JP7848072B2 - Automated driving method, automated driving system, and automated driving program - Google Patents

Description

This invention relates to an automated driving method, an automated driving system, and an automated driving program for automatically driving a work vehicle.

Conventionally, work vehicles capable of performing tasks while automatically moving within a field, or automatically moving between multiple fields, are known. For example, a technology is known that determines the possible routes for a work vehicle to move from one field to another and displays them on the operator's control terminal (see, for example, Patent Document 1).

Japanese Patent Publication No. 2021-29218

When using automated vehicle navigation on connecting roads (such as roads) between fields, it is necessary to pay attention to the safety of the connecting roads to avoid collisions between the vehicle and other vehicles.

The object of this invention is to provide an automated driving method, an automated driving system, and an automated driving program that enable a work vehicle to safely and efficiently travel between multiple areas.

The automatic driving method according to the present invention is an automatic driving method that causes a work vehicle to automatically travel along a pre-set inter-region route on a connecting path that connects multiple regions. The automatic driving method performs the following actions: stopping the work vehicle at the endpoint of the inter-region route and broadcasting driving information regarding the travel along the inter-region route within the region.

The automated driving system according to the present invention is an automated driving system that automatically drives a work vehicle along a pre-set inter-region route on a connecting path that connects multiple regions. The automated driving system comprises a driving processing unit and a notification processing unit. The driving processing unit stops the work vehicle at the endpoint of the inter-region route. The notification processing unit notifies the regions of driving information related to the inter-region route.

The automatic driving program according to the present invention is an automatic driving program that causes a work vehicle to automatically drive along a pre-set inter-region route on a connecting path that connects multiple regions. The automatic driving program causes one or more processors to execute the following: stopping the work vehicle at the endpoint of the inter-region route, and broadcasting driving information related to the travel along the inter-region route within the region.

According to the present invention, it is possible to provide an automated driving method, an automated driving system, and an automated driving program that enable a work vehicle to automatically travel safely and efficiently between multiple areas.

Figure 1 is a block diagram showing the configuration of an automated driving system according to an embodiment of the present invention. Figure 2 is an external view showing an example of a work vehicle according to an embodiment of the present invention. Figure 3 shows an example of a field-to-field route for a work vehicle according to an embodiment of the present invention. Figure 4A shows an example of a target route for a work vehicle according to an embodiment of the present invention. Figure 4B shows an example of a target route for a work vehicle according to an embodiment of the present invention. Figure 5A shows an example of an operation screen displayed on an operation terminal according to an embodiment of the present invention. Figure 5B shows an example of a teaching operation screen displayed on an operating terminal according to an embodiment of the present invention. Figure 5C shows an example of a teaching operation screen displayed on an operating terminal according to an embodiment of the present invention. Figure 6A shows an example of a teaching operation screen displayed on an operating terminal according to an embodiment of the present invention. Figure 6B shows an example of a teaching operation screen displayed on an operating terminal according to an embodiment of the present invention. Figure 6C shows an example of a teaching operation screen displayed on an operating terminal according to an embodiment of the present invention. Figure 7 shows an example of a field-to-field route for a work vehicle according to an embodiment of the present invention. Figure 8 shows an example of an inter-field route information table according to an embodiment of the present invention. Figure 9 shows an example of an operation screen displayed on an operation terminal according to an embodiment of the present invention. Figure 10 is a flowchart showing an example of the procedure for an automated driving process performed by an automated driving system according to an embodiment of the present invention. Figure 11 is a flowchart showing an example of a teaching process procedure performed by an automated driving system according to an embodiment of the present invention. Figure 12A shows an example of an interpolation path for a work vehicle according to an embodiment of the present invention. Figure 12B shows an example of an interpolation path for a work vehicle according to an embodiment of the present invention. Figure 13 shows an example of a field-to-field route for a work vehicle according to an embodiment of the present invention. Figure 14 shows an example of a field-to-field route for a work vehicle according to an embodiment of the present invention. Figure 15 shows an example of an inter-area route for a work vehicle according to an embodiment of the present invention. Figure 16 shows an example of a notification system for a work vehicle according to an embodiment of the present invention. Figure 17 shows an example of the driving screen of an operating terminal according to an embodiment of the present invention. Figure 18 shows an example of a notification system for a work vehicle according to an embodiment of the present invention. Figure 19 shows an example of the arrangement of multiple operating terminals according to an embodiment of the present invention. Figure 20 shows an example of a driving screen of an operating terminal according to an embodiment of the present invention. Figure 21 shows an example of the driving screen of an operating terminal according to an embodiment of the present invention. Figure 22 shows an example of a driving screen of an operating terminal according to an embodiment of the present invention. Figure 23 shows an example of the arrangement of multiple operating terminals according to an embodiment of the present invention. Figure 24 is a flowchart showing an example of the procedure for an automated driving process (driving information notification process) performed by an automated driving system according to an embodiment of the present invention. Figure 25 shows an example of a driving screen of an operating terminal according to an embodiment of the present invention. Figure 26 shows an example of a driving screen of an operating terminal according to an embodiment of the present invention. Figure 27 shows an example of a driving screen of an operating terminal according to an embodiment of the present invention. Figure 28 is a flowchart showing an example of the procedure for an automated driving process (driving process of the drive source) performed by an automated driving system according to an embodiment of the present invention. Figure 29 is a block diagram showing another configuration of the automated driving system according to an embodiment of the present invention.

The following embodiments are examples that embody the present invention and do not limit the technical scope of the present invention.

As shown in Figure 1, the automated driving system 1 according to an embodiment of the present invention includes a work vehicle 10 and an operating terminal 20. The work vehicle 10 and the operating terminal 20 can communicate via a communication network N1. For example, the work vehicle 10 and the operating terminal 20 can communicate via a mobile phone network, a packet network, or a wireless LAN.

In this embodiment, the case where the work vehicle 10 is a tractor will be used as an example. In other embodiments, the work vehicle 10 may be a rice transplanter, combine harvester, construction machinery, or snowplow. The work vehicle 10 is configured to automatically travel (autonomously) within the work area, which is the field, according to a pre-set target route. Furthermore, the work vehicle 10 can perform predetermined tasks while automatically traveling within the field. In addition, the work vehicle 10 is configured to automatically travel along roads (connecting roads) connecting multiple fields, according to a pre-set inter-field route. Based on the position information of the work vehicle 10's current position calculated by the positioning device 16, the work vehicle 10 automatically travels within the field and outside the field (on roads) according to the pre-set target route and inter-field route.

For example, in field F1 shown in Figures 3 and 4A, the work vehicle 10 automatically travels along a pre-set target route R1 (work route) and performs predetermined tasks. When the work in field F1 is completed, the work vehicle 10 automatically travels along road R0 along a pre-set inter-field route R12 (travel route) to field F2. For example, the work vehicle 10 automatically travels along the inter-field route R12 connecting the entrance/exit H1 of field F1 and the entrance/exit H2 of field F2. Upon arriving at field F2, the work vehicle 10 automatically travels along a pre-set target route R2 (work route) in field F2 (see Figures 3 and 4B) and performs predetermined tasks. The target route R1 within field F1 and the target route R2 within field F2 are set appropriately according to the content of each task. Furthermore, the inter-field route R12 on road R0 is set according to the operator's (user's) operation (teaching operation). In this embodiment, the inter-field route R12 on road R0, where the work vehicle 10 travels from field F1 to field F2, is given as an example. However, the inter-field route R12 may also be the route on road R0 where the work vehicle 10 travels from field F2 to field F1. Also, if the work vehicle 10 travels to three or more fields sequentially, the inter-field route may be set between each field. The inter-field route R12 is an example of the inter-region route of the present invention. Note that the inter-region route of the present invention is not necessarily a route for moving from field to field (inter-field route), but simply a route for moving from a first point to a second point on road R0 (inter-point route). Furthermore, the first and second points may be locations specified by the user on a map.

Furthermore, the connecting road of this invention may be a road exclusively for work vehicles, such as a farm road, forest road, public road, private road, or motorway, or it may be a road that is passable by general vehicles (such as passenger cars).

[Work Vehicle 10]
As shown in Figures 1 and 2, the work vehicle 10 includes a vehicle control device 11, a storage unit 12, a running device 13, a work machine 14, a communication unit 15, a positioning device 16, and the like. The vehicle control device 11 is electrically connected to the storage unit 12, the running device 13, the work machine 14, the positioning device 16, and the like. The vehicle control device 11 and the positioning device 16 may also be capable of wireless communication.

The communication unit 15 is a communication interface that connects the work vehicle 10 to the communication network N1 via wired or wireless means, and performs data communication with external devices such as the operation terminal 20 via the communication network N1, in accordance with a predetermined communication protocol. The work vehicle 10 can communicate wirelessly with the operation terminal 20 via the communication unit 15.

The storage unit 12 is a non-volatile storage unit such as an HDD (Hard Disk Drive) or SSD (Solid State Drive) that stores various types of information. The storage unit 12 stores control programs, such as an automatic driving program, which causes the vehicle control device 11 to execute the automatic driving process described later (see Figures 10, 11, 24, and 28). For example, the automatic driving program is non-temporarily recorded on a computer-readable recording medium such as a flash ROM, EEPROM, CD, or DVD, and is read by a predetermined reading device (not shown) and stored in the storage unit 12. Alternatively, the automatic driving program may be downloaded from a server (not shown) to the work vehicle 10 via a communication network N1 and stored in the storage unit 12. Furthermore, the storage unit 12 may also store route data for target routes and inter-field routes generated by the operation terminal 20.

The running gear 13 is the drive unit that propels the work vehicle 10. As shown in Figure 2, the running gear 13 includes an engine 131 (drive source), front wheels 132, rear wheels 133, transmission 134, front axle 135, rear axle 136, steering wheel 137, etc. The front wheels 132 and rear wheels 133 are located on the left and right sides of the work vehicle 10, respectively. Furthermore, the running gear 13 is not limited to a wheel type with front wheels 132 and rear wheels 133; it may also be a crawler type with crawlers located on the left and right sides of the work vehicle 10.

The engine 131 is a power source such as a diesel engine or gasoline engine, driven by fuel supplied to a fuel tank (not shown). The traction device 13 may be powered by an electric motor, either together with the engine 131 or in place of the engine 131. A generator (not shown) is connected to the engine 131, supplying power to electrical components such as the vehicle control device 11 and the battery installed in the work vehicle 10. The battery is charged by the power supplied by the generator. The vehicle control device 11 and positioning device 16, and other electrical components installed in the work vehicle 10, can be driven by power supplied by the battery even after the engine 131 stops.

The driving force of the engine 131 is transmitted to the front wheels 132 via the transmission 134 and front axle 135, and to the rear wheels 133 via the transmission 134 and rear axle 136. The driving force of the engine 131 is also transmitted to the work implement 14 via the PTO shaft (not shown). When the work vehicle 10 is performing automatic driving, the driving system 13 performs driving operations according to the commands of the vehicle control device 11.

The implement 14 is, for example, a brush cutter, tiller, plow, fertilizer spreader, seed planter, or sprayer, and is detachable from the work vehicle 10. This allows the work vehicle 10 to perform various tasks using each of the implements 14. In this embodiment, the case where the implement 14 is a brush cutter will be used as an example for explanation.

For example, the work vehicle 10, equipped with a directly mounted implement 14 (grass cutter), performs grass cutting work while traveling through both field F1 and field F2. Note that the implement 14 is not limited to a directly mounted implement fixed to the work vehicle 10; it may also be a towed implement pulled by the work vehicle 10.

Furthermore, when the work vehicle 10 travels on road R0 (see Figure 3), it may travel with the implement 14 attached or with the implement 14 removed. For example, if the work vehicle 10 is performing grass cutting work in both field F1 and field F2, after completing the grass cutting work in field F1, the work vehicle 10 will travel along road R0 with the grass cutter attached to move to field F2 and perform the grass cutting work in field F2. If the work vehicle 10 is equipped with a lifting function for the implement 14, it will travel along road R0 with the implement 14 raised. Also, for example, if different work is to be performed in both field F1 and field F2, after completing the work in field F1, the work vehicle 10 will travel along road R0 with the implement 14 removed to move to field F2, and then attach the implement 14 to perform the work in field F2.

The steering wheel 137 is an operating unit operated by the operator or the vehicle control device 11. For example, in the travel device 13, the angle of the front wheels 132 is changed by a hydraulic power steering mechanism (not shown) or the like, in response to the operation of the steering wheel 137 by the vehicle control device 11, thereby changing the direction of travel of the work vehicle 10. When the operator performs a teaching operation (details will be described later), the operator operates the steering wheel 137 to manually drive the work vehicle 10.

Furthermore, the running gear 13 includes, in addition to the steering wheel 137, a shift lever (not shown), an accelerator, brakes, etc., which are operated by the vehicle control device 11. In the running gear 13, the gears of the transmission 134 are switched to forward gear or reverse gear, etc., in response to the operation of the shift lever by the vehicle control device 11, thereby switching the driving mode of the work vehicle 10 to forward or reverse. The vehicle control device 11 also controls the rotational speed of the engine 131 by operating the accelerator. The vehicle control device 11 also operates the brakes to brake the rotation of the front wheels 132 and rear wheels 133 using electromagnetic brakes.

The positioning device 16 is a communication device comprising a positioning control unit 161, a storage unit 162, a communication unit 163, and a positioning antenna 164. For example, as shown in Figure 2, the positioning device 16 is installed above the cabin 138 where the operator sits. However, the installation location of the positioning device 16 is not limited to the cabin 138. Furthermore, the positioning control unit 161, storage unit 162, communication unit 163, and positioning antenna 164 of the positioning device 16 may be distributed and arranged at different locations within the work vehicle 10. As mentioned above, the positioning device 16 is connected to the battery, and the positioning device 16 can operate even when the engine 131 is stopped. Also, the positioning device 16 may be substituted with, for example, a mobile phone terminal, smartphone, or tablet terminal.

The positioning control unit 161 is a computer system comprising one or more processors and storage memory such as non-volatile memory and RAM. The storage unit 162 is a non-volatile memory that stores a program for causing the positioning control unit 161 to execute positioning processing, and data such as positioning information and movement information. For example, the program is non-temporarily recorded on a computer-readable recording medium such as flash ROM, EEPROM, CD, or DVD, and is read by a predetermined reading device (not shown) and stored in the storage unit 162. Alternatively, the program may be downloaded from a server (not shown) to the positioning device 16 via a communication network N1 and stored in the storage unit 162.

The communication unit 163 is a communication interface for connecting the positioning device 16 to the communication network N1 via wired or wireless connection, and for performing data communication with external devices such as base stations (not shown) via the communication network N1, in accordance with a predetermined communication protocol.

The positioning antenna 164 is an antenna that receives radio waves (GNSS signals) transmitted from satellites.

The positioning control unit 161 calculates the current position of the work vehicle 10 based on the GNSS signals received by the positioning antenna 164 from satellites. For example, when the work vehicle 10 is automatically driving through fields F1, F2, road R0, etc., the positioning antenna 164 receives radio waves (transmission time, orbital information, etc.) transmitted from each of multiple satellites. The positioning control unit 161 then calculates the distance between the positioning antenna 164 and each satellite, and calculates the current position (latitude and longitude) of the work vehicle 10 based on the calculated distance. Alternatively, the positioning control unit 161 may perform positioning using a real-time kinematic method (RTK-GPS positioning method (RTK method)) which calculates the current position of the work vehicle 10 using correction information corresponding to a base station (reference station) close to the work vehicle 10. In this way, the work vehicle 10 performs automatic driving using positioning information obtained using the RTK method. The current position of the work vehicle 10 may be the same as the positioning location (for example, the position of the positioning antenna 164), or it may be a position shifted from the positioning location.

The vehicle control device 11 includes control devices such as a CPU, ROM, and RAM. The CPU is a processor that performs various arithmetic operations. The ROM is a non-volatile memory unit that pre-stores control programs such as a BIOS and OS for the CPU to perform various arithmetic operations. The RAM is a volatile or non-volatile memory unit that stores various information and is used as a temporary memory (work area) for the various processes performed by the CPU. The vehicle control device 11 controls the work vehicle 10 by executing various control programs pre-stored in the ROM or memory unit 12 using the CPU.

The vehicle control device 11 controls the operation of the work vehicle 10 in response to various user operations on the work vehicle 10. Furthermore, the vehicle control device 11 executes an automatic driving process for the work vehicle 10 based on the current position of the work vehicle 10 calculated by the positioning device 16, and pre-set target routes and inter-field routes.

As shown in Figure 1, the vehicle control device 11 includes various processing units such as a driving processing unit 111, a notification processing unit 112, and a drive processing unit 113. The vehicle control device 11 functions as these various processing units by executing various processes according to the automatic driving program using the CPU. Furthermore, some or all of these processing units may be composed of electronic circuits. The automatic driving program may also be a program that causes multiple processors to function as processing units.

The driving processing unit 111 controls the movement of the work vehicle 10. Specifically, when the driving processing unit 111 receives a driving start instruction from the operation terminal 20, it starts the automatic movement of the work vehicle 10. For example, when an operator presses the start button on the operation screen of the operation terminal 20, the operation terminal 20 outputs a driving start instruction to the work vehicle 10. When the driving processing unit 111 receives the driving start instruction from the operation terminal 20, it starts the automatic movement of the work vehicle 10. As a result, the work vehicle 10 starts automatic movement in, for example, field F1 according to the target route R1 (see Figure 4A) and starts work with the implement 14. The work vehicle 10 also starts automatic movement in, for example, field F2 according to the target route R2 (see Figure 4B) and starts work with the implement 14. Furthermore, the work vehicle 10 automatically moves along, for example, road R0 according to the inter-field route R12 (see Figure 3). In other words, the driving processing unit 111 can automatically drive the work vehicle 10 along the inter-field route R12 on the road R0 outside the field. For example, the driving processing unit 111 can automatically drive the work vehicle 10 along the road R0 connecting field F1 and field F2, following the inter-field route R12 set on road R0. The target route and inter-field route for the work vehicle 10 to travel automatically are generated, for example, in the operation terminal 20. The work vehicle 10 obtains route data corresponding to the target route and inter-field route from the operation terminal 20 and automatically drives along the target route and inter-field route.

Furthermore, the driving processing unit 111 stops the automatic driving of the work vehicle 10 when it receives a driving stop instruction from the operation terminal 20. For example, when an operator presses the stop button on the operation screen of the operation terminal 20, the operation terminal 20 outputs a driving stop instruction to the work vehicle 10.

Furthermore, the driving processing unit 111 stops the automatic driving of the work vehicle 10 when it detects an obstacle. For example, if an obstacle detection device (not shown) mounted on the work vehicle 10 detects an obstacle within a range of 3m to 8m in front of the work vehicle 10, the driving processing unit 111 slows down the work vehicle 10. Also, if the obstacle detection device detects an obstacle within a range of up to 3m in front of the work vehicle 10, the driving processing unit 111 stops the work vehicle 10.

The notification processing unit 112 notifies the field of travel information regarding the route between fields. The travel processing unit 111 controls the automatic travel of the work vehicle 10 according to the operator's actions after the notification processing. The specific notification processing performed by the notification processing unit 112 will be described later.

The drive processing unit 113 controls the operation (stopping, starting, etc.) of the drive source (e.g., engine 131) that drives the work implement 14. The specific drive processing performed by the drive processing unit 113 will be described later.

[Operating terminal 20]
As shown in Figure 1, the operating terminal 20 is an information processing device comprising an operation control unit 21, a storage unit 22, an operation display unit 23, and a communication unit 24. The operating terminal 20 may be composed of a mobile device such as a tablet or a smartphone.

The communication unit 24 is a communication interface for connecting the operating terminal 20 to the communication network N1 via wired or wireless connection, and for performing data communication with one or more external devices such as work vehicles 10 via the communication network N1, in accordance with a predetermined communication protocol.

The operation display unit 23 is a user interface comprising a display unit, such as a liquid crystal display or organic EL display, for displaying various information, and an operation unit, such as a touch panel, mouse, or keyboard, for receiving operations. The operator can perform operations to register various information (such as work vehicle information, field information, and work information, as described later) by operating the operation unit on the operation screen displayed on the display unit.

Furthermore, the operator performs an operation (teaching operation) on the control unit to set the inter-field route R12 for the work vehicle 10 to automatically travel along the road R0 (connecting road) that connects field F1 and field F2.

Furthermore, the operator can use the control unit to issue commands to the work vehicle 10 to start and stop driving. In addition, the operator can monitor the driving status of the work vehicle 10, which automatically travels through fields F1, F2, and road R0 according to the target route and inter-field route, by observing the driving trajectory displayed on the control terminal 20 from a location away from the work vehicle 10.

The storage unit 22 is a non-volatile storage unit such as an HDD or SSD that stores various types of information. The storage unit 22 stores control programs, such as an automatic driving program, which causes the operation control unit 21 to execute the automatic driving process described later (see Figures 10, 11, 24, and 28). For example, the automatic driving program is non-temporarily recorded on a computer-readable recording medium such as a flash ROM, EEPROM, CD, or DVD, and is read by a predetermined reading device (not shown) and stored in the storage unit 22. Alternatively, the automatic driving program may be downloaded from a server (not shown) via a communication network N1 to the operation terminal 20 and stored in the storage unit 22.

Furthermore, a dedicated application for automatically driving the work vehicle 10 is installed in the memory unit 22. The operation control unit 21 activates this dedicated application to perform various information setting processes related to the work vehicle 10, generate target routes and field routes for the work vehicle 10, and issue automatic driving instructions to the work vehicle 10.

Furthermore, the storage unit 22 stores data such as work vehicle information, which is information related to the work vehicle 10, and target route information, which is information related to the target route. The work vehicle information includes information such as the vehicle number and model for each work vehicle 10. The vehicle number is the identification information of the work vehicle 10. The model is the model of the work vehicle 10. The storage unit 22 may store the work vehicle information for one work vehicle 10, or it may store the work vehicle information for multiple work vehicles 10. For example, if a particular operator owns multiple work vehicles 10, the work vehicle information for each work vehicle 10 will be stored in the storage unit 22.

The target route information includes, for each target route, information such as the route name, field name, address, field area, and working time. The route name is the route name of the target route generated on the operation terminal 20. The field name is the name of the field to which the target route is set. The address is the address of the field, and the field area is the area of the field. The working time is the time required for the work on the field using the work vehicle 10.

If the target route corresponds to a route (an inter-field route) on road R0, the target route information includes information such as the route name, address, distance traveled, and travel time. The route name is the name of road R0, and the address is the address of road R0. The distance traveled is the distance the work vehicle 10 travels on road R0, for example, the distance from field F1 to field F2. The travel time is the time the work vehicle 10 travels on road R0, for example, the time required to travel from field F1 to field F2.

The memory unit 22 may store the target route information for one target route, or it may store the target route information for multiple target routes. For example, if a specific operator generates multiple target routes for one or more fields owned by them, the target route information for each target route is stored in the memory unit 22. A single target route may be set for a single field, or multiple target routes may be set. Similarly, a single inter-field route may be set for a set of fields, or multiple inter-field routes may be set. In this embodiment, the memory unit 22 stores target route information corresponding to target route R1 (see Figure 4A) running through field F1, target route information corresponding to target route R2 (see Figure 4B) running through field F2, and target route information corresponding to inter-field route R12 (see Figure 3) running along road R0.

In another embodiment, some or all of the information, such as the work vehicle information and the target route information, may be stored on a server accessible from the operation terminal 20. The operator may register the work vehicle information and the target route information on the server (e.g., a personal computer, cloud server, etc.). In this case, the operation control unit 21 may acquire the information from the server and execute various processes, such as the automatic driving process described later (see Figures 10, 11, 24, and 28).

The operation control unit 21 includes control devices such as a CPU, ROM, and RAM. The CPU is a processor that performs various arithmetic operations. The ROM is a non-volatile memory unit that pre-stores control programs such as the BIOS and OS for the CPU to perform various arithmetic operations. The RAM is a volatile or non-volatile memory unit that stores various information and is used as temporary memory for the various processes performed by the CPU. The operation control unit 21 controls the operation terminal 20 by executing various control programs pre-stored in the ROM or memory unit 22 using the CPU.

As shown in Figure 1, the operation control unit 21 includes various processing units such as a setting processing unit 211, a reception processing unit 212, an acquisition processing unit 213, a generation processing unit 214, and an output processing unit 215. The operation control unit 21 functions as these various processing units by executing various processes according to the control program using the CPU. Furthermore, some or all of these processing units may be composed of electronic circuits. The control program may also be a program that causes multiple processors to function as processing units.

The setting processing unit 211 sets information related to the work vehicle 10 (hereinafter referred to as work vehicle information), information related to the field (hereinafter referred to as field information), and information related to how the work will be carried out specifically (hereinafter referred to as work information). For example, the setting processing unit 211 receives setting operations from the operator on the setting screen D1 shown in Figure 5A and registers each setting information.

Specifically, the setting processing unit 211 sets information such as the model of the work vehicle 10, the location where the positioning antenna 164 is attached to the work vehicle 10, the type of work equipment 14, the size and shape of the work equipment 14, the position of the work equipment 14 relative to the work vehicle 10, the vehicle speed and engine speed of the work vehicle 10 during operation, and the vehicle speed and engine speed of the work vehicle 10 during turning, by having the operator register this information on the operation terminal 20.

Furthermore, the setting processing unit 211 sets information such as the location and shape of the field, the work start position (travel start position) where work begins, the work end position (travel end position) where work ends, and the work direction by performing a registration operation on the operation terminal 20.

Information on the location and shape of the field can be automatically acquired, for example, by having an operator ride in the work vehicle 10 and drive it in a circle along the perimeter of the field, while recording the changes in the position information of the positioning antenna 164 during that time. Alternatively, the location and shape of the field can also be acquired based on a polygon obtained by having the operator specify multiple points on the map displayed on the operation terminal 20. The area identified by the acquired location and shape of the field is the area where the work vehicle 10 can travel (the driving area).

For example, the setting processing unit 211 registers the field information for field F1 shown in Figure 4A and the field information for field F2 shown in Figure 4B.

Furthermore, the setting processing unit 211 is configured to allow setting of work information such as whether or not there is coordinated work between the work vehicle 10 (unmanned tractor) and the manned work vehicle 10, the number of skips (the number of work paths skipped when the work vehicle 10 turns in the headland), the width of the headland, and the width of the non-cultivated land.

Furthermore, the setting processing unit 211 generates a target route for the work vehicle 10 to automatically travel in the field based on the setting information. Specifically, the setting processing unit 211 generates a target route within the field based on the travel start position and travel end position registered in the field settings. For example, as shown in Figure 4A, the setting processing unit 211 generates a target route R1 including a travel start position S1, a travel end position G1, a straight route r1 (solid line portion in Figure 4A), and a turning route r2 (dotted line portion in Figure 4A) based on the operator's setting operations. Also, for example, as shown in Figure 4B, the setting processing unit 211 generates a target route R2 including a travel start position S2, a travel end position G2, a straight route r1 (solid line portion in Figure 4B), and a turning route r2 (dotted line portion in Figure 4B) based on the operator's setting operations. The setting processing unit 211 registers the generated target route R1 in association with field F1, and registers the generated target route R2 in association with field F2.

Here, the operation control unit 21 generates the inter-field routes of the road R0 connecting multiple fields, based on the operator's operation (teaching operation), as shown below.

Specifically, the reception processing unit 212 receives the operator's driving instructions. For example, the reception processing unit 212 receives a driving instruction (manual steering) to manually drive the work vehicle 10 from field F1 to field F2. The acquisition processing unit 213 acquires the position information of the work vehicle 10 traveling on the road R0 connecting field F1 and field F2 from the positioning device 16 based on the operator's driving instructions. The generation processing unit 214 generates an inter-field route R12 for the work vehicle 10 to automatically travel between field F1 and field F2 based on the position information acquired based on the operator's driving instructions.

For example, the reception processing unit 212 displays the teaching operation screen D2 shown in Figure 5B and accepts the operator's operation to select a field. The teaching operation screen D2 displays a list of field information for multiple fields registered by the setting processing unit 211. The operator selects multiple fields that will be the target of the inter-field route on the teaching operation screen D2.

First, the operator selects the field where the teaching operation will begin (in this case, field F1) (see Figure 5B). Once the operator selects field F1, the reception processing unit 212 displays the selected field F1 identifiable on the map of the teaching operation screen D2 (see Figure 5B) (displaying a dotted line frame image).

Next, the operator selects the field where the teaching operation will end (in this case, field F2) (see Figure 5C). Once the operator selects field F2, the reception processing unit 212 displays the selected field F2 identifiable on the map of the teaching operation screen D2 (see Figure 5C) (displaying a dotted line frame image).

The reception processing unit 212, upon receiving a selection operation from the operator for multiple fields to be included in the inter-field route, accepts a teaching run start operation. For example, in the teaching operation screen D2 shown in Figure 6A, when the operator presses the start button, the reception processing unit 212 accepts the teaching run start operation. Upon receiving the start operation, the reception processing unit 212 sets the route start position Ts1 in field F1. For example, the reception processing unit 212 sets the current position of the work vehicle 10 at the time the start operation is received as the route start position Ts1.

In another embodiment, the reception processing unit 212 may set the route start position Ts1 in field F1 when it receives the start operation from the operator while the work vehicle 10 is located in a predetermined area within field F1. For example, provided that the work vehicle 10 is located within the area of the entrance/exit H1 (see Figure 4A) in field F1, the reception processing unit 212 receives the start operation from the operator and sets the route start position Ts1 in field F1. Conversely, if the work vehicle 10 is located outside the area of the entrance/exit H1 in field F1, the reception processing unit 212 does not set the route start position Ts1 in field F1 even if it receives the start operation from the operator. In this case, the reception processing unit 212 may notify the operator of a message indicating that the route start position Ts1 cannot be set, a message prompting the operator to move the work vehicle 10 into the area of the entrance/exit H1, and so on. This configuration allows the starting point of the inter-field path for movement between fields to be set to a specific area (e.g., entrance/exit H1), thereby limiting the location from which one exits a field to the outside.

When the reception processing unit 212 receives the start operation from the operator, it displays a route start position image Ms on the map of the teaching operation screen D2 (see Figure 6A), indicating the route start position Ts1 at the entrance/exit H1 of field F1. Furthermore, as shown in Figure 6A, the reception processing unit 212 displays a guide route Mr (dotted line) connecting field F1 and field F2 as information to support the teaching operation. This allows the operator to manually operate the vehicle (drive) according to the guide route Mr, thus facilitating the teaching operation.

The operator, for example, brings the operation terminal 20 to the work vehicle 10 and manually drives the vehicle along road R0 (see Figure 3) from field F1 to field F2 while checking the guidance route Mr displayed on the operation terminal 20. The reception processing unit 212 receives the operator's driving operation (manual steering). The reception processing unit 212 displays the current position image Mp on the guidance route Mr corresponding to the current position of the work vehicle 10 on the teaching operation screen D2.

The data acquisition processing unit 213 acquires the position information of the work vehicle 10 while the operator is teaching the work vehicle 10 on road R0. The data acquisition processing unit 213 also acquires information on the speed of the work vehicle 10 during the teaching run. The data acquisition processing unit 213 may also acquire information about road R0 during the teaching run (e.g., information on obstacles, road surface conditions, road width, stop lines, speed limits, traffic lights, etc.).

The operator drives the work vehicle 10 to field F2. Upon arrival at field F2, the operator presses the "End" button on the teaching operation screen D2 (see Figure 6B). When the operator presses the "End" button, the reception processing unit 212 receives the instruction to end the teaching run. Upon receiving the "End" instruction, the reception processing unit 212 sets the route end position Te2 in field F2. For example, the reception processing unit 212 sets the current position of the work vehicle 10 at the time the "End" instruction is received as the route end position Te2.

In another embodiment, the reception processing unit 212 may set the route end position Te2 in field F2 when it receives the termination operation from the operator while the work vehicle 10 is located in a predetermined area within field F2. For example, provided that the work vehicle 10 is located within the area of the entrance/exit H2 (see Figure 4B) in field F2, the reception processing unit 212 receives the termination operation from the operator and sets the route end position Te2 in field F2. In contrast, if the work vehicle 10 is located outside field F2 or outside the area of the entrance/exit H2 within field F2, the reception processing unit 212 does not set the route end position Te2 in field F2 even if it receives the termination operation from the operator. In this case, the reception processing unit 212 may notify the operator of a message indicating that the route end position Te2 cannot be set, a message prompting the operator to move the work vehicle 10 into the area of the entrance/exit H2, etc. This configuration allows the end point of the inter-field path for movement between fields to be set to a specific area (e.g., entrance/exit H2), thereby limiting the entry point from outside the field into the field.

When the reception processing unit 212 receives the termination operation from the operator, it displays a route termination position image Me, indicating the route termination position Te2 at the entrance/exit H2 of field F2, on the map of the teaching operation screen D2 shown in Figure 6C.

Furthermore, when the reception processing unit 212 receives the termination operation from the operator, the generation processing unit 214 generates an inter-field route R12 for the work vehicle 10 to automatically travel between field F1 and field F2, based on the position information of the work vehicle 10 acquired by the acquisition processing unit 213. Specifically, as shown in Figure 7, the generation processing unit 214 connects the route start position Ts1 at the entrance/exit H1 of field F1 and the route end position Te2 at the entrance/exit H2 of field F2, generating an inter-field route R12 that passes over road R0. The generation processing unit 214 displays the route image Mt (solid line) of the generated inter-field route R12 on the map of the teaching operation screen D2 shown in Figure 6C.

The generation processing unit 214 notifies the operator on the teaching operation screen D2 shown in Figure 6C whether or not to register the generated inter-field route R12. When the operator confirms the inter-field route R12 on the teaching operation screen D2 and presses the registration button, the generation processing unit 214 receives an instruction to register the inter-field route R12. Upon receiving the registration instruction, the generation processing unit 214 registers the inter-field route R12, associating it with fields F1 and F2.

Specifically, the generation processing unit 214 registers the inter-field route R12 in the inter-field route information table E1. Figure 8 shows an example of the inter-field route information table E1. The inter-field route information table E1 includes a route ID, a starting field, an ending field, position information, speed information, etc. The route ID is identification information for the inter-field route. Route ID "R001" indicates the inter-field route R12. The starting field is information indicating the field corresponding to the starting position of the inter-field route, and the ending field is information indicating the field corresponding to the ending position of the inter-field route. The position information is information indicating the position of the inter-field route, and is coordinate position information acquired at a predetermined period (sampling interval). The speed information is the travel speed of the work vehicle 10 when the inter-field route is taught, and is information of the travel speed for each coordinate position. The generation processing unit 214 registers the generated inter-field routes in the inter-field route information table E1, associating them with the fields each time the operator selects multiple fields and performs a teaching operation.

When the operator initiates automatic driving of the work vehicle 10, they select multiple fields and choose an inter-field route from the inter-field route information table E1 for automatic driving between fields. For example, in the route generation screen D3 shown in Figure 9, when the operator selects fields F1 and F2, the operation control unit 21 displays a list of inter-field routes registered in the inter-field route information table E1 and accepts the operator's request to select an inter-field route. Although not shown in the diagram, the operation control unit 21 also accepts the operation to select the target route R1 for field F1 (see Figure 4A) and the target route R2 for field F2 (see Figure 4B) on the route generation screen D3.

Furthermore, the operation control unit 21 determines whether the inter-field route connecting fields F1 and F2 is registered in the inter-field route information table E1. If the inter-field route is registered in the inter-field route information table E1, it displays the inter-field route on the route generation screen D3.

When the operator selects fields F1 and F2, selects target route R1 within field F1 and target route R2 within field F2, and selects inter-field route R12 connecting fields F1 and F2, and then presses the start button (see Figure 9), the output processing unit 215 outputs the route data for the target routes and inter-field routes to the work vehicle 10. Alternatively, the operation control unit 21 may extract and set the inter-field route R12 connecting fields F1 and F2 from the inter-field routes registered in the inter-field route information table E1 when the operator selects fields F1 and F2. In this case, the operator's selection of the inter-field route can be omitted.

Here, the output processing unit 215 outputs route data to the work vehicle 10, including the target route R1 (see Figure 4A), which is the work route within field F1; the target route R2 (see Figure 4B), which is the work route within field F2; and the inter-field route R12 (see Figure 7), which is the inter-field route connecting field F1 and field F2.

When route data generated on the operation terminal 20 is transferred to the work vehicle 10, it is stored in the storage unit 12. The work vehicle 10 detects its current position using the positioning antenna 164 and performs automatic driving processing based on the route data. Normally, the current position of the work vehicle 10 coincides with the position of the positioning antenna 164.

Furthermore, the work vehicle 10 is configured to automatically travel within field F1 when its current position coincides with the starting position S1 (see Figure 4A) within field F1, and to automatically travel within field F2 when its current position coincides with the starting position S2 (see Figure 4B) within field F2. Additionally, the work vehicle 10 is configured to automatically travel along the inter-field route R12 when its current position coincides with the starting position Ts1 (see Figure 7) of the route at the entrance/exit H1 of field F1.

For example, when the work vehicle 10's current position coincides with the starting position S1 of field F1, and the operator presses the start button on the operation screen (not shown) to give a command to start driving, the driving processing unit 111 of the work vehicle 10 will automatically start driving along the target route R1.

The driving processing unit 111 automatically drives the work vehicle 10 from the starting position S1 to the ending position G1 in the field F1 according to the target route R1 (see Figure 4A). When the work vehicle 10 reaches the ending position G1, the operator moves the work vehicle 10 from the ending position G1 to the starting position Ts1. Alternatively, as shown in the embodiment described later (see Figure 12A), the operation control unit 21 may generate a route (interpolated route r31) for the work vehicle 10 to automatically travel from the ending position G1 to the starting position Ts1. In this case, when the work vehicle 10 reaches the ending position G1, it automatically travels from the ending position G1 to the starting position Ts1 according to the interpolated route r31.

When the current position of the work vehicle 10 coincides with the route start position Ts1, the driving processing unit 111 automatically drives the work vehicle 10 from the route start position Ts1 to the route end position Te2 at field F2, following the inter-field route R12 (see Figure 7). The vehicle control device 11 temporarily stops the work vehicle 10 when it leaves field F1 onto road R0 and requests a safety check by the operator (notification process described later).

The driving processing unit 111 automatically drives the work vehicle 10 based on position information, speed information, etc. (see Figure 8) associated with the inter-field route R12. For example, the driving processing unit 111 sets the driving speed corresponding to the speed information (driving speed during teaching) as an upper limit speed and controls the driving speed of the work vehicle 10 while driving automatically. Furthermore, if the driving processing unit 111 detects an obstacle while the work vehicle 10 is automatically driving along the inter-field route R12, it will automatically drive along the route R12 while avoiding the obstacle.

Furthermore, the driving processing unit 111 temporarily stops the work vehicle 10 when it enters field F2 from road R0. When the work vehicle 10 reaches the end of the route position Te2, the operator moves the work vehicle 10 from the end of the route position Te2 to the starting position S2 in field F2. As shown in the embodiment described later (see Figure 12B), the operation control unit 21 may generate a route (interpolated route r32) for the work vehicle 10 to automatically travel from the end of the route position Te2 to the starting position S2. In this case, when the work vehicle 10 reaches the end of the route position Te2, it automatically travels from the end of the route position Te2 to the starting position S2 according to the interpolated route r32.

When the current position of the work vehicle 10 coincides with the starting position S2, the driving processing unit 111 automatically drives the work vehicle 10 from the starting position S2 to the ending position G2 according to the target route R2 (see Figure 4B). When the work vehicle 10 reaches the ending position G2, the driving processing unit 111 terminates the automatic driving. In this way, the driving processing unit 111 automatically drives the work vehicle 10 within field F1, then automatically drives it along the inter-field route R12 from field F1 to field F2, and then automatically drives it within field F2.

While the work vehicle 10 is automatically moving, the operator can monitor its driving status within field F1, its driving status on road R0 connecting field F1 and field F2, and its driving status within field F2 using the control terminal 20.

Furthermore, the operating terminal 20 may be able to access the website (agricultural support site) of the agricultural support service provided by the server (not shown) via the communication network N1. In this case, the operating terminal 20 can function as an operating terminal for the server by executing a browser program by the operation control unit 21. The server then comprises the processing units described above and executes each of them.

[Automatic driving process]
Hereinafter, an example of the automatic driving process performed by the automatic driving system 1 will be described with reference to Figures 10 and 11.

Furthermore, the present invention can be understood as an invention of an automated driving method that executes one or more steps included in the automated driving process described herein. The one or more steps included in the automated driving process described herein may be omitted as appropriate. The execution order of each step in the automated driving process may differ as long as similar effects are produced. Moreover, while this description uses the case where the operation control unit 21 executes each step in the automated driving process as an example, an automated driving method in which one or more processors distribute and execute each step in the automated driving process can also be considered as another embodiment.

Furthermore, the route generation method of the present invention is included in the aforementioned automatic driving method. For example, the teaching process shown in Figure 11 is an example of a route generation process, and the teaching method that executes each step in the teaching process is an example of a route generation method of the present invention.

In step S1, the operation control unit 21 of the operation terminal 20 determines whether or not it has received a field selection operation from the operator. If the operation control unit 21 receives a field selection operation (S1: Yes), it proceeds to step S2. The operation control unit 21 waits until it receives a field selection operation (S1: No). Here, the operator selects field F1.

In step S2, the operation control unit 21 determines whether or not it has received a work path selection operation from the operator. If the operation control unit 21 receives a work path selection operation (S2: Yes), it proceeds to step S3. If the operation control unit 21 does not receive a work path selection operation (S2: No), it proceeds to step S1. Here, the operator selects target path R1 (see Figure 4A) as the work path corresponding to field F1.

In step S3, the operation control unit 21 determines whether the field selection operation has been completed. For example, if the operator selects field F1 and target route R1 and completes the operation (S3: Yes), the operation control unit 21 proceeds to step S4. If the field selection operation has not been completed (S3: No), the operation control unit 21 proceeds to step S1.

Returning to step S1, the operation control unit 21 determines whether or not it has received a field selection operation from the operator. Here, the operation control unit 21 receives an operation from the operator to select field F2. Then, in the subsequent step S2, the operation control unit 21 receives an operation from the operator to select target path R2 (see Figure 4B) as the work path corresponding to field F2.

In step S4, the operation control unit 21 determines whether the operator has selected multiple fields. If the operator has selected multiple fields (S4: Yes), the operation control unit 21 proceeds to step S5. On the other hand, if the operator has selected only one field (S4: No), the operation control unit 21 proceeds to step S7.

In step S5, the operation control unit 21 determines whether the inter-field routes connecting the multiple fields selected by the operator are already registered in the inter-field route information table E1 (see Figure 8). If the inter-field routes are already registered (S5: Yes), the operation control unit 21 proceeds to step S6. On the other hand, if the inter-field routes are not already registered (S5: No), the operation control unit 21 proceeds to step S51 (the teaching process described later). Upon proceeding to step S51, the operation control unit 21 executes the process of generating the inter-field routes (S51) and sets the generated inter-field routes as the inter-field routes connecting the multiple fields selected by the operator (S52). Here, the operation control unit 21 sets the inter-field route R12 generated by the teaching process as the inter-field route connecting field F1 and field F2 (S52). After step S52, the operation control unit 21 moves the process to step S7.

In step S6, the operation control unit 21 sets the inter-field routes selected by the operator or automatically extracted from the inter-field routes registered in the inter-field route information table E1 (see Figure 8) as the inter-field routes connecting the multiple fields selected by the operator. Afterward, the operation control unit 21 proceeds to step S7.

In step S7, the operation control unit 21 determines whether or not it has received a command to start driving from the operator. If the operation control unit 21 receives a command to start driving from the operator (S7: Yes), it proceeds to step S8. The operation control unit 21 waits until it receives a command to start driving from the operator (S7: No).

In step S8, the operation control unit 21 outputs route data to the work vehicle 10. Here, the operation control unit 21 outputs route data to the work vehicle 10 that includes the target route R1 (see Figure 4A), which is the work route within field F1; the target route R2 (see Figure 4B), which is the work route within field F2; and the inter-field route R12 (see Figure 7), which is the inter-field route connecting field F1 and field F2.

Upon acquiring the route data, the work vehicle 10 automatically begins driving according to the operator's commands. As a result, the work vehicle 10 automatically drives along the target route R1 from the starting position S1 to the ending position G1 in field F1 (see Figure 4A), completing the work in field F1. Then, it automatically drives along road R0 (see Figure 7) from the starting position Ts1 within field F1 to the ending position Te2 within field F2. Furthermore, upon reaching the ending position Te2, the work vehicle 10 automatically drives from the starting position S2 to the ending position G2 in field F2 (see Figure 4B), completing the work in field F2.

In step S9, the operation control unit 21 determines whether the work vehicle 10 has reached the end-of-travel position. Here, the end-of-travel position is the end-of-travel position G2 in field F2 (see Figure 4B). If the work vehicle 10 reaches the end-of-travel position (S9: Yes), the operation control unit 21 terminates the process. The operation control unit 21 waits until the work vehicle 10 reaches the end-of-travel position (S9: No).

[Teaching process]
Figure 11 is a flowchart showing an example of the procedure for the teaching process (step S51 in Figure 10). Here, it is assumed that the operator has selected fields F1 and F2 as the fields to be used for the inter-field path.

In the teaching process described above, first, in step S21, the operation control unit 21 determines whether or not it has received a teaching operation start instruction from the operator. If the operation control unit 21 receives a teaching operation start instruction from the operator (S21: Yes), it proceeds to step S22. The operation control unit 21 waits until it receives a teaching operation start instruction from the operator (S21: No).

In step S22, the operation control unit 21 determines whether the current position of the work vehicle 10 is located at the entrance/exit of the field. Here, the operation control unit 21 determines whether the work vehicle 10 is located at the entrance/exit H1 of field F1 (see Figure 4A). If the current position of the work vehicle 10 is located at the entrance/exit of the field (S22: Yes), the operation control unit 21 proceeds to step S23. The operation control unit 21 waits until the current position of the work vehicle 10 is located at the entrance/exit of the field (S22: No).

In step S23, the operation control unit 21 receives the command to start the teaching run. For example, in the teaching operation screen D2 shown in Figure 6A, when the operator presses the start button, the operation control unit 21 receives the command to start the teaching run.

Next, in step S24, the operation control unit 21 sets the starting position of the inter-field route (route start position). Here, upon receiving the start operation, the operation control unit 21 sets the current position of the work vehicle 10 located at the entrance/exit H1 of field F1 as the route start position Ts1 (see Figure 6A). This allows the operator to perform teaching driving operations.

The operator, for example, brings the control terminal 20 to the work vehicle 10 and manually drives the vehicle along road R0 (see Figure 3) from field F1 to field F2 while checking the guide route Mr (see Figure 6A) displayed on the control terminal 20.

Next, in step S25, the operation control unit 21 acquires driving information (location information, driving speed information, road information, etc.) of the work vehicle 10 while the operator is teaching the work vehicle 10 to drive.

Next, in step S26, the operation control unit 21 determines whether or not it has received a request from the operator to end the teaching run. If the operation control unit 21 receives a request from the operator to end the teaching run (S26: Yes), it proceeds to step S27. The operation control unit 21 continues the process of acquiring the running information in accordance with the operator's teaching run until it receives a request from the operator to end the teaching run (S26: No). For example, the operator performs the teaching operation end operation when the work vehicle 10 reaches the entrance/exit H2 of field F2 (see Figure 6B).

In step S27, the operation control unit 21 sets the end position of the inter-field path (path end position). Here, upon receiving the end operation, the operation control unit 21 sets the current position of the work vehicle 10 located at the entrance/exit H2 of field F2 as the path end position Te2 (see Figure 6C).

Next, in step S28, the operation control unit 21 generates an inter-field route. Specifically, based on the position information of the work vehicle 10, the operation control unit 21 generates an inter-field route R12 that automatically drives the work vehicle 10 between field F1 and field F2. For example, as shown in Figure 7, the operation control unit 21 connects the route start position Ts1 at the entrance/exit H1 of field F1 and the route end position Te2 at the entrance/exit H2 of field F2, generating an inter-field route R12 that passes along the road R0.

The operation control unit 21 notifies the operator on the teaching operation screen D2 shown in Figure 6C whether or not to register the generated inter-field route R12. When the operator confirms the inter-field route R12 on the teaching operation screen D2 and presses the register button, the operation control unit 21 receives the instruction to register the inter-field route R12 and registers it in association with fields F1 and F2 (see Figure 8).

The operation control unit 21 executes the teaching process as described above, and sets the inter-field route R12 generated during the teaching process as the inter-field route between field F1 and field F2 in step S52 (see Figure 10).

As described above, the operation control unit 21 executes the automatic driving process. Based on the route data transmitted from the operation control unit 21, the work vehicle 10 performs predetermined tasks while automatically driving through each of the multiple fields, and then automatically travels between fields. Note that the teaching process shown in Figure 11 may be executed when the work vehicle 10 starts work, or it may be executed when the work vehicle 10 is not performing work.

As described above, the automated driving system 1 according to this embodiment receives driving commands from an operator, acquires position information of a work vehicle 10 traveling on a road R0 (an example of a connecting road in the present invention) connecting field F1 and field F2 based on the driving commands, and generates an inter-field route R12 (an example of an inter-field route in the present invention) that causes the work vehicle 10 to automatically travel between field F1 and field F2 based on the position information.

According to the above configuration, a route for automatic travel between multiple fields can be generated in response to the operator's driving operations (manual driving operations). This ensures that the work vehicle 10 can reliably automatically travel between multiple fields. Furthermore, by memorizing the route traveled between fields via manual driving, the vehicle can automatically travel between multiple fields in subsequent operations, thereby improving work efficiency. Therefore, the work vehicle 10 can be automatically operated on multiple fields consecutively.

The present invention is not limited to the embodiments described above, and may also be subject to the following embodiments.

For example, as shown in Figure 12A, the operation control unit 21 may generate a route (interpolated route r31) for automatically driving the work vehicle 10 from the end position G1 to the start position Ts1. Specifically, when the start position Ts1 is set within the field F1 (see Figure 6A), the operation control unit 21 generates an interpolated route r31 connecting the end position G1 of the target route R1 within the field F1 and the start position Ts1.

Furthermore, as shown in Figure 12B, the operation control unit 21 may generate an interpolated path (interpolated path r32) for automatically driving the work vehicle 10 from the path end position Te2 to the driving start position S2. Specifically, when the path end position Te2 is set within field F2 (see Figure 6C), the operation control unit 21 generates an interpolated path r32 connecting the path end position Te2 and the driving start position S2 of the target path R1 within field F2.

The operation control unit 21 registers the generated interpolation paths r31 and r32 in association with the inter-field path R12 between field F1 and field F2. This allows the work vehicle 10 to automatically travel the entire route from the starting position S1 in field F1 to the ending position G2 in field F2.

Furthermore, when the work vehicle 10 moves to field F1 after working in field F2 to perform work, the operation control unit 21 generates an interpolated path connecting the end position G2 of the target path R2 and the start position of the path (the same position as the end position Te2) in field F2, and generates an interpolated path connecting the end position of the path (the same position as the start position Ts1) and the start position S1 of the target path R1 in field F1. That is, in this invention, when a first target path for automatic movement of the work vehicle 10 is set in the first field, and a second target path for automatic movement of the work vehicle 10 is set in the second field, the operation control unit 21 generates a first interpolated path connecting the start or end position of the first target path to a first end position (the start or end position of the path), and a second interpolated path connecting the start or end position of the second target path to a second end position (the start or end position of the path).

In another embodiment of the present invention, the operation control unit 21 may generate inter-field routes connecting multiple other fields by utilizing at least a portion of already registered inter-field routes. For example, if an inter-field route R12 connecting fields F1 and F2 (see Figure 7) and an inter-field route R34 connecting fields F3 and F4 (see Figure 13) are registered (see Figure 8), the operation control unit 21 generates inter-field routes between other fields by utilizing at least a portion of inter-field routes R12 and R34. Specifically, as shown in Figure 14, the operation control unit 21 generates an inter-field route R13 between fields F1 and F3 by utilizing a portion of inter-field route R12a and a portion of inter-field route R34a.

In the example shown in Figure 14, the operation control unit 21 can generate multiple inter-field routes connecting each field F1 to F4 using the registered inter-field routes R12 and R34.

In the embodiments described above, field F1 was given as an example of the first region of the present invention, and field F2 as an example of the second region. However, the first and second regions of the present invention are not limited to fields. For example, as shown in Figure 15, the first region may be field F1, and the second region may be supply area AR1 for supplying materials (fuel, seedlings, fertilizer, spray material, etc.) to the work vehicle 10. The operation control unit 21 generates a route R11 (an example of an inter-region route of the present invention) connecting field F1 and supply area AR1 in response to the teaching operation by the operator.

For example, the work vehicle 10 automatically travels along route R11 from route start position Ts1 during work in field F1, and upon reaching route end position Ter, performs replenishment processing in replenishment area AR1. Once replenishment processing is complete, the work vehicle 10 automatically travels along route R11 back to field F1 and resumes work. With this configuration, the work vehicle 10 can be automatically driven to replenishment area AR1 during work and then automatically driven back to field F1 from replenishment area AR1, thereby improving work efficiency.

Furthermore, in the above configuration, the work vehicle 10 may automatically travel from field F1 to replenishment area AR1, and then automatically travel from replenishment area AR1 to field F2. In this case, the operation control unit 21 generates a route R11 connecting field F1 and replenishment area AR1, and a route connecting replenishment area AR1 and field F2. In this way, when the work vehicle 10 moves from one field to another field via an intermediate point, the operation control unit 21 may generate a route connecting one field and an intermediate point, and a route connecting the intermediate point and another field, in response to the teaching operation by the operator. Note that the first and second areas of the present invention may be discharge areas for discharging waste (such as harvested produce) from the work vehicle 10, or they may be storage areas for the work vehicle 10 (such as a barn). In other words, the first and second regions of the present invention are a field, a supply region for supplying materials to the work vehicle 10, a discharge region for discharging waste from the work vehicle 10, or a storage region for the work vehicle 10.

Furthermore, in another embodiment of the present invention, for example, the inter-field route R12 generated by teaching the vehicle from field F1 to field F2 may be used as a route for the work vehicle 10 to move from field F1 to field F2, or as a route for the work vehicle 10 to move from field F2 to field F1.

In the embodiment described above, the operation control unit 21 generates inter-field routes for road R0 connecting multiple fields based on teaching operations by the operator; however, the present invention is not limited to this. In another embodiment, the operation control unit 21 may generate the inter-field routes based on the travel trajectory of the work vehicle 10 in the past. For example, when the work vehicle 10 performs work in fields F1 and F2, the operator manually drives the work vehicle 10 from field F1 to field F2 after completing work in field F1 to perform work in field F2. The operation control unit 21 generates the route between fields F1 and F2 based on the trajectory of the work vehicle 10 during the work. Thus, the operation control unit 21 may generate the inter-field routes based on the trajectory of the operator manually driving the work vehicle 10 during normal work.

[Processing of driving information notification]
Here, when the work vehicle 10 is to automatically travel along an inter-field route (inter-area route) connecting one field to another, it is necessary to pay attention to the safety of the inter-field route in order to avoid the work vehicle 10 coming into contact with other vehicles or the like. The automatic driving system 1 according to this embodiment has a configuration that enables the work vehicle 10 to travel safely and efficiently between multiple areas automatically, as shown below.

Specifically, the driving processing unit 111 stops (temporarily pauses) the work vehicle 10 at the end of the inter-field route. Furthermore, the notification processing unit 112 notifies the field of driving information related to the inter-field route.

Figure 16 shows an example where the work vehicle 10 moves to field F2 by traveling along the inter-field route R12 after completing work in field F1. As shown in Figure 12A, when the work vehicle 10 completes work in field F1 according to the target route R1, the travel processing unit 111 automatically drives the work vehicle 10 along the interpolated route r31 from the end-of-travel position G1 to the route start position Ts1 of the inter-field route R12. The route start position Ts1 is set, for example, at the entrance/exit H1 of field F1, as shown in Figure 16. When the work vehicle 10 reaches the route start position Ts1 of the inter-field route R12, the travel processing unit 111 temporarily stops the work vehicle 10 at the route start position Ts1.

After the driving processing unit 111 stops the work vehicle 10 at the route start position Ts1, the notification processing unit 112 causes the work vehicle 10 and the operation terminal 20 to notify the driving information. The driving information includes at least one of the following: stop information indicating that the work vehicle 10 has stopped, and inquiry information asking whether or not to resume the driving of the work vehicle 10. The operation terminal 20 to which the notification is received may be an operation terminal operated by the operator of the work vehicle 10, or an operation terminal operated by a supervisor monitoring the work vehicle 10. In other words, users of this invention include operators, supervisors, workers, etc.

For example, as shown in Figure 16, the notification processing unit 112 outputs the stop information (the message "Temporarily Stopped") from the work vehicle 10 via voice output. In this way, the notification processing unit 112 outputs the message regarding the stop information via voice output to alert those around the work vehicle 10. The notification processing unit 112 may also illuminate or flash an indicator light mounted on the work vehicle 10.

Furthermore, the notification processing unit 112 displays the stop information and inquiry information on the operation terminal 20. For example, as shown in Figures 16 and 17, the notification processing unit 112 displays the stop information ("Tractor X is stopped. Please check the surrounding area for safety and resume driving." message) and the inquiry information ("Resume Driving" button, "Hold" button) on the driving screen D4 of the operation terminal 20a of operator A of the work vehicle 10 (tractor X) located in field F1. This allows operator A to understand that the work vehicle 10 has temporarily stopped at the entrance/exit H1 of field F1.

Operator A can issue a command on the driving screen D4 (see Figure 17) to release the paused state of the work vehicle 10 and resume automatic driving. For example, after moving to the stopping position of the work vehicle 10 and visually confirming the safety of the area around the work vehicle 10 and the road R0, Operator A presses the "Resume Driving" button on the driving screen D4 shown in Figure 17. When Operator A presses the "Resume Driving" button, the operation control unit 21 of the operation terminal 20 receives Operator A's command and outputs a driving resume instruction to the work vehicle 10.

When the driving processing unit 111 receives the instruction to resume driving from the operation terminal 20, it releases the paused state at the route start position Ts1 and causes the work vehicle 10 to resume automatic driving. That is, the driving processing unit 111 causes the work vehicle 10 to start automatic driving from the route start position Ts1 along the inter-field route R12.

Furthermore, when the driving processing unit 111 instructs the work vehicle 10 to automatically resume driving, the notification processing unit 112 causes the work vehicle 10 to announce restart information indicating that it is resuming driving. For example, as shown in Figure 18, the notification processing unit 112 causes the work vehicle 10 to output the restart information (the message "Resuming driving") as an audible signal. In this way, the notification processing unit 112 outputs the restart information message as an audible signal to alert those around the work vehicle 10. The notification processing unit 112 may also display the restart information on the operation terminal 20.

Furthermore, the notification processing unit 112 may display the image P1 captured by the camera mounted on the work vehicle 10 on the driving screen D4 (see Figure 17). Also, if the operation terminal 20 is located within a predetermined distance from the work vehicle 10, the operator of the operation terminal 20 can move closer to the work vehicle 10 and visually confirm the image. Therefore, the notification processing unit 112 may be configured to display the image P1 when the operation terminal 20 is located beyond a predetermined distance from the work vehicle 10, and not to display the image P1 when the operation terminal 20 is located within a predetermined distance from the work vehicle 10. Note that the image P1 may include images taken from the front, left, right, and rear of the work vehicle 10.

Here, the vehicle control device 11 may release the temporary stop state of the work vehicle 10 and resume automatic driving, provided that the operator has visually confirmed safety. Specifically, the notification processing unit 112 displays the stop information on the operation terminal 20 when the work vehicle 10 stops at the route start position Ts1, and displays the inquiry information when the operation terminal 20 is within a predetermined distance from the work vehicle 10. For example, when the driving processing unit 111 stops the work vehicle 10 at the route start position Ts1, the notification processing unit 112 displays on the driving screen D4 of the operation terminal 20 that the work vehicle 10 is stopped and does not display the "Resume Driving" button. When operator A approaches the work vehicle 10 to resume automatic driving and comes within a predetermined distance, the notification processing unit 112 displays the "Resume Driving" button on the driving screen D4. This makes it possible for operator A to press the "Resume Driving" button when they have approached close enough to visually confirm the surroundings of the work vehicle 10. In other words, if Operator A is located beyond a predetermined distance from the work vehicle 10, the automatic movement of the work vehicle 10 cannot be resumed. This configuration ensures that Operator A can reliably check the area around the work vehicle 10 before allowing it to automatically travel along road R0.

In another embodiment, the vehicle control device 11 may notify multiple operation terminals 20 of the driving information. For example, Figure 19 shows fields F1 and F2 where a work vehicle 10 (tractor X) performs work, and field F3 where another work vehicle performs work. The work vehicle 10 automatically travels along the inter-field route R12, moving from field F1 to field F2. Operator A manages the work in fields F1 and F2, and Operator B manages the work in field F3.

In this case, the notification processing unit 112 displays the stop information and the inquiry information as travel information on the operation terminal 20a of operator A in field F1, and displays only the stop information as travel information on the operation terminal 20b of operator B in field F3, which is not connected to the inter-field route R12. In this way, the notification processing unit 112 displays information indicating that the work vehicle 10 has temporarily stopped on each of the multiple operation terminals 20, and also displays inquiry information on the operation terminal 20a of operator A, who manages the work vehicle 10 automatically traveling along the inter-field route R12, asking whether or not to resume automatic travel.

In other words, the vehicle control device 11 notifies operators around the work vehicle 10 that the work vehicle 10 is about to travel on road R0, and grants the authority to instruct (permit) the work vehicle 10 to travel on road R0 (authorization to resume travel) only to operator A, who manages the work vehicle 10. As a result, in the example shown in Figure 19, for example, operator B in field F3 can also recognize that the work vehicle 10 in field F1 is about to travel on road R0, and can visually confirm the safety of road R0.

In another embodiment, the vehicle control device 11 may notify other operators of the inquiry information if operator A does not issue an instruction to resume the automatic driving of the temporarily stopped work vehicle 10 (driving resume instruction). For example, in the example shown in Figure 19, if the notification processing unit 112 displays the "driving resume" button as the inquiry information on the operation terminal 20a, operator A may not notice the notification and will not press the "driving resume" button. In this case, the notification processing unit 112 displays the inquiry information ("driving resume" button) on operator B's operation terminal 20b. Alternatively, as shown in Figure 20, the notification processing unit 112 may display on the operation terminal 20a that operator B has been notified of the inquiry information (authorization to resume driving has been granted).

Figure 21 shows an example of the driving screen D4 of the operation terminal 20b. Operator B, located in field F3, confirms the inquiry information, moves to the stopping position of the work vehicle 10 in field F1, visually checks the safety of the area around the work vehicle 10 and the road R0, and then presses the "Resume Driving" button on the driving screen D4. When Operator B presses the "Resume Driving" button (see Figure 21), the operation control unit 21 of the operation terminal 20b receives Operator B's input and outputs a driving resume instruction to the work vehicle 10.

Furthermore, if the notification processing unit 112 does not receive the driving restart instruction within a predetermined time after the driving information (the inquiry information) is notified on the operation terminal 20a, it may also notify the driving information (the inquiry information) on the operation terminal 20b. Specifically, if the notification processing unit 112 does not receive the driving restart instruction from the operation terminal 20a within a predetermined time after notifying operator A, it may display the inquiry information on the operation terminal 20b. In other words, if the operator of the work vehicle 10 does not give the driving restart instruction within the predetermined time, the vehicle control device 11 grants (delegates) the authority to give the driving restart instruction to another operator.

Furthermore, after the notification processing unit 112 has the operation terminal 20a notify the driving information (the inquiry information), operator A may perform an operation to delegate the authority to issue the driving restart instruction to another operator (for example, operator B). For example, if operator A is unable to move to the location of the work vehicle 10 because they are working and cannot take their hands off the vehicle, operator A may perform an operation on the operation terminal 20a, as shown in Figure 22, to delegate the authority to issue the driving restart instruction to operator B (for example, by pressing the "Delegate to another operator" button). In response to operator A's operation, the notification processing unit 112 displays the inquiry information on the operation terminal 20b.

With this configuration, even if operator A in field F1 is unable to issue the command to resume driving, another operator B can move to the stopping position of the work vehicle 10, visually confirm the safety of the area around the work vehicle 10 and the road R0, and then resume automatic driving.

In another embodiment, the vehicle control device 11 may notify multiple other operators of the inquiry information if operator A does not issue an instruction to resume the automatic movement of the work vehicle 10 that has been temporarily stopped (a movement resumption instruction). For example, in the example shown in Figure 23, fields F1 and F2 are shown where work vehicle 10 (tractor X) performs work, and fields F3 to F5 are shown where other work vehicles 10 perform work. Work vehicle 10 automatically travels along the inter-field route R12 to move from field F1 to field F2. Operator A manages the work in fields F1 and F2, operator B manages the work in field F3, operator C manages the work in field F4, and operator D manages the work in field F5.

In this case, the notification processing unit 112 displays the stop information and the inquiry information as driving information on the operation terminal 20a of operator A in field F1, and displays the stop information as driving information on the operation terminals 20b to 20d of operators B to D in fields F3 to F5 that are not connected to the inter-field route R12. Furthermore, the notification processing unit 112 displays the inquiry information on the operation terminal 20, which is determined from among the multiple operation terminals 20b to 20d based on priority. For example, in the example shown in Figure 23, the notification processing unit 112 displays the inquiry information ("Resume Driving" button) on the operation terminal 20d closest to the work vehicle 10 among the operation terminals 20b to 20d. In this way, by granting the authority to issue the resume driving instruction to operator D of the operation terminal 20d closest to the work vehicle 10, safety checks can be performed quickly when the work vehicle 10 is driving on road R0. Thus, if Operator A fails to issue the command to resume driving within the predetermined time, or if Operator A delegates the authority to issue the command to resume driving to another operator, the notification processing unit 112 grants (delegates) the authority to issue the command to resume driving to the operator according to the priority order.

Furthermore, the vehicle control device 11 may set priority levels in order of proximity to the work vehicle 10. In this case, for example, if the notification processing unit 112 does not receive the start-driving instruction from operator D of the operation terminal 20d, which has the highest priority and is closest to the work vehicle 10, it will display the inquiry information on the operation terminal 20b, which has the next highest priority and is closest to the work vehicle 10. Specifically, if operator D does not issue the restart-driving instruction within the predetermined time, or if operator D delegates the authority to issue the restart-driving instruction to another operator, the notification processing unit 112 will grant (delegate) the authority to issue the restart-driving instruction to operator B.

Furthermore, the vehicle control device 11 may display the inquiry information on the operation terminal 20 of the multiple operation terminals 20b to 20d, specifically on the terminal 20 of the operator whose managed work vehicle is not currently working. For example, if the work vehicles in field F3 and field F5 are working, and the work vehicle in field F4 is not working, then operator C in field F4 has a light workload. In this case, the notification processing unit 112 may display the inquiry information on operator C's operation terminal 20c. In this way, the notification processing unit 112 may delegate the authority to issue the restart instruction based on a priority order according to the work status.

In another embodiment, the notification processing unit 112 may notify the travel information before reaching the route start position Ts1 of the inter-field route R12. Specifically, the notification processing unit 112 may notify the travel information on the work vehicle 10 and the operation terminal 20 while the work vehicle 10 is automatically traveling along the interpolated route r31 from the travel end position G1 to the route start position Ts1 of the inter-field route R12 (see Figure 12A).

In another embodiment, the vehicle control device 11 may maintain the stopped state of the work vehicle 10 when the operator presses the "Hold" button on the driving screen D4. For example, if operator A is working and unable to take their hands off the vehicle when the work vehicle 10 temporarily stops, they press the "Hold" button on the driving screen D4 (see Figure 17, etc.). In this case, the notification processing unit 112 waits for instructions from operator A without delegating the authority to issue the driving start instruction to another operator. Subsequently, when operator A moves close to the work vehicle 10 and confirms safety, they press the "Resume Driving" button (see Figure 17), and the driving processing unit 111 resumes the automatic driving of the work vehicle 10. In this way, if operator A intends to resume the automatic driving of the work vehicle 10, they can maintain the stopped state of the work vehicle 10 by pressing the "Hold" button.

In another embodiment, the vehicle control device 11 may temporarily stop the work vehicle 10 at the end position Te2 of the inter-field route R12 and broadcast the aforementioned driving information. Specifically, after stopping the work vehicle 10 at the end position Te2, the vehicle control device 11 broadcasts the aforementioned driving information to the work vehicle 10 and to the operation terminal 20 located in the field that can communicate with the work vehicle 10.

As described above, the vehicle control device 11 stops the work vehicle 10 at the endpoint of the inter-field route R12 (route start position Ts1 or route end position Te2) and notifies the vehicle of the aforementioned travel information regarding its journey along the inter-field route R12. In another embodiment, the vehicle control device 11 may also temporarily stop the work vehicle 10, which is automatically traveling along the inter-field route R12, at an intersection of road R0 and notify the vehicle of the aforementioned travel information.

In another embodiment, the vehicle control device 11 may notify a remote operator of the driving information when the work vehicle 10 stops at the endpoint of the inter-field route R12. For example, when the work vehicle 10 temporarily stops at field F1, the notification processing unit 112 displays the stop information and the inquiry information on the remote operator's terminal 20. In this case, the notification processing unit 112 also displays an image P1 taken by a camera mounted on the work vehicle 10 on the driving screen D4 to notify the operator of the conditions around the work vehicle 10 and the road R0. The vehicle control device 11 may also prohibit the remote operator from issuing a command to resume the automatic driving of the work vehicle 10. Furthermore, if the vehicle control device 11 receives a command from a remote operator to resume the automatic driving of the work vehicle 10, it may be configured to allow the automatic driving of the work vehicle 10 to resume, provided that another operator is near the work vehicle 10.

[Automatic driving process]
Figure 24 shows an example of the automatic driving process (driving information notification process) performed by the vehicle control device 11. Here, the work vehicle 10 is assumed to automatically travel sequentially through field F1, the inter-field route R12, and field F2 (see Figure 23).

First, in step S31, the vehicle control device 11 causes the work vehicle 10 to automatically travel along the target route R1 (see Figure 4A) within the field F1 while performing work with the work implement 14.

Next, in step S32, the vehicle control device 11 determines whether the work vehicle 10 has reached the route start position Ts1 of the inter-field route R12. If the vehicle control device 11 determines that the work vehicle 10 has reached the route start position Ts1 of the inter-field route R12 (S32: Yes), it proceeds to step S33. On the other hand, if the vehicle control device 11 determines that the work vehicle 10 has not reached the route start position Ts1 of the inter-field route R12 (S32: No), it proceeds to step S31.

In step S33, the vehicle control device 11 temporarily stops the work vehicle 10. For example, the vehicle control device 11 temporarily stops the work vehicle 10 at the path start position Ts1 of the entrance/exit H1 (see Figure 23).

Next, in step S34, the vehicle control device 11 notifies operator A, who is in field F1, that the work vehicle 10 has temporarily stopped. Specifically, the vehicle control device 11 causes the work vehicle 10 to output the stop information (the message "Temporarily Stopped") as an audio signal (see Figure 16), and displays the stop information and the inquiry information ("Resume Driving" button, "Hold" button) on operator A's operation terminal 20a (see Figure 17).

Next, in step S35, the vehicle control device 11 determines whether or not it has received the "start driving" instruction from the operation terminal 20. If the vehicle control device 11 has received the "start driving" instruction from operator A's operation terminal 20a (S35: Yes), it proceeds to step S36. On the other hand, if the vehicle control device 11 has not received the "start driving" instruction from operator A's operation terminal 20a (S35: No), it proceeds to step S351.

In step S351, the vehicle control device 11 determines whether a predetermined time has elapsed. Specifically, the vehicle control device 11 determines whether a predetermined time (e.g., 5 minutes) has elapsed since the work vehicle 10 and the operation terminal 20 notified that the work vehicle 10 had temporarily stopped (or since the work vehicle 10 stopped). If the vehicle control device 11 determines that the predetermined time has elapsed (S351: Yes), it proceeds to step S352. On the other hand, if the vehicle control device 11 determines that the predetermined time has not elapsed (S351: No), it proceeds to step S35.

In other words, if the vehicle control device 11 receives the instruction to start driving from the operation terminal 20a (operator A) within a predetermined time elapsed from the time the work vehicle 10 and the operation terminal 20 notify that the work vehicle 10 has temporarily stopped, the process proceeds to step S35. If the instruction to start driving is not received from the operation terminal 20a (operator A) within the predetermined time elapsed, the process proceeds to step S352.

In step S352, the vehicle control device 11 notifies other operators that the work vehicle 10 has temporarily stopped. For example, in the example shown in Figure 23, the vehicle control device 11 displays the inquiry information ("Resume Driving" button, "Hold" button) on the operation terminal 20d of operator D, who is closest to the work vehicle 10.

Next, in step S353, the vehicle control device 11 determines whether or not it has received the "start driving" instruction from the operation terminal 20d. If the vehicle control device 11 has received the "start driving" instruction from operator D's operation terminal 20d (S353: Yes), it proceeds to step S36. On the other hand, if the vehicle control device 11 has not received the "start driving" instruction from operator D's operation terminal 20d (S352: No), it proceeds to step S352. Here, if operator D did not issue the "start driving" instruction (S352: No), in step S352, the vehicle control device 11 notifies operator B, who is the next closest operator to the work vehicle 10 after operator D, that the work vehicle 10 has temporarily stopped.

Thus, the vehicle control device 11 repeats the process in step S352 until it receives the instruction to start driving from an operator near the work vehicle 10.

In step S36, the vehicle control device 11 instructs the work vehicle 10 to resume automatic travel along the inter-field route R12. That is, the vehicle control device 11 releases the paused state at the route start position Ts1 and instructs the work vehicle 10 to begin automatic travel along the inter-field route R12 from the route start position Ts1.

Next, in step S37, the vehicle control device 11 determines whether the work vehicle 10 has reached the end position Te2 of the inter-field route R12. If the vehicle control device 11 determines that the work vehicle 10 has reached the end position T2e of the inter-field route R12 (S37: Yes), it proceeds to step S38. Alternatively, the vehicle control device 11 continues automatic driving along the inter-field route R12 until the work vehicle 10 reaches the end position Te2 of the inter-field route R12 (S37: No).

In step S38, the vehicle control device 11 automatically drives the work vehicle 10 along the target route R2 (see Figure 4B) within field F2 while performing work with the work implement 14. The vehicle control device 11 terminates the driving control process when the work vehicle 10 completes its work within field F2. In this manner, the vehicle control device 11 performs the automatic driving process (driving information notification process).

As described above, the automated driving system 1 according to this embodiment automatically drives the work vehicle 10 along a pre-set inter-area route (inter-field route) on a connecting road (road) that connects multiple areas (fields). Furthermore, the automated driving system 1 stops the work vehicle 10 at the endpoint (start or end point) of the inter-area route and broadcasts driving information related to the inter-area route within the area. Specifically, after the automated driving system 1 stops the work vehicle 10 at the route start position Ts1 of the inter-field route R12, it broadcasts stop information indicating that the work vehicle 10 has stopped, and inquiry information asking whether or not to resume the work vehicle 10's movement, to both the work vehicle 10 and the operation terminal 20 located within the field and capable of communicating with the work vehicle 10.

This allows the operator to move to the stopping position of the work vehicle 10 and visually confirm the safety of the area around the work vehicle 10 and the road R0. Furthermore, after confirming safety, the operator can resume the automatic travel of the work vehicle 10 along road R0. Therefore, it becomes possible to safely and efficiently operate the work vehicle 10 automatically between multiple fields.

[Drive process for the drive source]
However, if the work vehicle 10 is temporarily stopped and no operator issues the aforementioned start-driving instruction, the work vehicle 10 will remain stopped, and the automatic driving on road R0 will not begin, which is a problem. The automatic driving system 1 according to this embodiment has a configuration that enables the work vehicle 10 to efficiently drive automatically between multiple areas, as shown below.

For example, the automated driving system 1, after temporarily stopping the work vehicle 10, will initiate automatic driving of the work vehicle 10 along road R0 (field-to-field route R12) if predetermined conditions are met.

Specifically, the driving processing unit 111 initiates automatic driving of the work vehicle 10 along the inter-field route R12 when an operator is within a predetermined distance from the work vehicle 10 in field F1 corresponding to the stop position of the work vehicle 10.

For example, when the vehicle control device 11 detects that an operator has boarded the work vehicle 10, the driving processing unit 111 causes the work vehicle 10 to automatically travel along the inter-field route R12. The vehicle control device 11 may also determine whether an operator has boarded the work vehicle 10 using a sensor installed in the driver's seat of the work vehicle 10. Alternatively, the vehicle control device 11 may acquire location information from the operation terminal 20 and determine, based on that location information, whether an operator holding the operation terminal 20 has boarded the work vehicle 10.

Thus, even if the work vehicle 10 temporarily stops at the starting position Ts1 of the path in field F1 and the operator does not give a command to resume driving, the driving processing unit 111 will resume automatic driving of the work vehicle 10 if it detects that the operator has boarded the work vehicle 10. This allows for a quick resumption of automatic driving when the operator boards the work vehicle 10. The vehicle control device 11 may also be able to switch to manual driving mode when the operator boards the work vehicle 10. In this manual driving mode, the operator may be able to manually steer, or only change the vehicle speed.

Furthermore, the driving processing unit 111 may initiate automatic driving of the work vehicle 10 along the inter-field route R12 after a predetermined time has elapsed following the detection of an operator within a predetermined distance from the work vehicle 10 by the vehicle control device 11. For example, the driving processing unit 111 may initiate automatic driving of the work vehicle 10 30 seconds after the vehicle control device 11 detects the operator. Also, as shown in Figure 25, the notification processing unit 112 may notify operator A's terminal 20 that the vehicle control device 11 has detected the operator and that automatic driving of the work vehicle 10 will begin after a predetermined time (e.g., 30 seconds). Note that the operator within a predetermined distance from the work vehicle 10 and the operator riding in the work vehicle 10 may be operator A at field F1, or other operators, supervisors, workers, etc.

Furthermore, in the driving screen D4 shown in Figure 25, if Operator A presses the "Hold" button, the driving processing unit 111 will keep the work vehicle 10 in a paused state without starting automatic driving. For example, if Operator A wishes to confirm the safety of the work vehicle 10, Operator A will press the "Hold" button on the driving screen D4 shown in Figure 25. In this case, even if the driving processing unit 111 detects an operator on board the work vehicle 10, it will maintain the stopped state without resuming automatic driving.

In another embodiment, the driving processing unit 111 may initiate automatic driving of the work vehicle 10 along the inter-field route R12 when the operation terminal 20 is located within a predetermined distance from the work vehicle 10. For example, if the operation terminal 20 is located within a few meters (e.g., 3 meters) of the work vehicle 10, the operator can visually confirm the safety of the road R0. Therefore, the driving processing unit 111 releases the temporary stop state of the work vehicle 10 and instructs the work vehicle 10 to resume automatic driving from the route start position Ts1 along the inter-field route R12. In other words, in this invention, the driving processing unit 111 permits the resumption of automatic driving when the operator is on board the work vehicle 10 or when the operator is within a predetermined distance from the work vehicle 10.

Furthermore, in another embodiment, if the vehicle control device 11 detects an operator within a predetermined distance from the work vehicle 10 within a predetermined time elapsed after the work vehicle 10 has stopped, the driving processing unit 111 may cause the work vehicle 10 to automatically travel along the inter-field route R12. Alternatively, if the vehicle control device 11 does not detect an operator within a predetermined distance from the work vehicle 10 within a predetermined time elapsed after the work vehicle 10 has stopped, the drive processing unit 113 may shut down the drive source of the work vehicle 10.

For example, if the work vehicle 10 is temporarily stopped and no operator issues a command to start driving, and furthermore, no operator is near the work vehicle 10 (or no operator is on board the work vehicle 10), the engine 131 will remain running, resulting in wasted fuel. Therefore, the drive processing unit 113 stops the engine 131 if the work vehicle 10 remains temporarily stopped for a predetermined time (e.g., 10 minutes). This reduces wasted fuel consumption.

Furthermore, if the engine 131 is stopped while the work vehicle 10 is temporarily stopped at the entrance/exit H1, it will obstruct the entry and exit of other vehicles. Also, if the entrance/exit H1 is sloped, the work vehicle 10 will stop in a tilted position. Therefore, the drive processing unit 113 may stop the engine 131 after moving the work vehicle 10 from the path start position Ts1 (stopping position) at the entrance/exit H1 to a predetermined position within the field F1. For example, the drive processing unit 113 may stop the engine 131 after moving the work vehicle 10 to a flat area within the field F1 close to the entrance/exit H1.

When the notification processing unit 112 needs to stop the engine 131 of the work vehicle 10, it displays a message indicating that the engine 131 will be stopped on the driving screen D4, as shown in Figure 26. However, if operator A presses the "Hold" button on the driving screen D4 shown in Figure 26, the drive processing unit 113 will continue operating the engine 131 without stopping it. For example, operator A presses the "Hold" button on the driving screen D4 shown in Figure 26 when they can move towards the stopping position of the work vehicle 10.

Furthermore, when the drive processing unit 113 stops the engine 131, the notification processing unit 112 displays on the driving screen D4, as shown in Figure 27, that the engine 131 has stopped and a "Start" button to start the engine 131. This allows the operator to understand that the engine 131 has stopped. The operator can also restart the engine 131 using the operation terminal 20. After stopping the engine 131 of the work vehicle 10, the drive processing unit 113 restarts the engine 131 if it receives a request to restart the engine 131 from the operation terminal 20, which can communicate with the work vehicle 10.

Furthermore, the notification processing unit 112 may display a "Start" button on the driving screen D4 when the operation terminal 20 is located within a predetermined distance from the work vehicle 10. This allows the restart of engine 131 operation, provided the operator can visually confirm the safety of the work vehicle 10. Additionally, the notification processing unit 112 may output a voice message from the work vehicle 10 indicating that the engine 131 is starting (for example, "Starting the engine").

Here, if the implement 14 is an implement that needs to be continuously operated by a drive source (engine 131), such as a sprayer for applying chemicals, the drive processing unit 113 will continue to drive the drive source even while the work vehicle 10 is stopped. This allows, for example, work (spraying) to be performed immediately after the work vehicle 10 moves from field F1 to field F2. Thus, the drive processing unit 113 may decide whether or not to stop the engine 131 after the work vehicle 10 has temporarily stopped, depending on the nature of the work.

In another embodiment, the vehicle control device 11 may, after temporarily stopping the work vehicle 10 at the end position Te2 of the inter-field route R12, detect an operator located within a predetermined distance from the work vehicle 10, and then instruct the work vehicle 10 to automatically resume driving into field F2.

Furthermore, the drive source of the present invention is not limited to the engine 131, but may also be a drive motor for driving the work implement 14, or the like.

[Automatic driving process]
Figure 28 shows an example of the automatic driving process (driving process of the drive source) performed by the vehicle control device 11. Here, the work vehicle 10 is assumed to automatically travel sequentially through field F1, the inter-field route R12, and field F2 (see Figure 23).

First, in step S41, the vehicle control device 11 causes the work vehicle 10 to automatically travel along the target route R1 (see Figure 4A) within the field F1 while performing work with the work implement 14.

Next, in step S42, the vehicle control device 11 determines whether the work vehicle 10 has reached the route start position Ts1 of the inter-field route R12. If the vehicle control device 11 determines that the work vehicle 10 has reached the route start position Ts1 of the inter-field route R12 (S42: Yes), it proceeds to step S43. On the other hand, if the vehicle control device 11 determines that the work vehicle 10 has not reached the route start position Ts1 of the inter-field route R12 (S42: No), it proceeds to step S41.

In step S43, the vehicle control device 11 temporarily stops the work vehicle 10. For example, the vehicle control device 11 temporarily stops the work vehicle 10 at the path start position Ts1 of the entrance/exit H1 (see Figure 23).

Next, in step S44, the vehicle control device 11 notifies operator A, who is in field F1, that the work vehicle 10 has temporarily stopped. Specifically, the vehicle control device 11 causes the work vehicle 10 to output the stop information (the message "Temporarily Stopped") as an audio signal (see Figure 16), and displays the stop information and the inquiry information ("Resume Driving" button, "Hold" button) on operator A's operation terminal 20a (see Figure 17).

Next, in step S45, the vehicle control device 11 determines whether or not it has received the "start driving" instruction from the operation terminal 20. If the vehicle control device 11 has received the "start driving" instruction from operator A's operation terminal 20a (S45: Yes), it proceeds to step S46. On the other hand, if the vehicle control device 11 has not received the "start driving" instruction from operator A's operation terminal 20a (S45: No), it proceeds to step S451.

In step S451, the vehicle control device 11 determines whether a predetermined time has elapsed. Specifically, the vehicle control device 11 determines whether a predetermined time (e.g., 10 minutes) has elapsed since the work vehicle 10 and the operation terminal 20 notified that the work vehicle 10 had temporarily stopped (or since the work vehicle 10 stopped). If the vehicle control device 11 determines that the predetermined time has elapsed (S451: Yes), it proceeds to step S452. On the other hand, if the vehicle control device 11 determines that the predetermined time has not elapsed (S451: No), it proceeds to step S461.

In step S461, the vehicle control device 11 determines whether the operator has boarded the work vehicle 10. If the vehicle control device 11 detects that the operator has boarded the temporarily stopped work vehicle 10 (S461: Yes), it proceeds to step S462. On the other hand, if the vehicle control device 11 does not detect that the operator has boarded the temporarily stopped work vehicle 10 (S461: No), it proceeds to step S451.

In other words, the vehicle control device 11 proceeds to step S462 if it detects that an operator has boarded the work vehicle 10 within a predetermined time period from the moment the work vehicle 10 and the operation terminal 20 notify that the work vehicle 10 has temporarily stopped. If it does not detect that an operator has boarded the work vehicle 10 within that predetermined time period, it proceeds to step S452.

In step S462, the vehicle control device 11 determines whether a predetermined time has elapsed. Specifically, the vehicle control device 11 determines whether a predetermined time (e.g., 30 seconds) has elapsed since it detected that the operator had boarded the work vehicle 10. If the vehicle control device 11 determines that the predetermined time has elapsed (S462: Yes), it proceeds to step S46. The vehicle control device 11 waits until the predetermined time has elapsed (S462: No).

Furthermore, when the vehicle control device 11 detects that an operator has boarded the work vehicle 10, it displays on the driving screen D4 that the operator's boarding has been detected and that the work vehicle 10 will start automatic driving after a predetermined time (for example, 30 seconds) has elapsed (see Figure 25).

In response to this, in step S452, the vehicle control device 11 stops the engine 131 of the work vehicle 10. The vehicle control device 11 may stop the engine 131 at the starting position Ts1 where the work vehicle 10 was temporarily stopped, or it may stop the engine 131 after moving to a flat area within field F1 near the entrance/exit H1. The vehicle control device 11 also displays on the driving screen D4 that the engine 131 has been stopped (see Figure 26).

Next, in step S453, the vehicle control device 11 notifies the operator that the engine 131 has stopped. For example, as shown in Figure 27, the vehicle control device 11 displays on the driving screen D4 that the engine 131 has stopped, and also displays a "Start" button to restart the engine 131.

Next, in step S454, the vehicle control device 11 determines whether or not it has received an instruction to start the engine 131 from the operation terminal 20. When the operator presses the "Start" button on the driving screen D4, the vehicle control device 11 receives the instruction to start the engine 131. If the vehicle control device 11 receives the instruction to start the engine 131 (S454: Yes), it proceeds to step S455. The vehicle control device 11 waits until it receives the instruction to start the engine 131 (S454: No). The operator may start the engine 131 on the driving screen D4, or they may start the engine 131 by boarding the work vehicle 10 and operating the engine key.

In step S455, when the vehicle control device 11 starts the engine 131, it proceeds to step S44. In step S44, the vehicle control device 11 again notifies the operator that the work vehicle 10 is temporarily stopped, and when it receives a command from the operator to resume driving (S45: Yes), it proceeds to step S46.

Thus, the vehicle control device 11 repeats the above process until it receives the instruction to resume driving from the operator.

In step S46, the vehicle control device 11 instructs the work vehicle 10 to resume automatic travel along the inter-field route R12. That is, the vehicle control device 11 releases the paused state at the route start position Ts1 and instructs the work vehicle 10 to resume automatic travel from the route start position Ts1 along the inter-field route R12.

Next, in step S47, the vehicle control device 11 determines whether the work vehicle 10 has reached the end position Te2 of the inter-field route R12. If the vehicle control device 11 determines that the work vehicle 10 has reached the end position T2e of the inter-field route R12 (S47: Yes), it proceeds to step S48. Alternatively, the vehicle control device 11 continues automatic driving along the inter-field route R12 until the work vehicle 10 reaches the end position Te2 of the inter-field route R12 (S47: No).

In step S48, the vehicle control device 11 automatically drives the work vehicle 10 along the target path R2 (see Figure 4B) within the field F2 while performing work with the work implement 14. The vehicle control device 11 terminates the driving control process when the work vehicle 10 completes its work within the field F2. In this manner, the vehicle control device 11 performs the automatic driving process (driving process of the drive source).

As described above, the automated driving system 1 according to this embodiment automatically drives the work vehicle 10 along a pre-set inter-area route (inter-field route) on a connecting road (road) that connects multiple areas (fields). Furthermore, the automated driving system 1 stops the work vehicle 10 at the endpoint (start or end point) of the inter-area route, and restarts automatic driving of the work vehicle 10 when a user is within a predetermined distance from the work vehicle 10 in the area corresponding to the stopping position of the work vehicle 10. Specifically, after the automated driving system 1 stops the work vehicle 10 at the route start position Ts1 of the inter-field route R12, it starts automatic driving along the inter-field route R12 when it detects that an operator has boarded the work vehicle 10.

This prevents situations where, for example, when the work vehicle 10 attempts to automatically travel along road R0 following the inter-field route R12, the work vehicle 10 remains stopped at the entrance/exit H1 of field F1 and automatic travel does not begin. Furthermore, by configuring the system to resume automatic travel only when an operator is on board, the safety of the work vehicle 10 and road R0 can be reliably confirmed. Therefore, it becomes possible to efficiently operate the work vehicle 10 automatically between multiple fields.

Furthermore, the vehicle control device 11 does not stop the engine 131 when the work vehicle 10 is performing work in the field, even if the work vehicle 10 stops. It only allows the engine 131 to stop when the work vehicle 10 has finished its work in the field and stopped at the path start position Ts1.

The automated driving system 1 according to this embodiment may include both the notification processing of the driving information described above and the driving processing of the drive source, or it may include only one of them.

In the above-described embodiment, one work vehicle 10 is configured to communicate with a plurality of operation terminals 20, and the work vehicle 10 is configured to notify a predetermined operation terminal 20 of the stop information of the work vehicle 10 (the aforementioned driving information) and the detection information of the operator. The present invention is not limited to the above configuration, and for example, as shown in Figure 29, a server 30 (e.g., a cloud server) may centrally control a plurality of work vehicles 10 and a plurality of operation terminals 20 that can communicate with each work vehicle 10. For example, when the server 30 identifies a work vehicle 10 stopped at the route start position Ts1 of the inter-field route R12, it identifies the operation terminal 20 that manages the work vehicle 10 and one or more operation terminals 20 located near the work vehicle 10, and causes them to notify the aforementioned driving information (Figures 20 to 22). Furthermore, the server 30 identifies the work vehicle 10 stopped at the starting position Ts1 of the inter-field route R12. When it detects that an operator has boarded the work vehicle 10, or that the engine 131 of the work vehicle 10 has stopped, it notifies the operation terminal 20 managing the work vehicle 10 of the detection information (Figures 25-27).

As described above, in the above embodiment, the work vehicle 10 corresponds to the automated driving system according to the present invention, but the automated driving system according to the present invention may be composed of the server 30 alone. Furthermore, the automated driving system according to the present invention may be composed of the work vehicle 10 and the operation terminal 20, or it may be composed of the work vehicle 10, the operation terminal 20, and the server 30.
[Addendum to the First Invention]
The following is an overview of the invention extracted from each embodiment related to the notification processing described above. Note that each configuration and processing function described below can be selected and combined as desired.

<Note 1>
An automated driving method for automatically driving a work vehicle along a pre-set inter-area route on a connecting path that connects multiple areas,
To stop the work vehicle at the endpoint of the inter-regional path,
To broadcast travel information regarding travel along the inter-regional route within the region,
An automated driving method that performs this task.

<Note 2>
After stopping the work vehicle at the starting point of the inter-region route, the work vehicle and the operating terminal located within the region that can communicate with the work vehicle are to broadcast the driving information.
The automatic driving method described in Appendix 1.

<Note 3>
The aforementioned driving information includes at least one of the following: stop information indicating that the work vehicle has stopped, and inquiry information inquiring whether or not to resume driving the work vehicle.
The aforementioned work vehicle outputs the stop information as audio.
The operation terminal is made to display the stop information and the inquiry information.
The automatic driving method described in Appendix 1 or 2.

<Note 4>
When the aforementioned work vehicle stops, the stop information is displayed on the operation terminal.
The operation terminal displays the inquiry information when it is within a predetermined distance from the work vehicle.
The automatic driving method described in Appendix 3.

<Note 5>
When a command to resume driving is received from the aforementioned operating terminal in response to the inquiry information, the work vehicle is instructed to start automatic driving along the inter-area route.
The automatic driving method described in Appendix 3 or 4.

<Note 6>
The stop information and the inquiry information are displayed on the first operating terminal located in the area connected to the inter-area path.
The stop information is displayed on a second operating terminal located in an area not connected to the aforementioned inter-area path.
The automatic driving method described in any of the appendices 3 to 5.

<Note 7>
If the instruction to resume driving is not received from the first operating terminal, the second operating terminal will be further instructed to display the inquiry information.
The automatic driving method described in Appendix 6.

<Note 8>
The inquiry information is displayed on the second operating terminal, which is determined based on priority among the multiple second operating terminals.
The automatic driving method described in Appendix 6 or 7.

<Note 9>
The inquiry information is displayed on the second operating terminal closest to the work vehicle among the multiple second operating terminals.
An automated driving method as described in any of the appendices 6 to 8.

[Addendum to the second invention]
The following is an overview of the invention extracted from each embodiment related to the drive process described above. Note that the configurations and processing functions described below can be selected and combined as desired.

<Note 1>
An automated driving method for automatically driving a work vehicle along a pre-set inter-area route on a connecting path that connects multiple areas,
To stop the work vehicle at the endpoint of the inter-regional path,
When a user is within a predetermined distance from the work vehicle in the area corresponding to the stopping position of the work vehicle, the work vehicle is instructed to automatically resume driving.
An automated driving method that performs this task.

<Note 2>
When it is detected that the user has boarded the work vehicle, the work vehicle is instructed to start automatic driving along the route between the areas.
The automatic driving method described in Appendix 1.

<Note 3>
If a user is detected within a predetermined distance from the work vehicle during the time elapsed after the work vehicle has stopped, the work vehicle is instructed to automatically resume driving.
The automatic driving method described in Appendix 1 or 2.

<Note 4>
If no user is detected within the predetermined distance from the work vehicle during the predetermined time elapsed after the work vehicle has stopped, the power source of the work vehicle is shut off.
The automatic driving method described in any of the appendices 1 to 3.

<Note 5>
If no user is detected within the predetermined distance from the work vehicle during the predetermined time elapsed after the work vehicle has stopped, the work vehicle is moved from the stopping position to a predetermined position within the area, and then the power source of the work vehicle is stopped.
An automated driving method as described in any of the appendices 1 to 4.

<Note 6>
The predetermined location is a flat area near the entrance to the area.
The automatic driving method described in Appendix 5.

<Note 7>
If the work equipment installed on the work vehicle is a work equipment that needs to be continuously operated by the drive source, the drive source will be kept running while the work vehicle is stopped.
An automated driving method as described in any of the appendices 4 to 6.

<Note 8>
If, after stopping the drive source of the work vehicle, an operation to restart the drive source is received from an operating terminal capable of communicating with the work vehicle, the drive source will be restarted.
An automated driving method as described in any of the appendices 4 to 7.

1: Automatic driving system 10: Work vehicle 11: Vehicle control device 14: Work machine 20: Operation terminal 30: Server 111: Driving processing unit 112: Notification processing unit 113: Drive processing unit 211: Setting processing unit 212: Reception processing unit 213: Acquisition processing unit 214: Generation processing unit 215: Output processing unit F1: Field F2: Field G1: Driving end position G2: Driving end position H1: Entrance/exit H2: Entrance/exit R0: Road (connecting road)
R1: Target route R2: Target route R12: Inter-field route (inter-area route)
S1: Travel start position S2: Travel start position Ts1: Route start position (starting point)
Te2: Path end position (end point)
r31: Interpolation path r32: Interpolation path

Claims (9)

An automated driving method for automatically driving a work vehicle along a pre-set inter-area route on a connecting path that connects multiple areas,
The work vehicle is stopped at the starting point of the inter-regional path,
After stopping the work vehicle at the aforementioned starting point, the work vehicle will output a stop information via voice to indicate that the work vehicle has stopped.
The operation terminal located within the area capable of communicating with the work vehicle displays the stop information and inquiry information asking whether or not to resume the movement of the work vehicle.
An automated driving method that performs this task. When the aforementioned work vehicle stops, the stop information is displayed on the operation terminal.
The operation terminal displays the inquiry information when it is within a predetermined distance from the work vehicle.
The automatic driving method according to claim 1 . When a command to resume driving is received from the aforementioned operating terminal in response to the inquiry information, the work vehicle is instructed to start automatic driving along the inter-area route.
The automatic driving method according to claim 1 or 2 . The stop information and the inquiry information are displayed on the first operating terminal located in the area connected to the inter-area path.
The stop information is displayed on a second operating terminal located in an area not connected to the aforementioned inter-area path.
The automatic driving method according to claim 3 . If the instruction to resume driving is not received from the first operating terminal, the second operating terminal will be further instructed to display the inquiry information.
The automatic driving method according to claim 4 . The inquiry information is displayed on the second operating terminal, which is determined based on priority among the multiple second operating terminals.
The automatic driving method according to claim 5 . The inquiry information is displayed on the second operating terminal closest to the work vehicle among the multiple second operating terminals.
The automatic driving method according to claim 6 . An automated driving system that automatically drives a work vehicle along a pre-set inter-area route on a connecting path that connects multiple areas,
A driving processing unit that stops the work vehicle at the starting point of the inter-regional path,
After stopping the work vehicle at the aforementioned starting point, the work vehicle outputs stop information via voice to indicate that the work vehicle has stopped, and the notification processing unit displays the stop information and inquiry information asking whether or not to resume the movement of the work vehicle on an operating terminal located within the area where communication with the work vehicle is possible .
An automated driving system equipped with [the following features]. An automated driving program that causes a work vehicle to automatically drive along a pre-set inter-area route on a connecting path that connects multiple areas,
The work vehicle is stopped at the starting point of the inter-regional path,
After stopping the work vehicle at the aforementioned starting point, the work vehicle will output a stop information via voice to indicate that the work vehicle has stopped.
The operation terminal located within the area capable of communicating with the work vehicle displays the stop information and inquiry information asking whether or not to resume the movement of the work vehicle.
An automated driving program that causes one or more processors to execute.