23 is connected to an arm (knuckle arm) 24 for turning the front wheels 7F.

Therefore, when the handle 11a is operated, the switching position and the opening degree of the control valve 22 are switched according to the handle 11a, and the steering cylinder 23 expands and contracts to the left or right according to the switching position and the opening degree of the control valve 22. By doing so, the steering direction of the front wheels 7F can be changed. Note that the above-described steering device 11 is an example, and is not limited to the above-described configuration.
As shown in FIG. 2, the lifting device 8 has a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d and a lift cylinder 8e. A front end portion of the lift arm 8a is supported by a rear upper portion of a case (transmission case) that houses the transmission 5 so as to be capable of swinging upward or downward. The lift arm 8a swings (moves up and down) by being driven by a lift cylinder 8e. The lift cylinder 8e is composed of a hydraulic cylinder. The lift cylinder 8e is connected with a hydraulic pump via a control valve. The control valve is an electromagnetic valve or the like, and expands and contracts the lift cylinder 8e.

A front end portion of the lower link 8b is supported by a lower rear portion of the transmission 5 so as to be able to swing upward or downward. A front end portion of the top link 8c is supported by the rear portion of the transmission 5 above the lower link 8b so as to be able to swing upward or downward. The lift rod 8d connects the lift arm 8a and the lower link 8b. The working device 2 is connected to the rear portion of the lower link 8b and the rear portion of the top link 8c. When the lift cylinder 8e is driven (extended and retracted), the lift arm 8a moves up and down, and the lower link 8b connected to the lift arm 8a via the lift rod 8d moves up and down. As a result, the work device 2 swings upward or downward (elevates) with the front portion of the lower link 8b as a fulcrum.

The tractor 1 has a positioning device 40 . The positioning device 40 can detect its own position (positioning information including latitude and longitude) by satellite positioning systems (positioning satellites) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives a satellite signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and based on the satellite signal, determines the position of the tractor 1 (for example, latitude, longitude), That is, the vehicle body position is detected. The positioning device 40 has a receiving device 41 and an inertial measurement unit (IMU: Inertial Measurement Unit) 42 . The receiving device 41 is a device that has an antenna or the like and receives a satellite signal transmitted from a positioning satellite. In this embodiment the receiving device 41 is attached to the cabin 9 . Note that the mounting location of the receiving device 41 is not limited to the embodiment.

The inertial measurement device 42 has an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The inertial measurement device 42 is provided in the traveling vehicle 3 and can detect the roll angle, pitch angle, yaw angle, and the like of the traveling vehicle 3 by the inertial measurement device 42 .
As shown in FIG. 1, the tractor 1 has a control device 60 . The control device 60 is a device that controls a traveling system, a work system, and the like in the tractor 1 .

The control device 60 has an automatic traveling control section 61 that controls automatic traveling of the tractor 1 . The automatic travel control unit 61 is composed of an electric/electronic circuit provided in the control device 60, a program stored in a CPU, and the like. When automatic travel is started, the automatic travel control unit 61 controls the control valve 22 of the steering device 11 so that the travel vehicle 3 travels along the scheduled travel route L1. Further, when automatic traveling is started, the automatic traveling control unit 61 controls the vehicle speed (velocity) of the tractor 1 by automatically changing the speed of the transmission, the rotation speed of the prime mover, and the like.

As shown in FIG. 3, in a situation where the tractor 1 is automatically traveling, when the deviation between the vehicle body position and the planned traveling route L1 is less than a threshold value, the automatic traveling control unit 61 moves the steering axis (rotating axis) 11b rotation angle is maintained. When the deviation between the vehicle body position and the planned travel route L1 is greater than or equal to the threshold value and the tractor 1 is positioned on the left side of the planned travel route L1, the automatic travel control unit 61 controls the steering direction of the tractor 1 to the right. The steering shaft 11b is rotated so as to be in the direction. If the deviation between the vehicle body position and the planned travel route L1 is greater than or equal to the threshold and the tractor 1 is positioned on the right side of the planned travel route L1, the automatic travel control unit 61 changes the steering direction of the tractor 1 to the left. The steering shaft 11b is rotated so as to be in the direction. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned travel route L1. When the orientation (vehicle orientation) F1 of the direction (traveling direction) is different, that is, when the angle θg of the vehicle orientation F1 with respect to the planned travel route L1 is equal to or greater than the threshold, the automatic travel control unit 61 sets the angle θg to zero (vehicle The steering angle may be set so that the direction F1 coincides with the direction of the planned travel route L1. In addition, the automatic driving control unit 61 sets the final steering angle in automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the azimuth (azimuth deviation). may The setting of the steering angle in the automatic steering in the embodiment described above is an example, and is not limited.

As described above, the control device 60 allows the tractor 1 (traveling vehicle 3) to travel automatically.
Further, the control device 60 can perform manual elevation control, automatic elevation control, and the like. In the manual elevation control, the work device 2 is elevated and lowered by the elevation device 8 based on the operation of the elevation switch 72 connected to the control device 60 . Specifically, the lift switch 72 is provided around the driver's seat 10 and is a three-position selector switch. When the lift switch 72 is switched from the neutral position to one side, a lift signal for lifting the lift device 8 (lift arm 8a) is input to the control device 60 . Also, when the lift switch 72 is switched from the neutral position to the other position, a lowering signal for lowering the lifting device 8 (lift arm 8a) is input to the control device 60 . The control device 60 outputs a control signal to the control valve to raise the lifting device 8 when receiving the rising signal, and outputs a control signal to the control valve when receiving the falling signal to lower the lifting device 8. That is, the control device 60 can perform manual elevation control for raising and lowering the elevation device 8 according to the manual operation of the elevation switch 72 .

Further, in the automatic raising control, when the steering angle of the steering device 11 is equal to or greater than a predetermined value, for example, when the steering angle corresponds to turning, the lifting device 8 is automatically operated to raise the work device 2. . Specifically, a steering angle detection device 70 and a changeover switch 71 are connected to the control device 60 . The steering angle detection device 70 is a device that detects the steering angle of the steering device 11 . The change-over switch 71 is a switch for switching between valid/invalid of the automatic ascending control, and is switchable to ON/OFF. When the change-over switch 71 is ON, the automatic rise control is enabled, and when the change-over switch 71 is OFF, the automatic rise control is disabled.

When the automatic lift control is effective and the steering angle detected by the steering angle detection device 70 is equal to or greater than the steering angle corresponding to turning, the control device 60 automatically lifts the lifting device 8 by outputting a control signal to the control valve. Performs automatic rise control that raises automatically.
As described above, the control device 60 can perform control related to the tractor 1, for example, manual elevation control and automatic elevation control.

The driving support device 100 is a display device provided near the driver's seat 10 . In the following description, it is assumed that the driving support device 100 is a display device.
The display device is a display device having a display unit 50 configured by any one of a liquid crystal panel, a touch panel, and other panels. 2 can be displayed.

The display device includes a map registration section 101 and a map storage section 102 . The map registration unit 101 is composed of electrical/electronic components provided in the display device, programs incorporated in the display device, and the like. The map storage unit 102 is composed of a non-volatile memory or the like. The map registration unit 101 registers a predetermined field contour, for example, a position corresponding to a predetermined field contour.

As shown in FIG. 4, when an operator (driver) performs a predetermined operation on the display device, the map registration unit 101 displays a map registration screen M1 on the display unit 50 of the display device. The map registration screen M1 displays a map MP1 including fields, a vehicle body position VP1 of the tractor 1, field identification information such as a field name and a field management number. Position information such as latitude and longitude is associated with the map MP1 in addition to the image data representing the farm field. When the tractor 1 enters the field and circles the field, the current vehicle body position VP1 detected by the positioning device 40 when the tractor 1 circles is displayed on the map registration screen M1. When the tractor 1 finishes circling the field and the registration button 51 displayed on the map registration screen M1 is selected, as shown in FIG. The travel locus K1 obtained from the vehicle body position is used as the contour (outline) H1 of the field, and the field map MP2 represented by the contour H1 is registered together with the field identification information.

Note that, as shown in FIG. 5B, the map registration unit 101 calculates inflection points from the travel locus indicated by the vehicle body position VP1, and registers a contour K2 connecting the inflection points as the field contour H1 (field map MP2). Alternatively, as shown in FIG. 5C, when the tractor 1 goes around, the driver or the like designates the end of the field using a switch or the like provided on the tractor 1, and a contour K3 connecting the designated ends is drawn. may be registered as the contour H1 (field map MP2). The field registration method described above is an example and is not limited. The outline of the field, that is, the field map MP2 may be data indicated by positions (latitude, longitude), data indicated by a coordinate system (X-axis, Y-axis), or other representations. It may be the data shown.

The map storage unit 102 stores an agricultural field map MP2 indicating the outline (outer shape) registered by the map registration unit 101 . That is, the map storage unit 102 stores the farm field map MP2 and data indicating the outline of the farm field (data for representing a predetermined farm field).
The display device (driving support device 100) can create a planned travel route L1 that is used when the tractor 1 automatically travels to a predetermined field. The travel support device 100 includes a route creation unit 105 that creates a planned travel route L1. The route creation unit 105 is composed of an electric/electronic circuit provided in the display device, a program stored in the display device, and the like.

As shown in FIG. 6, when the worker (driver) performs a predetermined operation on the display device, the route creating unit 105 displays a route setting screen M3. The route setting screen M3 includes an agricultural field input section 80 and a route display section 85 . The field input unit 80 can input field identification information such as field name and field management number. The route display unit 85 displays an agricultural field map MP2 indicating a predetermined agricultural field corresponding to the agricultural field identification information input to the agricultural field input unit 80 . That is, the route creation unit 105 requests the map storage unit 102 for the farm field map MP2 corresponding to the farm field identification information input to the farm field input unit 80, and displays the farm field map MP2 transmitted from the map storage unit 102. display on the part 81. In addition, the route display unit 85 displays the planned travel route L1 set in the field map MP2.

The route setting screen M3 includes a headland width input section 82 for inputting the headland width W1 and a working width input section 88 for inputting the working width W2. After inputting the headland width W1 into the headland width input section 82, when the decision button 99 is selected, the route creation section 105 adds the headland area A1 to the farm field map MP2 displayed on the route display section 85, except for the headland area A1. Display work area A2. For example, the route creating unit 105 sets an area surrounded by a contour H2 formed by offsetting the contour H1 of the field map MP2 inward by a distance of the headland width W1 as the work area A2. In the route setting screen M3, the work area A2 is set on the farm field map MP2 by specifying the position of the contour of the work area A2 using a pointer or the like on the farm field map MP2 displayed on the route display section 85. may

Further, when the decision button 99 is selected after the working width W2 is input to the working width input unit 88, the route creating unit 105 creates a plurality of plots in a predetermined field, that is, the field map MP2, based on the working width W2. A unit work section A3n (n: number of unit work sections) is created. Specifically, as shown in FIG. 7A, the route creation unit 105 divides the work area A2 in the vertical direction or the horizontal direction by the work width W2 to create a plurality of unit work sections A3n in which work is performed by the work device 2. Create in work area A2. That is, the route creation unit 105 creates a plurality of unit work sections A3n having the same width as the work width W2 in the work area A2. As shown in FIG. 7B, the route creation unit 105 may create a plurality of unit work sections A3n having a width W4 obtained by subtracting the overlap width W3 from the work width W2 in the work area A2. The overlap width W3 can be input on the route setting screen M3.

As described above, when the traveling vehicle 3 to which the work device 2 is connected is caused to travel, the route creation unit 105 sets the minimum unit area in which the work device 2 works on the farm field as the unit work section A3n. set as Note that if the width (W2, W4) of the unit work section A3n is not divisible by an integer with respect to the length L40 of the work area A2, and there is a remainder, the route creation unit 105 performs the following in the unit work section A3n: The first or last unit work section A3n is set in the area including the remainder.

When the setting of the unit work section A3 is completed, the route creation unit 105 creates the planned travel route L1. The route creation unit 105 includes a route creation unit that creates a plurality of travel routes as the planned travel route L1 on the agricultural field map MP2. As shown in FIG. 8, the route creation section includes, for example, a straight travel creation section 105A that creates a straight travel section (straight travel route) Lna (n=1, 2, 3, . . . ) along which the traveling vehicle 3 travels straight. . The straight travel creation unit 105A creates a straight travel portion Lna connecting both ends in the longitudinal direction in each of the plurality of unit work sections A3n (n=1, 2, 3, . . . ). Positions XFn and YFm (n=1, 2, 3 . . . , m=1, 2, 3 . It is associated with the position (latitude, longitude) of the map MP2. Further, the route creation unit 105 assigns the vehicle speed input to the vehicle speed input unit 97 displayed on the route setting screen M3 to the straight section Lna.

Therefore, when the traveling vehicle 3 travels in the straight section Lna, the vehicle body position of the traveling vehicle 3 (the vehicle body position detected by the positioning device 40) is steered so as to coincide with the straight section Lna. The vehicle automatically travels at a vehicle speed corresponding to Lna.
Note that the route creation unit may include, for example, a turn creation unit 105B that creates a turning portion (turning route) Lnb (n=1, 2, 3 . . . ) along which the traveling vehicle 3 turns. The turning creating unit 105B creates, in the headland area A1, a turning part Lnb on an arc that connects adjacent straight parts Lna among the plurality of straight parts Lna. The position at the predetermined position of the turning part Lnb, that is, the position data indicating the position is associated with the position (latitude, longitude) of the field map MP2.

As described above, the position data of the planned travel route (straight portion Lna, turning portion Lnb) L1 created by the route creating portion (straight ahead creating portion 105A, turn creating portion 105B) is stored in the route storage portion 109 of the display device. be done. In addition, the planned travel route L1 created by the route creation unit is displayed on the route display unit 85 together with the field map MP2.
FIG. 9A shows an example of a straight travel portion Lna created by the straight travel creation unit 105A, which is one of the route creation units, and an automatic work locus K11 of the traveling vehicle 3 when the traveling vehicle 3 actually travels automatically. When the automatic traveling is performed, the automatic traveling control unit 61 steers the traveling vehicle 3, so that the automatic work locus K11 and the straight traveling portion Lna match. However, when automatic traveling is performed, the traveling vehicle 3 may travel while being totally deviated from the straight-ahead portion Lna for some reason, and in some cases, as shown in FIG. It can be arc-shaped. As a result, the working state (work trace) K12 of the working device 2 also becomes arcuate.

As shown in FIG. 9B, for example, the automatic work locus K11 (work track K12) when the first straight portion L1a is automatically traveled is arcuate, and the second straight portion L2a following the first straight portion L1a. When the automatic work locus K11 (work track K12) is a straight line along the second straight portion L2a, there is a possibility that an unworked portion K13 will occur. Therefore, when automatic traveling is performed, if the straight portion Lna during automatic traveling and the automatic work trajectory K11 are different, the route creation unit 105 determines the straight portion Lna before automatic traveling, that is, the traveling before automatic traveling. Correct the planned route L1.

The route creation unit 105 includes a route correction unit 105G. The route correction unit 105G corrects the first travel route (straight portion Lna) on which automatic travel was performed and the first travel route (straight portion Lna) among the plurality of travel routes (straight portion Lna) created by the route creation unit. Based on actual positions XGn and YGm during automatic travel, the second travel route (straight portion Lna) before automatic travel is corrected. Further, the route correction unit 105G corrects the second travel route (straight portion Lna) based on the deviation ΔDnm between the first travel route (straight portion Lna) and the actual positions XGn and YGm. For example, the route correction unit 105G corrects the second travel route (straight portion Lna) created by the route creation unit by adding the deviation ΔDnm to the second travel route (straight portion Lna). Note that the route correction unit 105G performs the second travel route (straight portion Lna) when the deviation ΔDnm between the positions XFn, YFm on the first travel route (straight portion Lna) and the actual positions XG1, YGm is equal to or greater than a predetermined correction determination value. The travel route (straight portion Lna) may be corrected. For example, when the cumulative value of the deviation ΔDnm is large and the automatic work trajectory K11 obtained at the actual positions XG1 and YGm deviates greatly from the straight portion Lna, or when the average value of the deviation ΔDnm is large and the automatic work trajectory K11 When there is a large divergence from the straight portion Lna, the route correction unit 105G corrects the second travel route (straight portion Lna). That is, the correction determination value is set to determine whether or not there is a large deviation between the automatic work locus K11 and the straight portion Lna.

As shown in FIG. 10, five straight sections Lna (n=1, 2, 3, . . . 5) are created. Correction of the second to fifth rectilinear portions L2a to L5a will be described as an example. In this case, the first travel route is the first straight portion L1a, and the second travel route is the second to fifth straight portions L2a to L5a.

When the automatic traveling of the first straight portion L1a is completed, the route correction unit 105G corrects the positions XFn and YFm (n=1, m=1, 2, 3 . . . ) of the first straight portion L1a, Based on the actual positions XGn, YGm (n=1, m=1, 2, 3 . . . ) in the first straight portion L1a, the second to fifth straight portions L2a to L5a are corrected. The actual positions XGn and YGm are vehicle body positions detected by the positioning device 40 during automatic travel.

More specifically, the route correction unit 105G determines the position [(XF1, YF1), (XF1, YF2) . ) . Further, the route correction unit 105G adds a deviation ΔDnm (n=1 ) corresponding to the direction of deviation, the second to fifth rectilinear portions L2a to L5a are corrected. For example, when the left side is positive and the right side is negative with respect to the straight portion L1a, if the actual positions XG1 and YGm are shifted to the left with respect to the straight portion L1a, the second to fifth straight portions L2a to The deviation ΔDnm (n=1) is subtracted from the positions XFn, YFm (n=2 to 5, m=1, 2, 3, . . . ) of L5a. Further, when the actual positions XG1 and YGm are deviated to the right with respect to the straight portion L1a, the positions XFn and YFm (n=2 to 5, m=1 to 5) of the second to fifth straight portions L2a to L5a ) to add the deviation ΔDnm (n=1).

In the above-described embodiment, the route correcting unit 105G has a deviation ΔDnm (n=1 ), the positions XFn and YFm (n=2 to 5, m=1 to 5) of the second to fifth straight sections L2a to L5a were corrected, but the second straight section The value of the deviation ΔDnm (n=1) to be included in L2a is made smaller than the value of the deviation ΔDnm (n=1) to be included in the fifth straight portion L5a. In other words, when there are a plurality of second travel routes, the route correction unit 105G adjusts the value (inclusion value) to be included in the second travel route that is farthest from the first travel route to the second travel route that is closest to the first travel route. Make it smaller than the value included in the route (included value). For example, in the second to fifth straight sections L2a to L5a, the calculation value Fn (n=2 to 5)=deviation ΔD1m×[1.0−(2−n)×0.1] is set. In other words, on the second travel route, the calculation value Fn is gradually decreased as the distance from the first travel route increases.

As described above, when the route correction unit 105G gradually decreases the factored value Fn on the second travel route as it separates from the first travel route, the second to fifth straight sections L2a to L5a gradually straighten. can be shaped.
Further, in the above-described embodiment, when there are a plurality of travel routes (straight portion Lna), based on the first travel route (straight portion Lna) and the actual position, all the second travel routes after the first route , For example, the second to fifth second travel routes are corrected, but when a predetermined second travel route is used as a reference, based on the first travel route at least one before the second travel route may be used to correct the predetermined second travel route.

The second travel route corrected by the route correction unit 105G, for example, the positions XFn and YFm (n=2 to 5, m=1 to 5) of the second to fifth straight sections L2a to L5a are stored in the route storage unit 109. stored in
FIG. 11 is a diagram showing a travel support method for creating a planned travel route L1.
As shown in FIG. 11, after the start of automatic traveling (S90), every time the tractor 1 (traveling vehicle 3) automatically travels along the straight portion Lna, that is, the automatic traveling of the n-th straight portion Lna is completed. Each time, the route correction unit 105G acquires the actual positions XGn and YGm (S91). The route correction unit 105G calculates a deviation ΔDnm between the positions XFn, YFm of the straight section Lna and the actual positions XGn, YGm (S92). The route correction unit 105G determines whether or not the average value and integrated value of the deviation ΔDnm are equal to or greater than the correction determination value (S93). That is, the route correction unit 105G determines whether or not the automatic work locus K11 and the straight portion Lna deviate greatly.

When the average value and integrated value of the deviation ΔDnm are equal to or greater than the correction determination value, the route correction unit 105G adjusts the planned travel route based on the positions XFn and YF of the straight portion Lna of the planned travel route L1 and the actual positions XGn and YGm. Correct the straight portion Lna of L1 (S94: correction processing). In the correction process S94, the n-th straight portion Lna when the average value and integrated value of the deviation ΔDnm are equal to or greater than the correction determination value is set as the first travel route, and the automatic travel portion Lna other than the n-th straight portion Lna is automatically The straight portion Lna before traveling is set as the second traveling route. In correction processing S94, the positions XFn and YF of the second travel route are corrected by calculating the deviation ΔDnm on the first travel route into the positions XFn and YF of the second travel route. That is, when the automatic work trajectory K11 greatly deviates from the straight portion Lna, all the second travel routes (straight portion Lna) after the first travel route corresponding to the deviated straight portion Lna are set to the first travel route. All the second travel routes (straight portion Lna) are corrected by taking into account the deviation ΔDnm between the travel route positions XFn, YF and the actual positions XGn, YG.

In the correction process S94, only the second travel route adjacent to the first travel route may be corrected. In the correction process S94, the n-th straight portion Lna when the average value and integrated value of the deviation ΔDnm are equal to or greater than the correction determination value is set as the first travel route, and the straight portion Lna adjacent to the n-th straight portion Lna is set as the first travel route. 2 travel routes. In correction processing S94, the positions XFn and YF of the second travel route are corrected by calculating the deviation ΔDnm on the first travel route into the positions XFn and YF of the second travel route. After correcting the second travel route, the process returns to S91.

As described above, according to the travel support device, the work vehicle equipped with the travel support device, and the travel support method, when the automatic travel is performed, the actual position when the automatic travel is performed is deviated from the straight portion Lna. In this case, the next rectilinear portion Lna can be corrected corresponding to the deviation. Therefore, since the next straight portion Lna can be formed in a shape along the previous straight portion Lna, even if the traveling vehicle 3 automatically travels with a deviation from the previous straight portion Lna, no work can be performed. can be eliminated.

When performing automatic traveling, as shown in FIG. 12, a work screen M21 is displayed on the display device. The work screen M21 has a work display section 197 . The work display unit 197 displays the planned travel route L1 created by the route creation unit 105, that is, the planned travel route L1 stored in the route storage unit 109, as described above. The work display unit 197 displays the planned traveling route L1 obtained from the position data XFn and YFm of the straight section Lna and the planned traveling route L1 obtained from the position data of the turning section Lnb for each of the plurality of unit work sections A3n. The work display unit 197 also displays an automatic work trajectory K11 obtained from actual positions XGn and YGm of the vehicle body position detected by the positioning device 40 during automatic travel. The work display unit 197 may display the current position of the tractor 1 with respect to the planned travel route L1. As described above, when the planned travel route L1 is corrected by the route correction unit 105G, the work display unit 197 displays the planned travel route L1 after correction.

During automatic travel, when the second travel route among a plurality of travel routes is corrected, the automatic travel control unit 61 automatically travels so that the traveling vehicle 3 follows the corrected second travel route. For example, when the second straight portion L2a is corrected after automatically traveling the first straight portion L1a, the traveling vehicle 3 automatically travels along the corrected straight portion L2a.
According to the above, since the corrected route (second traveling route) obtained by correcting the planned traveling route L1 is displayed on the display device, the corrected route can be confirmed by looking at the display device during automatic traveling. can.

It should be considered that the embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the scope of the claims rather than the above description, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1: Work vehicle (tractor)
61: Automatic driving control unit 100: Driving support device 105: Route creating unit 105A: Straight ahead creating unit (route creating unit)
105B: turn creation unit (path generation unit)
105G: path correction unit

Claims (11)

A travel support device for creating a planned travel route of a travel vehicle to which a work device is connected,
A route creation unit that corrects the planned traveling route before the automatic traveling based on the actual position of the traveling vehicle when the traveling vehicle automatically travels and the planned traveling route during the automatic traveling,
The route creation unit
a route creation unit that creates a plurality of adjacent running routes as the scheduled running routes on a field map showing a predetermined field;
Approximating an automatic work trajectory obtained at the actual position based on the first traveling route along which the traveling vehicle automatically traveled and the actual position among the plurality of traveling routes created by the route creation unit. As such, a route correction unit that corrects the second travel route before performing the automatic travel,
A driving support device having A travel support device for creating a planned travel route of a travel vehicle to which a work device is connected,
A route creation unit that corrects the planned traveling route before the automatic traveling based on the actual position of the traveling vehicle when the traveling vehicle automatically travels and the planned traveling route during the automatic traveling,
The route creation unit
a route creation unit that creates a plurality of adjacent running routes as the scheduled running routes on a field map showing a predetermined field;
Among the plurality of travel routes created by the route creation unit, the distance between the actual position on the first travel route on which the automatic travel was performed and the second travel route before the automatic travel was performed , a route correction unit that corrects the second travel route so as to approach the distance between adjacent travel routes;
A driving support device having A travel support device for creating a planned travel route of a travel vehicle to which a work device is connected,
A route creation unit that corrects the planned traveling route before the automatic traveling based on the actual position of the traveling vehicle when the traveling vehicle automatically travels and the planned traveling route during the automatic traveling,
The route creation unit
a route creation unit that creates a plurality of adjacent running routes as the scheduled running routes on a field map showing a predetermined field;
Based on the first travel route on which the traveling vehicle has automatically traveled and the actual position, among the plurality of travel routes created by the route creation unit, a second travel route before the automatic travel is selected. a path correction unit for correction;
has
The route correction unit adjusts the second travel route so that a deviation between the second travel route before correction and the second travel route after correction approaches a deviation between the first travel route and the actual position. A driving support device that corrects the The driving support device according to any one of claims 1 to 3, wherein the route correcting section corrects the second traveling route adjacent to the first traveling route. The travel support device according to any one of claims 1 to 4 , wherein the route correction unit corrects the second travel route based on a deviation between the first travel route and the actual position. 6. The driving support device according to claim 5 , wherein the route correcting unit corrects the second traveling route created by the route creating unit by incorporating the deviation into the second traveling route. When there are a plurality of the second travel routes, the route correcting unit adjusts the value to be included in the second travel route that is the furthest from the first travel route to the second travel route that is closest to the first travel route. 7. The driving support device according to claim 6 , wherein the value is smaller than the value to be included. A driving support device according to any one of claims 1 to 7 ;
the running vehicle;
an automatic travel control unit that automatically travels the traveling vehicle based on the planned travel route;
A work vehicle equipped with A travel support method for creating a planned travel route of a travel vehicle to which a work device is coupled, comprising:
a first step of creating a plurality of adjacent running routes as the planned running routes on a field map showing a predetermined field;
a second step of acquiring an actual position of the traveling vehicle when the traveling vehicle automatically travels;
Based on the first travel route on which the traveling vehicle automatically traveled among the plurality of travel routes created in the first step and the actual position, the automatic work trajectory obtained at the actual position is approximated. a third step of correcting the second travel route before performing the automatic travel ;
A driving assistance method comprising: A travel support method for creating a planned travel route of a travel vehicle to which a work device is coupled, comprising:
a first step of creating a plurality of adjacent running routes as the planned running routes on a field map showing a predetermined field;
a second step of acquiring an actual position of the traveling vehicle when the traveling vehicle automatically travels;
The distance between the actual position on the first travel route on which the automatic travel was performed among the plurality of travel routes created in the first step and the second travel route before the automatic travel is adjacent to each other. a third step of correcting the second travel route so as to approach the distance between the travel routes that
A driving assistance method comprising: A travel support method for creating a planned travel route of a travel vehicle to which a work device is coupled, comprising:
a first step of creating a plurality of adjacent running routes as the planned running routes on a field map showing a predetermined field;
a second step of acquiring an actual position of the traveling vehicle when the traveling vehicle automatically travels;
Based on the first travel route on which the traveling vehicle has automatically traveled and the actual position, among the plurality of travel routes created in the first step, the second travel route before the automatic travel is selected. a third step of correcting;
with
In the third step, the second travel route is adjusted so that the deviation between the second travel route before correction and the second travel route after correction approaches the deviation between the first travel route and the actual position. Driving support method for correction.

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