JP2019101931A - Travel route setting device - Google Patents

Abstract

To improve usability by enabling a selection of a plurality of handling methods for an obstacle.SOLUTION: A travel route setting device comprises: a travel route setting unit by which a target travel route P for a travel guide for causing a work vehicle to automatically travel is set within a travel area S; and an obstacle travel mode setting unit that sets an obstacle travel mode for an obstacle, with respect to a part corresponding to a location where an obstacle C is present in the target travel route P, the obstacle travel mode setting unit setting the obstacle travel mode selected from a plurality of obstacle travel modes.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a travel route setting device that sets a target travel route for causing a work vehicle to travel automatically.

  The travel route setting device described above is used in an automatic travel system that acquires the current position of the work vehicle using a satellite positioning system and causes the work vehicle to automatically travel along the target travel route set by the travel route setting device. (See, for example, Patent Document 1).

  In the device described in Patent Document 1 described above, various information such as the type of work vehicle and the type and width of the work machine mounted on the work vehicle are input to a remote control device such as a personal computer, etc. The target travel route is set within the travel region of The target travel route is set to include, for example, a plurality of work routes arranged in parallel in parallel and a turn route connecting adjacent work routes, and the work vehicle is along the work route. When traveling, predetermined work such as cultivation is performed.

Patent No. 6170185

  In the device described in Patent Document 1, when an obstacle is present in a traveling area such as a farm field, the target traveling route is changed and set, such as setting an avoidance route for traveling the work vehicle avoiding the obstacle. However, merely changing and setting the target travel route as a method for coping with an obstacle may cause a disadvantage such as a reduction in work efficiency.

  For example, depending on the type of obstacle, if the vehicle speed of the work vehicle is made lower than the normal vehicle speed, some vehicles can travel while performing predetermined work. Even with such obstacles, if the avoidance route is set, the travel distance becomes longer, which leads to deterioration of fuel efficiency and reduction of work efficiency. In addition, although the work vehicle can not travel while performing a predetermined work, there are also obstacles that are possible if the vehicle simply travels. If an avoidance path is set for such an obstacle, the same inconvenience will occur.

  As described above, the device described in Patent Document 1 can only take measures for changing the target travel route, such as setting an avoidance route, for an obstacle, etc. It has become.

  In view of this situation, a main problem of the present invention is to provide a travel route setting device which can select a plurality of measures for an obstacle and can improve usability.

According to a first aspect of the present invention, there is provided a travel route setting unit for setting a target travel route for travel guidance for causing a work vehicle to automatically travel within a travel region.
An obstacle travel mode setting unit configured to set an obstacle travel mode for the obstacle at a position corresponding to the position where the obstacle is present in the target travel route;
The obstacle travel mode setting unit sets an obstacle travel mode selected from a plurality of obstacle travel modes.

  According to this configuration, the obstacle travel mode setting unit selects and sets the obstacle travel mode from among a plurality of obstacle travel modes, so that it is suitable for the obstacle according to, for example, the type of obstacle, etc. The obstacle traveling mode can be selected and set. As a result, even if there are multiple types of obstacles, the work vehicle can be made to travel in the obstacle traveling mode that takes a traveling mode and a working mode suitable for the obstacles, so the measures that are suitable for the obstacles The method can be taken, and the usability can be improved.

  According to a second aspect of the present invention, in the plurality of obstacle traveling modes, an avoidance path mode having a traveling mode for automatically traveling the work vehicle along an avoidance path for avoiding obstacles, and an avoidance path And a non-avoided route mode having a traveling mode that is not caused.

  According to this configuration, the obstacle travel mode setting unit can set the bypass route mode as the obstacle travel mode if the obstacle causes the collision or the like of the work vehicle with respect to the obstacle. Collisions can be properly avoided. In addition, for example, in the case of an obstacle that does not cause a collision or the like of the work vehicle with respect to the obstacle, such as dirt, the obstacle travel mode setting unit can set the non-avoidance route mode as the obstacle travel mode. As a result, by performing automatic travel avoiding an obstacle as in an avoidance route, it is possible to take a countermeasure suitable for the obstacle while preventing disadvantages such as an increase in travel distance from occurring.

  In the third feature configuration of the present invention, when the obstacle travel mode setting unit selects and sets the non-avoidance route mode, the obstacle travel mode setting unit sets a predetermined position for a portion corresponding to the obstacle existing position in the target travel route. The point is configured to be able to set a notification area for performing a notification operation of

  According to this configuration, the obstacle travel mode setting unit can notify the user or the like to adopt a travel mode in which the travel route is not traveled by setting the notification area. Therefore, it becomes easy to recognize that the user etc. take the driving | running | working form which does not drive an avoidance path | route, and it becomes convenient.

  According to a fourth aspect of the present invention, the plurality of obstacle traveling modes include a manual switching mode having a traveling mode in which the working vehicle is caused to travel by canceling automatic traveling and switching to traveling by manual operation. The point is.

  Depending on the type of obstacle, it may be preferable to leave it to the judgment of the user or the like as to what kind of travel mode the work vehicle should take. Therefore, according to the present configuration, the manual switching mode is included in the plurality of obstacle traveling modes. Therefore, when the obstacle traveling mode setting unit sets the manual switching mode as the obstacle traveling mode, the traveling mode suitable for the obstacle can be taken at the judgment of the user or the like, and the obstacle is appropriately dealt with. You can take the way.

  According to a fifth aspect of the present invention, the plurality of types of obstacle traveling modes include a vehicle speed limiting mode having a traveling mode in which the work vehicle is automatically traveled along a target traveling route in a state of limiting the vehicle speed. The point is.

  Depending on the type of obstacle, it may be preferable to make the work vehicle travel automatically along the target travel route in a state where the vehicle speed is limited. Therefore, according to the present configuration, the vehicle speed for a plurality of obstacle travel modes A restricted mode is included. Therefore, the obstacle traveling mode setting unit sets the vehicle speed restriction mode as the obstacle traveling mode, thereby automatically traveling the work vehicle along the target traveling route in the state of restricting the vehicle speed, and the traveling distance becomes longer, etc. It is possible to take a running form suitable for an obstacle without causing the disadvantage of the above, and to take an appropriate countermeasure against the obstacle.

  A sixth characterizing feature of the present invention is that an obstacle travel mode releasing unit is provided to release the setting of the obstacle travel mode by the obstacle travel mode setting unit.

  For example, there is a case where the user or the like wants to take a traveling mode or a working mode different from the obstacle traveling mode, and in such a case, the setting of the obstacle traveling mode by the obstacle traveling mode setting unit may be canceled. Desired. Therefore, according to the present configuration, by providing the obstacle travel mode canceling unit, the setting of the obstacle traveling mode by the obstacle traveling mode setting unit can be canceled based on the user's request etc., which is convenient. It becomes a thing.

A diagram showing a schematic configuration of an automatic traveling system Block diagram showing a schematic configuration of an automatic traveling system Diagram showing the travel area with the target travel route set A diagram showing a travel area in a state in which a target travel route and an obstacle travel mode are set Flow chart for setting obstacle travel mode Flowchart in automatic travel control

An embodiment of an automatic travel system using a travel route setting device according to the present invention will be described based on the drawings.
This automatic travel system, as shown in FIG. 1, applies the tractor 1 as a work vehicle, but a passenger work vehicle other than a tractor, such as a riding rice planter, a combine, a riding grass mower, a wheel loader, a snow plow, etc. And, it can be applied to unmanned working vehicles such as unmanned mowers.

  As shown in FIGS. 1 and 2, this automatic travel system includes an automatic travel unit 2 mounted on a tractor 1 and a portable communication terminal 3 communicably set to communicate with the automatic travel unit 2. As the mobile communication terminal 3, a tablet-type personal computer or a smartphone having a touch-operable liquid crystal panel 4 or the like can be adopted.

  As shown in FIG. 1, the tractor 1 is connected to the rotary tillage specification by the rotary tilling device 6, which is an example of the working device, connected to the rear portion via the three-point link mechanism 5 so as to be movable up and down. It is configured. At the rear of the tractor 1, working devices such as plows, a sowing device, a spraying device, etc. can be connected in place of the rotary cultivating device 6.

  As shown in FIG. 1, the tractor 1 is provided with left and right front wheels 7 functioning as drivable steerable wheels, left and right drivable rear wheels 8, a cabin 9 which forms a riding type driving unit, and a common rail system. An electronically controlled diesel engine (hereinafter referred to as an engine) 10 is provided. In the tractor 1, as shown in FIG. 2, an electronically controlled transmission 11 for shifting the power from the engine 10, a full hydraulic power steering mechanism 12 for steering the left and right front wheels 7, and left and right rear wheels 8, the left and right side brakes (not shown), the electronically controlled brake operation mechanism 13 enabling hydraulic operation of the left and right side brakes, and the working clutch (not shown) for interrupting the transmission to the rotary tilling device 6 Electronic control type clutch operation mechanism 14 which enables hydraulic operation of the work clutch, an electronic hydraulic control type elevation drive mechanism 15 which lifts and lowers the rotary tiller 6, various control programs concerning automatic traveling of the tractor 1, etc. On-vehicle electronic control unit 16 having a vehicle speed sensor 17 for detecting the vehicle speed of the tractor 1, a steering angle sensor 18 for detecting the steering angle of the front wheel 7, and a truck The positioning unit 19 and the like are provided for measuring the current position and the current orientation of the 1.

  The engine 10 may be an electronically controlled gasoline engine equipped with an electronic governor. For the transmission 11, a hydromechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt type continuously variable transmission, or the like can be employed. The power steering mechanism 12 may employ an electric power steering mechanism 12 or the like provided with an electric motor.

  As shown in FIG. 1, a steering wheel 20 that enables manual steering of the left and right front wheels 7 via the power steering mechanism 12 and a seat 21 for a user are provided inside the cabin 9. Moreover, although illustration is omitted, manual shift operation of the shift lever which enables manual operation of the transmission 11, left and right brake pedals which enables manual operation of the left and right side brakes, and the rotary tilling device 6 is enabled. Lift levers, etc. are provided.

  As shown in FIG. 2, the on-vehicle electronic control unit 16 controls the operation of the transmission control unit 16 a that controls the operation of the transmission 11, the braking control unit 16 b that controls the operation of the left and right side brakes, and the rotary tilling device 6. Working device control unit 16c, nonvolatile vehicle storage unit 16d for storing a preset target traveling route P for automatic traveling (for example, see FIG. 3), etc., and target steering angles of front wheels 7 on the left and right during automatic traveling. And the steering angle setting unit 16e that outputs the power steering mechanism 12 and the like.

  As shown in FIG. 1 and FIG. 2, the positioning unit 19 uses the GPS (Global Positioning System), which is an example of the Global Navigation Satellite System (GNSS), and the present position and the current state of the tractor 1 An inertial measurement unit (IMU: Inertial Measurement Unit) 23 for measuring the attitude, orientation, etc. of the tractor 1 having a satellite navigation device 22 for measuring the azimuth and a three-axis gyroscope and three-direction acceleration sensors etc. Etc are provided. Positioning methods using GPS include DGPS (Differential GPS: relative positioning method), RTK-GPS (Real Time Kinematic GPS: interference positioning method), and the like. In the present embodiment, RTK-GPS suitable for positioning of a mobile is employed. Therefore, the reference station 24 which enables positioning by RTK-GPS is installed in the known position around the agricultural field.

  Each of the tractor 1 and the reference station 24 can wirelessly communicate various data including GPS data between the tractor 1 and the reference station 24 and GPS antennas 26 and 27 for receiving radio waves transmitted from the GPS satellite 25. Communication modules 28, 29, etc. are provided. Thereby, the satellite navigation device 22 receives the positioning data obtained by the GPS antenna 26 on the tractor side receiving radio waves from the GPS satellites 25 and the GPS antenna 27 on the base station side receives radio waves from the GPS satellites 25. The current position and the current direction of the tractor 1 can be measured with high accuracy based on the obtained positioning data. In addition, the positioning unit 19 measures the current position, current direction, and attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy by providing the satellite navigation device 22 and the inertial measurement device 23. Can.

  As shown in FIG. 2, in the mobile communication terminal 3, positioning data between the terminal electronic control unit 30 having various control programs for controlling the operation of the liquid crystal panel 4 and the like, and the communication module 28 on the tractor side. And a communication module 31 that enables wireless communication of various data including the above. The terminal electronic control unit 30 sets a target traveling route P (for example, see FIG. 3) for traveling guidance for causing the tractor 1 to travel automatically, the traveling route setting unit 32, various input data input by the user, A non-volatile terminal storage unit 33 and the like that store the target travel route P and the like set by the travel route setting unit 32 are included.

  The travel route setting unit 32 sets a target travel route P (see, for example, FIG. 3) in the travel area S, and the method of setting the target travel route P will be described later. The target travel route P set by the travel route setting unit 32 can be displayed on the liquid crystal panel 4 and is stored in the terminal storage unit 33 as route data associated with vehicle data, field data, and the like. The route data includes an azimuth angle of the target traveling route P, a target engine rotation speed, a target vehicle speed, and the like set according to the traveling mode and the like of the tractor 1 on the target traveling route P.

  Thus, when the travel route setting unit 32 sets the target travel route P, the terminal electronic control unit 30 transfers the route data from the mobile communication terminal 3 to the tractor 1, whereby the on-vehicle electronic control unit 16 of the tractor 1 is Can obtain route data. The on-vehicle electronic control unit 16 causes the tractor 1 to automatically travel along the target traveling route P while acquiring the current position (the current position of the tractor 1) in the positioning unit 19 based on the acquired route data. Can. The current position of the tractor 1 acquired by the positioning unit 19 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, several seconds), and the mobile communication terminal 3 grasps the current position of the tractor 1 ing.

  With regard to transfer of route data, the entire route data can be transferred from the terminal electronic control unit 30 to the on-vehicle electronic control unit 16 at a time before the tractor 1 starts automatic traveling. Also, for example, the route data including the target travel route P can be divided into a plurality of route portions for each predetermined distance with a small amount of data. In this case, at the stage before the tractor 1 starts the automatic traveling, only the initial route portion of the route data is transferred from the terminal electronic control unit 30 to the on-vehicle electronic control unit 16, and after the automatic traveling starts Each time 1 reaches the route acquisition point set according to the amount of data, etc., route data of only the subsequent route part corresponding to the point is transferred from the terminal electronic control unit 30 to the on-vehicle electronic control unit 16 It is also good.

  When starting the automatic travel of the tractor 1, for example, when the user moves the tractor 1 to the start point and various automatic travel start conditions are satisfied, the user can use the liquid crystal panel 4 in the mobile communication terminal 3. By operating and instructing start of automatic traveling, the mobile communication terminal 3 transmits an instruction for starting automatic traveling to the tractor 1. Thereby, in the tractor 1, the vehicle-mounted electronic control unit 16 receives an instruction to start automatic traveling, and while the positioning unit 19 acquires its own current position (the current position of the tractor 1), Automatic travel control is started which causes the tractor 1 to automatically travel along.

  Automatic travel control includes automatic transmission control that automatically controls the operation of the transmission 11, automatic braking control that automatically controls the operation of the brake operation mechanism 13, automatic steering control that automatically steers the left and right front wheels 7, and a rotary tillage device The automatic operation control for automatically controlling the operation of 6 and the like are included.

  In the automatic shift control, the shift control unit 16a travels the tractor 1 on the target traveling path P based on the route data of the target traveling path P including the target vehicle speed, the output of the positioning unit 19, and the output of the vehicle speed sensor 17. The operation of the transmission 11 is automatically controlled so that the target vehicle speed set according to the form etc. can be obtained as the vehicle speed of the tractor 1.

  In the automatic braking control, the braking control unit 16 b controls the left and right side brakes in the braking region included in the route data of the target traveling route P based on the target traveling route P and the output of the positioning unit 19. The operation of the brake operation mechanism 13 is automatically controlled so as to brake the wheel 8 properly.

  In the automatic steering control, the steering angle setting unit 16e sets the target of the left and right front wheels 7 based on the route data of the target travel route P and the output of the positioning unit 19 so that the tractor 1 automatically travels on the target travel route P. A steering angle is determined and set, and the set target steering angle is output to the power steering mechanism 12. The power steering mechanism 12 automatically steers the left and right front wheels 7 based on the target steering angle and the output of the steering angle sensor 18 so that the target steering angle can be obtained as the steering angle of the left and right front wheels 7.

  In automatic control for work, the work device control unit 16c performs work such as the start point of the work path P1 (see, for example, FIG. 3) based on the route data of the target travel route P and the output of the positioning unit 19. The tilling by the rotary tiller 6 is started as the start point is reached, and as the tractor 1 reaches the work end point such as the end of the work path P1 (see, for example, FIG. 3), the rotary tiller 6 is started. The automatic operation of the clutch operating mechanism 14 and the lifting and lowering drive mechanism 15 is controlled so that the tilling by the above is stopped.

  Thus, in the tractor 1, the transmission 11, the power steering mechanism 12, the brake operating mechanism 13, the clutch operating mechanism 14, the elevation driving mechanism 15, the on-vehicle electronic control unit 16, the vehicle speed sensor 17, the steering angle sensor 18, positioning The automatic traveling unit 2 is configured by the unit 19, the communication module 28, and the like.

  In this embodiment, not only can the tractor 1 automatically travel without the user or the like riding in the cabin 9, but also the tractor 1 can automatically travel while the user or the like rides in the cabin 9. Therefore, the automatic traveling control by the on-vehicle electronic control unit 16 can not only cause the tractor 1 to automatically travel along the target traveling route P without the user or the like boarding the cabin 9, and the user or the like board the cabin 9 Even in this case, the automatic traveling control by the on-vehicle electronic control unit 16 can cause the tractor 1 to automatically travel along the target travel path P.

  When the user or the like is in the cabin 9, the on-vehicle electronic control unit 16 automatically causes the tractor 1 to automatically travel, and the manual traveling state causes the tractor 1 to travel based on the driving operation of the user or the like. You can also switch. Therefore, while automatically traveling on the target traveling route P in the automatic traveling state, it is possible to switch from the automatic traveling state to the manual traveling state, and conversely, in the manual traveling state, manually traveling It is also possible to switch from the state to the automatic driving state. For switching between the manual travel state and the automatic travel state, for example, a switching operation unit for switching between the automatic travel state and the manual travel state can be provided in the vicinity of the seat 21 and the switching operation portion is used for mobile communication It can also be displayed on the liquid crystal panel 4 of the terminal 3. When the user operates the steering wheel 20 during automatic travel control by the on-vehicle electronic control unit 16, the automatic travel state can be switched to the manual travel state.

Hereinafter, the setting of the target travel route P by the travel route setting unit 32 will be described.
When the travel route setting unit 32 sets the target travel route P, the user follows the input guidance for setting the target travel route displayed on the liquid crystal panel 4 of the mobile communication terminal 3, and the user selects the type and model of work vehicle or work device. The vehicle body data is input, and the input vehicle body data is stored in the terminal storage unit 33. The driving area S to be set as the target driving route P is a field, and the terminal electronic control unit 30 of the mobile communication terminal 3 acquires field data including the shape and position of the field and stores it in the terminal storage unit 33 There is.

  Describing the acquisition of agricultural field data, the terminal electronic control unit 30 causes the shape of the agricultural field from the current position of the tractor 1 acquired by the positioning unit 19 and the like by causing the user etc. to drive and actually drive the tractor 1. It is possible to acquire position information for specifying a position or the like. The terminal electronic control unit 30 specifies the shape and position of the field from the acquired position information, and acquires field data including the shape and position of the specified field.

  For example, the user or the like operates the tractor 1 so that the tractor 1 travels around the outer periphery of the field, and positions the tractor 1 at a point corresponding to a corner of the field. Thereby, the terminal electronic control unit 30 acquires position information such as a point corresponding to a corner of the field based on the output of the positioning unit 19, and identifies the shape of the field from the position information of a plurality of points. , And the identified field is set as the traveling area S. FIG. 3 shows an example in which the rectangular travel area S is identified. As for the position of the field, for example, when the tractor 1 is positioned at the entrance of the field, the terminal electronic control unit 30 specifies the position of the field from the current position of the tractor 1 acquired by the positioning unit 19 .

  When field data including the identified field shape and position are stored in the terminal storage unit 33, the travel route setting unit 32 uses the field data and vehicle body data stored in the terminal storage unit 33 to achieve the target. Set a travel route P. In order to set the target travel route P, as shown in FIG. 2, the terminal electronic control unit 30 sets a work area R for the tractor 1 to perform a predetermined work (for example, work such as tillage) in the travel area S. And a travel route setting unit 32 for setting a target travel route P, and the like.

  As shown in FIG. 3, the work area R set by the work area setting unit 34 is an area for performing predetermined work (for example, work such as plowing) while the tractor 1 is automatically traveled. The work area setting unit 34 is, for example, a turning traveling space required to turn the tractor 1 based on the turning radius included in the vehicle data, the longitudinal width and the lateral width of the tractor 1, etc. A safety space or the like to be secured is sought so that there is no obstacle such as jumping out of the area S. As shown in FIG. 3, the work area setting unit 34 sets the work area R inside the travel area S in a state of securing a space portion obtained inside the outer peripheral portion of the travel area S.

  After the work area R is set by the work area setting unit 34, as shown in FIG. 3, the travel route setting unit 32 sets a target travel route P using vehicle data, field data, and the like. For example, the target travel path P has a plurality of work paths P1 which have the same rectilinear distance and are arranged in parallel with a predetermined distance corresponding to the work width, and the start and end of adjacent work paths P1. And a turning path P2. The plurality of work paths P1 are paths for performing predetermined work while the tractor 1 is automatically traveled, and in the example shown in FIG. 3, a straight path for advancing the tractor 1 is exemplified. The turning path P2 is a path for changing the traveling direction of the tractor 1, and connects the end of the working path P1 and the starting end of the next working path P1 adjacent thereto. In FIG. 3, a U-turn path is illustrated in which the turning path P <b> 2 turns the tractor 1 to turn the traveling direction of the tractor 1 by 180 degrees. In this manner, the work paths P1 adjacent to each other are set such that the traveling directions are opposite to each other, and the tractor 1 is a target to perform a predetermined work while traveling reciprocally through the plurality of work paths P1. A travel route P is set. Incidentally, the target travel route P shown in FIG. 3 is merely an example, and it is possible to appropriately change what kind of target travel route is set.

  In setting the target travel route P in the travel route setting unit 32, if the obstacle C (see FIG. 4) exists in the travel area S, how to drive the tractor 1 with respect to the obstacle C, etc. It is required to take measures for obstacle C. Therefore, as shown in FIG. 2, the terminal electronic control unit 30 sets an obstacle travel mode for an obstacle to a portion corresponding to the position where the obstacle C is present on the target travel route P. A mode setting unit 35 is provided.

  As obstacle C, various things, such as a steel tower, gravel, mud, etc., can be considered, for example. The tower and the gravel may cause a collision of the tractor 1, a failure of the working device, and the like, and thus are obstacles that need to be traveled avoiding the obstacle C. On the other hand, if the obstacle C is a muddy, if it is a deep mum where the tractor 1 can not run itself, then it is necessary to run avoiding the obstacle C, but depending on the degree of muddy it is an obstacle There is also a thing which does not need to drive | work avoiding C. For example, there are murkyness which can be run while performing a predetermined work if the running speed is lowered, and murky which should be run by leaving it to the driving operation of the user or the like. As described above, even when the obstacle C is referred to, the degree of the obstacle or the like is not the same, and plural kinds of obstacles C exist.

  Therefore, for example, a first obstacle C1 that needs to travel avoiding the type of obstacle C, and a second obstacle that can be traveled while the tractor 1 performs a predetermined operation if the vehicle speed of the tractor 1 is limited. There are three types of object C2 and a third obstacle C3 which gives how to drive the tractor 1 to the driving operation of the user or the like. FIG. 4 shows the case where the first obstacle C1, the second obstacle C2 and the third obstacle C3 exist in the traveling area S.

  As the obstacle traveling mode for obstacles, a plurality of obstacle traveling modes having different traveling modes are provided according to the type of obstacle C. For example, obstacle traveling modes equal in number to the types of obstacle C are included. doing. The obstacle travel mode corresponding to the first obstacle C1 (refer to the left side in FIG. 4) is a travel mode in which the tractor 1 is automatically traveled along the avoidance path P3 for avoiding the first obstacle C1. There is. The obstacle travel mode corresponding to the second obstacle C2 (refer to the center side in FIG. 4) is a vehicle speed limit mode in which a traveling mode in which the tractor 1 is automatically traveled along the target travel path P in a state of limiting the vehicle speed. There is. The obstacle traveling mode (refer to the right side in FIG. 4) corresponding to the third obstacle C3 is a manual switching mode in which a traveling mode is adopted in which the automatic traveling is canceled and the traveling by manual operation is switched to travel the tractor 1. The avoidance route mode is a mode for causing the avoidance route P3 to travel, but the vehicle speed limit mode and the manual switching mode are the non-avoidance route mode in which the avoidance route P3 is not caused to travel.

  As described above, since the obstacle traveling mode setting unit 35 has a plurality of obstacle traveling modes corresponding to the type of the obstacle C, the obstacle traveling mode setting unit 35 One obstacle traveling mode selected from a plurality of obstacle traveling modes is set. The target travel route P set by the travel route setting unit 32 is displayed on the liquid crystal panel 4 by the terminal electronic control unit 30, and the target travel route P is displayed on the liquid crystal panel 4 on which the target travel route P is displayed. The user or the like can input which obstacle travel mode to select from the presence position and the plurality of obstacle travel modes. The obstacle traveling mode setting unit 35 selects one obstacle selected from a plurality of obstacle traveling modes with respect to a portion corresponding to the existing position of the obstacle C in the target traveling route P based on input information from the user etc. The item travel mode is set.

  For the input of the position where the obstacle C is present, for example, by positioning the tractor 1 at a location adjacent to the position where the obstacle C is present, the terminal electronic control unit 30 detects the presence of the obstacle C by the output of the positioning unit 19 Position information such as an adjacent place to the position is acquired, and the position information can be displayed on the liquid crystal panel 4. Thereby, the user etc. specify the existence position of the obstacle C on the screen of the liquid crystal panel 4 based on the acquired position information of the adjacent place etc., and input the existence position of the specified obstacle C. Can. Further, even if position information such as an adjacent place to the existing position of the obstacle C is not acquired, the existing position of the obstacle C in the traveling area S is identified by visual observation by the user etc., and the identified obstacle C It is also possible to input the presence position of the liquid crystal panel 4.

  For the selection of the obstacle travel mode, for example, it is possible to determine which type of obstacle C the obstacle C is by a visual inspection by the user or the like, and based on the determination result, the obstacle travel mode is selected can do. For example, in the case of a first obstacle C <b> 1 such as a steel tower which needs to travel avoiding, a user or the like can select the bypass route mode. In addition, if it is muddy, the user or the like can select the vehicle speed restriction mode or the manual switching mode by judging whether it is the second obstacle C2 or the third obstacle C3 according to the degree of the muddyness. .

  As described above, the obstacle travel mode setting unit 35 sets the obstacle travel mode selected from a plurality of obstacle travel modes based on the input information of the user or the like. Alternatively, it is possible to set an obstacle travel mode automatically selected from a plurality of obstacle travel modes.

  For example, when the tractor 1 is caused to travel in the traveling area S by the driving operation of the user or the like, the terminal electronic control unit 30 causes the tractor 1 to slip based on the outputs of various sensors provided in the tractor 1. The traveling state of the tractor 1 can be acquired, such as whether or not the vehicle is traveling. Further, since the terminal electronic control unit 30 can acquire the position information of the tractor 1 based on the output of the positioning unit 19, the position information of the tractor 1 and the traveling state of the tractor 1 at the timing when the position information is acquired By associating with each other, it can be recognized at what position in the traveling area S what kind of traveling state the tractor 1 is. Thereby, the obstacle travel mode setting unit 35 sets a position corresponding to the position where the obstacle C is present on the target travel path P based on the acquired travel state of the tractor 1 and the associated position information. One obstacle traveling mode can be selected from a plurality of obstacle traveling modes, and the selected obstacle traveling mode can be set. For example, the obstacle travel mode setting unit 35 determines that the slip rate of the tractor 1 is equal to or higher than the maximum allowable rate from the acquired travel state of the tractor 1, and the travel of the tractor 1 itself is the first obstacle C1 such as mud When the determination is made, the avoidance path mode can be selected and set. Also in the vehicle speed limit mode and the manual switching mode, the obstacle travel mode setting unit 35 is acquired by setting in advance the relationship as to which slip ratio the vehicle speed limit mode or the manual switching mode is to be selected. When the slip ratio of the tractor 1 is acquired from the traveling state of the tractor 1, the vehicle speed limit mode or the manual switching mode can be selected and set using the slip ratio and a preset relationship.

  In addition, the terminal electronic control unit 30 is provided with an imaging device such as a camera for imaging a field condition etc. in the tractor 1 when the tractor 1 is caused to travel in the traveling area S by a driving operation by a user or the like. The field condition can be acquired from the imaging information of the imaging device. Also at this time, since the terminal electronic control unit 30 can acquire the position information of the tractor 1 based on the output of the positioning unit 19, the imaging information of the imaging device at the timing when the position information of the tractor 1 and its position information are acquired Can be recognized at which position in the traveling area S and which imaging information has been obtained. Thereby, based on the acquired imaging information and the associated position information, the obstacle travel mode setting unit 35 determines which position in the agricultural field (traveling area S) is under what condition. Can. Therefore, the obstacle traveling mode setting unit 35 sets one of a plurality of obstacle traveling modes for a portion corresponding to the existing position of the obstacle C in the target traveling route P according to the field condition which is the determination result. An obstacle travel mode can be selected, and the selected obstacle travel mode can be set.

The setting of the obstacle travel mode will be described based on the flowcharts of FIGS. 4 and 5.
First, after the target traveling route P is set by the traveling route setting unit 32, the obstacle traveling mode setting unit 35 has the obstacle C in the traveling region S based on the input information of the user etc. It is determined whether or not (steps # 1, # 2).

  If the obstacle traveling mode setting unit 35 determines that the obstacle C exists in the traveling area S, it determines, for example, what kind of obstacle C the obstacle C is based on input information of the user etc. And one obstacle travel mode is selected and set from a plurality of obstacle travel modes (step # 3 in the case of Yes in step # 2).

  As shown in FIG. 4, when the first obstacle C1 is present on the left side of the travel area S, the obstacle travel mode setting unit 35 selects one of the work paths P1 corresponding to the existing position of the first obstacle C1. In the section, the avoidance route mode is set. In the avoidance route mode, the obstacle travel mode setting unit 35 generates the avoidance route P3 for avoiding the first obstacle C1 (in the case of Yes in step # 4, step # 5). The avoidance path P3 is, as shown in FIG. 4, a straight parallel part P3a parallel to the working path P1 and a parallel part P3a at a position separated by a predetermined distance from the end of the first obstacle C1 in the lateral width direction. It has a curved connection portion P3b connecting the end in the path length direction and the end of the working path P1. Incidentally, the predetermined distance can be set using the minimum turning radius of the tractor 1, the lateral width of the tractor 1, and the like.

  Further, as shown in FIG. 4, the obstacle travel mode setting unit 35 sets the first non-work area V in which the tractor 1 is automatically traveled in a state in which the predetermined work is not performed according to the generation of the avoidance path P3. It sets up corresponding to the existence position of obstacle C1. In setting the non-work area V, the obstacle travel mode setting unit 35 sets the start point W1 and the end point W2 of the non-work area V on the work path P1 and the avoidance path P3. In the example shown in FIG. 4, the non-work area V is the work path P1 adjacent to the work-out path P3 in the arrangement direction of the work path P1 in addition to the work-out path P3 (the work path P1 on the leftmost side in FIG. An example is shown in which a part of the fourth work path P1) is set. As a result, while the tractor 1 is automatically traveled along the work path P1 adjacent to the avoidance path P3 in the arrangement direction of the work path P1, the tractor 1 is automatically traveled without performing the predetermined work.

  As shown in FIG. 4, when the second obstacle C2 is present at the center side of the travel area S, the obstacle travel mode setting unit 35 sets the work route P1 corresponding to the position where the second obstacle C2 is present. The vehicle speed limit mode is set in part. In the vehicle speed limit mode, the obstacle travel mode setting unit 35 sets the vehicle speed limit area T for a part of the work path P1 corresponding to the existing position of the second obstacle C2 (Yes in step # 6) In the case of step # 7).

  As shown in FIG. 4, the obstacle travel mode setting unit 35 surrounds an outer peripheral portion of the second obstacle C2 in a larger area than the second obstacle C2 based on the position where the second obstacle C2 is present. The vehicle speed limit area T is set, and the start point T1 and the end point T2 of the vehicle speed limit area T are set on the work path P1. Then, the obstacle travel mode setting unit 35 sets a path (work path P1) included in the vehicle speed restriction area T in the target travel path P to a vehicle speed restriction route P4 for restricting the vehicle speed of the tractor 1 to a predetermined vehicle speed or less. It is set. With regard to the predetermined vehicle speed, a speed obtained by reducing the target vehicle speed included in the route data by a predetermined vehicle speed can be automatically set as the predetermined vehicle speed, or the predetermined vehicle speed can be freely set by an operation of a user or the like.

  The obstacle traveling mode setting unit 35 not only sets the obstacle traveling mode, but also a notification for vehicle speed limitation that performs a predetermined notification operation to notify the user that the vehicle speed of the tractor 1 is limited to a predetermined vehicle speed or less. An area is set for a portion corresponding to the position where the second obstacle C2 is present in the target travel route P (step # 7). For example, as shown in FIG. 4, the obstacle travel mode setting unit 35 can set the same area as the vehicle speed restriction area T as the notification area. Further, for example, the obstacle travel mode setting unit 35 can set an area including a portion on the work route P1 in front of the vehicle speed restriction area T in addition to the vehicle speed restriction area T as a notification area. It is possible to change as appropriate whether to set as the notification area.

  As shown in FIG. 4, when the third obstacle C3 is present on the right side of the travel area S, the obstacle travel mode setting unit 35 selects one of the work paths P1 corresponding to the existing position of the third obstacle C3. Set the manual switching mode. In the manual switching mode, the obstacle travel mode setting unit 35 sets the manual switching area U for a part of the work path P1 corresponding to the position where the second obstacle C2 exists (Yes in step # 8). In the case of step # 9).

  For example, for the route (work route P1) included in the manual switching area U in the target travel route P, the obstacle travel mode setting unit 35 cancels the automatic travel of the tractor 1, and travels by manual operation by the user or the like. It is possible to set a manual switching path P5 to be switched. The start point U1 and the end point U2 of the manual switching area U are set on the work path P1.

  As in the case of selecting and setting the vehicle speed restriction mode, the obstacle travel mode setting unit 35 manually performs a predetermined notification operation to notify the user that the travel of the tractor 1 is switched from automatic travel to manual travel. A notification area for switching is set for a portion corresponding to the presence position of the third obstacle C3 on the target travel route P (step # 9). For example, as shown in FIG. 4, the obstacle travel mode setting unit 35 can set the same area as the manual switching area U as a notification area. Also, for example, the obstacle travel mode setting unit 35 can set only the start point U1 of the manual switching area U as the notification area, and it is possible to appropriately change which area is set as the notification area. .

  In this manner, when the obstacle C is present in the traveling area S when setting the target traveling path P in the traveling path setting unit 32, a portion corresponding to the position where the obstacle C is present in the target traveling path P In contrast, one obstacle traveling mode (one of the avoidance route mode, the vehicle speed restriction mode, and the manual switching mode) selected from the obstacle traveling modes of the plurality of types in the obstacle traveling mode setting unit 35 is selected. . As a result, when performing automatic travel control of the tractor 1, when traveling a part corresponding to the position where the obstacle C is present on the target travel path P, the traveling mode of the set obstacle travel mode is taken. , The travel of the tractor 1 is controlled.

The automatic travel control of the tractor 1 will be described based on the flowcharts of FIGS. 4 and 6.
Basically, the on-vehicle electronic control unit 16 performs automatic travel control so as to automatically travel the tractor 1 along the target travel route P based on the route data (step # 11). Then, when the obstacle traveling mode is set to a part of the target traveling route P, the traveling of the tractor 1 is controlled to take the traveling mode of the obstacle traveling mode.

  As shown on the left side of FIG. 4, when the vehicle travels in a part where the avoidance route mode corresponding to the first obstacle C1 is set on the target traveling route P, the on-vehicle electronic control unit 16 follows the avoidance route P3. Automatic travel control is performed so that the tractor 1 travels automatically (in the case of Yes in step # 12, step # 13).

  When the tractor 1 reaches the start point W1 of the non-work area V, which is the start point of the avoidance path P3, the on-vehicle electronic control unit 16 raises the rotary tiller 6 to stop the operation of the rotary tiller 6, The clutch operating mechanism 14 and the elevation driving mechanism 15 are controlled by the working device control unit 16 c so as to stop predetermined work such as tilling by the rotary cultivating device 6. Therefore, the on-vehicle electronic control unit 16 performs automatic travel control so that the tractor 1 automatically travels along the avoidance path P3 in a state where the predetermined work is stopped.

  Then, the on-vehicle electronic control unit 16 descends the rotary tilling device 6 when the tractor 1 automatically travels along the avoidance path P3 and reaches the end point W2 of the non-work area V which is the end point of the avoidance path P3. The working device control unit 16c controls the clutch operating mechanism 14 and the lifting and lowering drive mechanism 15 so that the predetermined operation such as tilling by the rotary cultivating device 6 can be resumed by operating the rotary cultivating device 6. Thus, when the automatic traveling along the avoidance route P3 is completed, the on-vehicle electronic control unit 16 performs the automatic traveling control so as to cause the tractor 1 to automatically travel along the work route P1 in a state where the predetermined work is performed. ing.

  Here, in the case shown in FIG. 4, the non-work area V is the work path P1 adjacent to the avoidance path P3 in the arrangement direction of the work path P1 (in FIG. It is set in a state including a part of the work path P1) located. Therefore, when the tractor 1 reaches the start point W1 of the non-work area V during the automatic travel of the tractor 1 along the work path P1 in a state where the predetermined work is performed, the rotary tilling device 6 is raised to perform the rotary operation. By stopping the operation of the cultivating device 6, the clutch operating mechanism 14 and the elevation driving mechanism 15 are controlled by the working device control unit 16c so as to stop a predetermined operation such as tilling by the rotary cultivating device 6. Therefore, the on-vehicle electronic control unit 16 performs automatic travel control so that the tractor 1 travels automatically along the work path P1 in a state in which the predetermined work is stopped. Then, when the tractor 1 reaches the end point W2 of the non-work area V, the rotary cultivating device 6 is lowered to operate the rotary cultivating device 6 so that the predetermined operation such as tilling by the rotary cultivating device 6 is resumed. The clutch operation mechanism 14 and the elevation drive mechanism 15 are controlled by the work device control unit 16c. In this manner, even in the work path P1, if within the non-work area V, the tractor 1 is automatically traveled along the work path P1 with the predetermined work stopped.

  As shown on the center side of FIG. 4, when traveling on a portion where the vehicle speed restriction mode corresponding to the second obstacle C2 is set on the target traveling route P, the tractor 1 is in the notification area for the vehicle speed restriction mode. Once located, the terminal electronic control unit 30, the in-vehicle electronic control unit 16, etc. perform a predetermined notification operation (in the case of Yes in step # 14, step # 15). As the predetermined notification operation, for example, the terminal electronic control unit 30 causes the liquid crystal panel 4 to display the content that the vehicle speed of the tractor 1 is limited to the predetermined vehicle speed or less. Further, the on-vehicle electronic control unit 16 causes the display unit (not shown) of the tractor 1 to display the content that the vehicle speed of the tractor 1 is limited to the predetermined vehicle speed or less, and operates the notification buzzer of the tractor 1 and the like. ing. Thus, the terminal electronic control unit 30, the liquid crystal panel 4, the in-vehicle electronic control unit 16, the display unit of the tractor 1, the notification buzzer of the tractor 1, and the like are provided as the notification unit for performing the notification operation.

  As shown in FIG. 4, when the current position of the tractor 1 output from the positioning unit 19 reaches the start point T1 of the vehicle speed limit area T, the on-vehicle electronic control unit 16 includes the vehicle speed of the tractor 1 in the route data. The target vehicle speed is limited to the predetermined vehicle speed or less (step # 16). The on-vehicle electronic control unit 16 performs automatic travel control so that the tractor 1 automatically travels along the work path P1 while limiting the vehicle speed of the tractor 1 to a predetermined vehicle speed or less and performing predetermined work. . When the current position of the tractor 1 output by the positioning unit 19 reaches the end point T2 of the vehicle speed restriction area T, the on-vehicle electronic control unit 16 determines the vehicle speed of the tractor 1 from the predetermined vehicle speed or less to the target vehicle speed included in the route data. The automatic travel control is performed so that the tractor 1 automatically travels along the work path P1 continuously from the vehicle speed limit area T. Thereby, since the tractor 1 can perform predetermined work while automatically traveling in a state of limiting the vehicle speed, the tractor 1 can automatically travel while taking a countermeasure suitable for the second obstacle C2. it can.

  As shown on the right side of FIG. 4, when traveling on a portion where the manual switching mode corresponding to the third obstacle C3 is set on the target traveling route P, the tractor 1 is positioned in the notification area for the vehicle speed restriction mode Then, the terminal electronic control unit 30, the in-vehicle electronic control unit 16, etc. perform a predetermined notification operation (in the case of Yes in step # 17, step # 18). As the predetermined notification operation, for example, the terminal electronic control unit 30 causes the liquid crystal panel 4 to display the contents in which the traveling of the tractor 1 is switched from the automatic traveling to the manual traveling. In addition, the on-vehicle electronic control unit 16 causes the display unit (not shown) of the tractor 1 to display the contents of switching the traveling of the tractor 1 from automatic traveling to manual traveling, and operates the notification buzzer of the tractor 1 and the like. I have to.

  When the current position of the tractor 1 output from the positioning unit 19 reaches the start point U1 of the manual switching area U, the on-vehicle electronic control unit 16 stops the traveling of the tractor 1 and cancels (discontinues) the automatic traveling control. , And allows the traveling of the tractor 1 by the driving operation of the user or the like (step # 19). Thereby, traveling of the tractor 1 from the start point U1 to the end point U2 of the manual switching area U becomes possible by the driving operation of the user or the like.

  For example, as shown in FIG. 4, it is possible to cause the tractor 1 to travel along the manual switching path P <b> 5 in a state in which a predetermined work is not performed by a driving operation of a user or the like. In addition, it is also possible to cause the tractor 1 to travel from the start point U1 to the end point U2 of the manual switching area U while avoiding the third obstacle C3 by the driving operation of the user or the like. As described above, in the manual switching area U, in order to cause the tractor 1 to travel from the start point U1 to the end point U2, it is left to the judgment of the user or the like what kind of travel mode is taken. When the tractor 1 is moved to the end point U2 of the manual switching area U by the driving operation of the user or the like, the on-vehicle electronic control unit 16 operates the liquid crystal panel 4 or the like to instruct resumption of automatic traveling. Automatic travel control for automatically traveling the tractor 1 along the work path P1 is resumed. Thereby, since the tractor 1 can run the tractor 1 by judgment of a user etc., the tractor 1 can be run, taking the coping method suitable for the 3rd obstacle C3.

  In the one shown in FIG. 4, the obstacle C is classified into three types of a first obstacle C1, a second obstacle C2, and a third obstacle C3. Although three types of manual switching modes have been exemplified, it is possible to appropriately change the type of obstacle C, and the obstacle traveling mode may be changed according to the number of types of obstacle C. The number provided can also be changed.

  As the obstacle C other than the three types of the first obstacle C1, the second obstacle C2 and the third obstacle C3, for example, a predetermined operation can not be performed, but only traveling is possible such as gravel or muddy There is also an obstacle C. As an obstacle travel mode corresponding to such an obstacle C, an obstacle travel mode can be provided in which the tractor 1 is automatically traveled along the target travel path P without performing a predetermined operation. When the obstacle traveling mode is selected and set, the obstacle traveling mode setting unit 35, along with the non-operation area V in FIG. It is possible to set a non-work area in which the tractor 1 is caused to travel automatically. Then, in the automatic travel control, when the tractor 1 reaches the set non-work area, the tractor 1 is automatically traveled along the target travel path P in a state where the predetermined work is not performed.

  There may be a case where it is better to limit the vehicle speed at an obstacle C which can not perform predetermined work but can only travel. In this case, the obstacle travel mode can be provided as an obstacle travel mode in which the tractor 1 is automatically traveled along the target travel path P without performing predetermined work and limiting the vehicle speed.

  Moreover, although it does not become an obstacle of the automatic travel of the tractor 1, it can be included in the obstacle C also when the condition of the road surface is bad. As an obstacle traveling mode corresponding to such an obstacle C, there is provided an obstacle traveling mode in which the tractor 1 is automatically traveled along the target traveling route P in a state where a notification operation to notify that it is a bad road is performed. it can. When the obstacle travel mode is selected and set, the obstacle travel mode setting unit 35 performs a notification operation to notify that the road is a rough road as in the vehicle speed restriction mode or the manual switching mode. An area in which the tractor 1 is automatically traveled along the traveling path P can be set. Then, in the automatic travel control, when the tractor 1 reaches the set area, the tractor 1 is automatically traveled along the target travel path P in a state where the notification operation is performed.

  As described above, the obstacle travel mode setting unit 35 sets the obstacle travel mode. However, as shown in FIG. 2, the obstacle travel mode in which the obstacle travel mode setting unit 35 cancels the obstacle travel mode setting. A release unit 36 is provided. For example, as shown on the left side of FIG. 4, when the obstacle travel mode setting unit 35 sets the avoidance route mode, the tractor 1 automatically travels the avoidance route P3 for avoiding the first obstacle C1. The work route P1 is avoided to a position largely deviated in the lateral width direction, which may cause disadvantages such as an increase in travel distance. Further, by setting the non-work area V corresponding to the position where the first obstacle C1 is present, there is a possibility that the area where the predetermined work can not be performed becomes large. Therefore, the user or the like may want to cancel the setting of the obstacle travel mode by the obstacle travel mode setting unit 35, and the obstacle travel mode canceling unit 36 is provided to meet the request.

  The user or the like can select whether to cancel the setting of the obstacle travel mode by the obstacle travel mode setting unit 35 or not. Therefore, when the user or the like performs an input operation for release using the liquid crystal panel 4 or the like to cancel the setting of the obstacle traveling mode by the obstacle traveling mode setting unit 35, the obstacle traveling mode canceling unit 36 The setting of the obstacle travel mode by the obstacle travel mode setting unit 35 is canceled based on the release input operation by the user or the like. For example, if the user or the like performs an input operation for release before starting automatic traveling, the setting of the obstacle traveling mode by the obstacle traveling mode setting unit 35 can be canceled before starting automatic traveling. In addition, even during automatic travel, if the user or the like performs an input operation for releasing, the setting of the obstacle travel mode by the obstacle travel mode setting unit 35 can be canceled.

  When the obstacle travel mode cancellation unit 36 cancels the setting of the obstacle travel mode by the obstacle travel mode setting unit 35, the on-vehicle electronic control unit 16 automatically travels the tractor 1 along the target travel path P. Automatic travel control is performed as you do. The vehicle speed of the tractor 1 in the automatic travel control at this time is set to be the target vehicle speed included in the route data.

[Another embodiment]
Another embodiment of the present invention will be described.
In addition, the configuration of each embodiment described below is not limited to being individually applied, and may be applied in combination with the configuration of the other embodiments.

(1) The configuration of the work vehicle can be variously changed.
For example, the work vehicle may be configured in a hybrid specification including the engine 10 and an electric motor for traveling, or may be configured in an electric specification including an electric motor for traveling in place of the engine 10 .
For example, the work vehicle may be configured in a semi crawler specification provided with left and right crawlers instead of the left and right rear wheels 8.
For example, the work vehicle may be configured in a rear wheel steering specification in which the left and right rear wheels 8 function as steered wheels.

(2) In the above embodiment, the obstacle travel mode includes an obstacle route mode, a vehicle speed limit mode, a manual switching mode, and a plurality of different obstacle travel modes such as the travel mode of the tractor 1 that are different. For example, it is possible to provide a plurality of obstacle traveling modes having different working forms, such as whether or not to perform a predetermined work, and how to operate the working device, which obstacle modes are provided, or The number of obstacle travel modes can be changed as appropriate.

  For example, as shown in FIG. 1, when the rotary tilling apparatus 6 is provided as a work device, a plurality of types of obstacle traveling modes taking different working forms, a plurality of obstacles taking working forms having different cultivation depths It is possible to provide a traveling mode, a plurality of obstacle traveling modes in which the rotational speed of the rotary cultivating device 6 is different, and the like.

(3) In the above embodiment, as shown in FIG. 4, the case where the first obstacle C1, the second obstacle C2 and the third obstacle C3 exist in the traveling area S is illustrated, Since how many obstacles C exist in the traveling area S and in what positions the obstacles C are present differ depending on the conditions such as the field etc., how to set the obstacle traveling mode is shown in the figure. It is not limited to the one shown in 4.

(4) In the above embodiment, the case where the travel route setting unit 32, the obstacle travel mode setting unit 35, etc. are provided in the terminal electronic control unit 30, and the travel route setting device according to the present invention is provided in the mobile communication terminal 3 is illustrated. However, it is possible to appropriately change what kind of device or device the traveling route setting device is provided to. For example, the travel route setting unit 32, the obstacle travel mode setting unit 35, and the like may be provided in the on-vehicle electronic control unit 16, and the travel route setting device may be provided in the tractor 1. In addition, the travel route setting device including the travel route setting unit 32, the obstacle travel mode setting unit 35, and the like can be provided in an external management server or the like that can communicate various information with the mobile communication terminal 3 and the tractor 1.

1 Tractor (work vehicle)
32 travel route setting unit 35 obstacle travel mode setting unit 36 obstacle travel mode release unit C obstacle P target travel route P3 avoidance route S travel region

Claims (6)

A travel route setting unit for setting a target travel route for travel guidance for causing the work vehicle to automatically travel within the travel region;
An obstacle travel mode setting unit configured to set an obstacle travel mode for the obstacle at a position corresponding to the position where the obstacle is present in the target travel route;
The obstacle travel mode setting unit is configured to set an obstacle travel mode selected from a plurality of obstacle travel modes.   The plurality of types of obstacle traveling modes include an avoidance path mode having a traveling mode for causing the work vehicle to automatically travel along an avoidance path for avoiding an obstacle, and a non-avoidance path mode having a traveling mode for not traveling the avoidance path. The travel route setting device according to claim 1, wherein   When the obstacle travel mode setting unit selects and sets the non-avoidance route mode, the obstacle travel mode setting unit sets a notification area for performing a predetermined notification operation on a portion corresponding to the obstacle existing position on the target travel route. The travel route setting device according to claim 2 configured to be capable.   The manual switching mode according to any one of claims 1 to 3, wherein the plurality of obstacle traveling modes include a traveling mode in which the traveling vehicle is caused to travel by canceling automatic traveling and switching to traveling by manual operation. The travel route setting device according to item 1.   The vehicle speed restriction mode having a traveling mode for automatically traveling the work vehicle along a target traveling route in a state of limiting the vehicle speed is included in the plurality of types of obstacle traveling modes. The travel route setting device according to item 1. The travel route setting device according to any one of claims 1 to 5, further comprising: an obstacle travel mode release unit that cancels the setting of the obstacle travel mode by the obstacle travel mode setting unit.

Images