JP2022033175A - Automatic traveling system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent automatic traveling of a work vehicle using a linear travel route from being disabled while allowing the work vehicle to automatically travel in the state that the linear travel route is shifted.

SOLUTION: An automatic traveling system includes: an automatic travel control part which performs automatic travel control that allows a work vehicle to travel automatically along a target travel route on the basis of positioning information on the work vehicle; and a (second) route shift part 94 shifting the target travel route in the direction orthogonal to a linear travel direction in the state that automatic travel control is performed in the automatic travel control part. The target travel route includes at least a plurality of linear travel routes that are generated with respect to a work area and are arranged at intervals. The route shift part 94 does not perform processing to shift the target travel route at an unoperable timing even during the automatic travel control.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to an automatic traveling system for automatically traveling a work vehicle along a target traveling route.

The above-mentioned automatic traveling system automatically drives the working vehicle along a target traveling route generated in advance based on the positioning information of the working vehicle acquired by using a satellite positioning system or the like (for example, Patent Document). See 1.).

In the system described in Patent Document 1, an arbitrary two points are set in the work area by actually driving the user to drive the work vehicle, and a straight line connecting the two points is generated as a reference travel path. .. A plurality of travel routes are generated in a state where they are lined up in parallel with a distance from the reference travel route. Both the reference travel route and the plurality of travel routes are linear linear travel routes, and as the target travel route, a plurality of linear travel routes are generated so as to be arranged in parallel at intervals.

When working in the work area with a work vehicle, the work vehicle is automatically driven along a certain straight travel route, and when the work vehicle reaches the end of the straight travel route, the automatic travel is switched to manual travel. The work vehicle is turned by manual driving to the beginning of the next adjacent straight traveling path. When the work vehicle reaches the start of the next straight travel route, the manual travel is switched to automatic travel, and the work vehicle is automatically traveled along the next straight travel route.

When the work vehicle is turned by manual driving to enter the next straight traveling path, it deviates from the starting end of the generated next straight traveling path, or what is the starting end of the generated next straight traveling path? You may want to enter a different position. Therefore, in the system described in Patent Document 1, the next straight line generated so that the start end of the generated next straight line travel path matches the current position of the work vehicle in the state of entering the next straight line travel path. The traveling route is shifted in a direction orthogonal to the straight traveling direction. As a result, the work vehicle can be automatically driven along the straight traveling path after the shift. By the way, when the next straight running path is shifted, the remaining straight running paths are also shifted by the same amount in the direction orthogonal to the straight running direction.

Japanese Patent No. 6143716

In the system described in Patent Document 1, when the linear travel path is shifted, the linear travel path generated in advance is updated to store the linear travel path after the shift, or the shifted amount of shift is stored. It is conceivable to memorize only the state after the shift for the straight traveling route by keeping it.

However, for example, when working with a work vehicle in the same work area in the next fiscal year, the linear travel route generated in advance is not stored, and the work vehicle automatically travels using the linear travel route generated in advance. You will not be able to. Therefore, it is necessary to regenerate the linear traveling path generated in advance again, which increases the work time and effort.

For example, the shift of the straight traveling route is not always performed, but is temporarily performed in order to respond to changes in working conditions and the like. Therefore, if the straight line travel path after the shift to be temporarily performed is updated and stored, it is difficult to obtain an appropriate straight line travel route when performing work under normal work conditions, and it is difficult to perform appropriate work. It will be a thing.

In view of this situation, the main problem of the present invention is that the work vehicle can be automatically driven in a state where the linear travel path generated in advance is shifted, while the automatic travel of the work vehicle using the linear travel path generated in advance can be achieved. The point is to provide an automatic driving system that can prevent it from becoming impossible.

The automatic driving system according to one aspect of the present invention includes an automatic driving control unit that performs automatic driving control to automatically drive the work vehicle based on the positioning information of the work vehicle along a target travel route, and an automatic driving control unit thereof. The vehicle is provided with a route shift unit that shifts the target travel route in a direction orthogonal to the straight travel direction while the automatic travel control is being executed. The target travel path includes at least a plurality of the linear travel paths generated for the work area and arranged so as to be spaced apart from each other. Even during the execution of the automatic travel control, the route shift unit does not perform the process of shifting the target travel route at the inoperable timing.

The figure which shows the schematic structure of the automatic driving system Block diagram showing the schematic configuration of the autonomous driving system The figure which shows the work area in the state which generated the target travel path The figure which shows the work screen displayed on the display part of a mobile communication terminal. Enlarged view of a part of the work screen displayed on the display of the mobile communication terminal after performing the route shift process. Flowchart showing the operation when performing route shift processing The figure which shows the screen including the path offset button displayed on the display part of a mobile communication terminal. Enlarged view of a part of the work screen displayed on the display of the mobile communication terminal after performing the route offset processing. Flowchart showing the operation when performing route offset processing A diagram showing a confirmation screen for confirming whether or not to save the route information after the shift.

An embodiment of the automatic traveling system according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, this automatic traveling system applies the tractor 1 as a work vehicle, but other than the tractor, a passenger work vehicle such as a passenger rice transplanter, a combine, a passenger grass mowing machine, a wheel loader, and a snowplow, In addition, an unmanned work vehicle such as an unmanned mower can be applied.

As shown in FIGS. 1 and 2, this automatic traveling system includes an automatic traveling unit 2 mounted on the tractor 1 and a mobile communication terminal 3 set to communicate with the automatic traveling unit 2. As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a touch-operable display unit 51 (for example, a liquid crystal panel) can be adopted.

The tractor 1 includes left and right front wheels 5 that function as driveable steering wheels, and a traveling machine body 7 that has left and right rear wheels that can be driven. A bonnet 8 is arranged on the front side of the traveling machine body 7, and an electronically controlled diesel engine (hereinafter referred to as an engine) 9 equipped with a common rail system is provided in the bonnet 8. A cabin 10 forming a boarding-type driving unit is provided on the rear side of the bonnet 8 of the traveling machine body 7.

The tractor 1 can be configured to the rotary tillage specification by connecting the rotary tillage device, which is an example of the work device 12, to the rear part of the traveling machine body 7 via a three-point link mechanism 11 so as to be able to move up and down and roll. can. Instead of the rotary tilling device, a working device 12 such as a plow, a sowing device, and a spraying device can be connected to the rear part of the tractor 1.

As shown in FIG. 2, the tractor 1 includes an electronically controlled transmission 13 that shifts the power from the engine 9, a fully hydraulic power steering mechanism 14 that steers the left and right front wheels 5, and left and right rear wheels 6. Left and right side brakes for braking (not shown), electronically controlled brake operation mechanism 15 that enables hydraulic operation of the left and right side brakes, work clutch that interrupts transmission to work devices 12 such as rotary tillers (Fig.) (Not shown), an electronically controlled clutch operating mechanism 16 that enables hydraulic operation of the work clutch, an electrohydraulic control type elevating drive mechanism 17 that elevates and drives the work device 12 such as a rotary tiller, automatic running of the tractor 1, etc. The vehicle-mounted electronic control unit 18 having various control programs related to the above, the vehicle speed sensor 19 for detecting the vehicle speed of the tractor 1, the steering angle sensor 20 for detecting the steering angle of the front wheels 5, and the current position and the current orientation of the tractor 1 are measured. The positioning unit 21 and the like are provided.

An electronically controlled gasoline engine equipped with an electronic governor may be adopted as the engine 9. As the speed change device 13, a hydraulic mechanical type continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt type continuously variable transmission, or the like can be adopted. As the power steering mechanism 14, an electric power steering mechanism 14 or the like provided with an electric motor may be adopted.

Inside the cabin 10, as shown in FIG. 1, a steering wheel 38 that enables manual steering of the left and right front wheels 5 via a power steering mechanism 14 (see FIG. 2), a driver's seat 39 for passengers, and a touch panel It is equipped with an expression display unit and various operating tools.

As shown in FIG. 2, the in-vehicle electronic control unit 18 is a work device 12 such as a shift control unit 181 that controls the operation of the transmission device 13, a braking control unit 182 that controls the operation of the left and right side brakes, and a rotary tiller. The work device control unit 183 that controls the operation, the steering angle setting unit 184 that sets the target steering angles of the left and right front wheels 5 during automatic driving and outputs them to the power steering mechanism 14, and the target driving for automatic driving generated in advance. It has a non-volatile vehicle-mounted storage unit 185 and the like for storing the route P (see, for example, FIG. 3) and the like.

As shown in FIG. 2, the positioning unit 21 is a satellite that measures the current position and current orientation of the tractor 1 by using GPS (Global Positioning System), which is an example of a satellite positioning system (NSS: Navigation Satellite System). It is equipped with a navigation device 22, an inertial measurement unit (IMU) 23 and the like having a three-axis gyroscope, a three-way acceleration sensor, and the like to measure the posture and orientation of the tractor 1. Positioning methods using GPS include DGPS (Differential GPS: relative positioning method) and RTK-GPS (Real Time Kinematic GPS: interference positioning method). In this embodiment, RTK-GPS suitable for positioning of a moving body is adopted. Therefore, as shown in FIGS. 1 and 2, a reference station 4 that enables positioning by RTK-GPS is installed at a known position around the field.

As shown in FIG. 2, the tractor 1 and the reference station 4 are connected to the positioning antennas 24 and 61 that receive the radio waves transmitted from the positioning satellite 71 (see FIG. 1), and between the tractor 1 and the reference station 4. The communication modules 25, 62 and the like that enable wireless communication of various information including the positioning information in the above are provided. As a result, in the satellite navigation device 22, the positioning antenna 24 on the tractor side receives the radio waves from the positioning satellite 71 and the positioning information is obtained, and the positioning antenna 61 on the base station side receives the radio waves from the positioning satellite 71. Based on the obtained positioning information, the current position and current orientation of the tractor 1 can be measured with high accuracy. Further, the positioning unit 21 is provided with the satellite navigation device 22 and the inertial measurement unit 23 to measure the current position, the current direction, and the attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy. Can be done.

As shown in FIG. 1, the positioning antenna 24, the communication module 25, and the inertial measurement unit 23 provided in the tractor 1 are housed in the antenna unit 80. The antenna unit 80 is arranged at an upper position on the front side of the cabin 10.

As shown in FIG. 2, the mobile communication terminal 3 has positioning information between the terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51 and the like, and the communication module 25 on the tractor side. A communication module 55 or the like that enables wireless communication of various information including the above is provided. The terminal electronic control unit 52 includes a travel route generation unit 53 that generates a target travel route P (for example, see FIG. 3) for automatically traveling the tractor 1, and various input information and travel route generation units input by the user. It has a non-volatile terminal storage unit 54 and the like that stores the target travel path P and the like generated by the 53.

When the travel route generation unit 53 generates the target travel route P, a user such as a driver or an administrator may use a work vehicle or the like according to an input guide for setting a target travel route displayed on the display unit 51 of the mobile communication terminal 3. Vehicle body information such as the type and model of the work device 12 is input, and the input vehicle body information is stored in the terminal storage unit 54. The work area S (see FIG. 3) for which the target travel path P is to be generated is set as a field, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires field information including the shape and position of the field and is a terminal storage unit. I remember it in 54.

Explaining the acquisition of field information, when a user or the like drives and actually runs the tractor 1, the terminal electronic control unit 52 obtains the shape and position of the field from the current position of the tractor 1 acquired by the positioning unit 21. It is possible to acquire the position information for specifying the above. The terminal electronic control unit 52 specifies the shape and position of the field from the acquired position information, and acquires the field information including the work area S specified from the shape and position of the specified field. FIG. 3 shows an example in which a rectangular work area S is specified.

When the field information including the shape and position of the specified field is stored in the terminal storage unit 54, the traveling route generation unit 53 uses the field information and the vehicle body information stored in the terminal storage unit 54 to target. Generate a travel path P.

As shown in FIG. 3, the traveling route generation unit 53 divides the work area S into a central area R1 and an outer peripheral area R2. The central area R1 is set in the central portion of the work area S, and is a reciprocating work area in which the tractor 1 is automatically traveled in the reciprocating direction to perform predetermined work (for example, work such as tillage). The outer peripheral region R2 is set around the central region R1. The traveling route generation unit 53 is, for example, a space for turning traveling required for turning the tractor 1 at the shore of the field from the turning radius, the front-rear width, the left-right width, etc. of the tractor 1 included in the vehicle body information. Seeking. The travel route generation unit 53 divides the work area S into a central area R1 and an outer peripheral area R2 so as to secure a space or the like obtained on the outer periphery of the central area R1.

As shown in FIG. 3, the travel route generation unit 53 generates a target travel route P by using vehicle body information, field information, and the like. For example, the target travel path P has a plurality of linear work paths P1 having the same straight-line distance in the central region R1 and arranged in parallel with a certain distance corresponding to the work width. The plurality of work routes P1 are routes for performing predetermined work while traveling the tractor 1 in a straight line. The connection path P2 is a U-turn path for changing the traveling direction of the tractor 1 by 180 degrees without performing a predetermined operation, and connects the end of the work path P1 and the start end of the next adjacent work path P1. ing. Incidentally, the target travel route P shown in FIG. 3 is merely an example, and the target travel route to be set can be appropriately changed.

The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route information associated with vehicle body information, field information, and the like. The route information includes the azimuth angle of the target travel route P, the set engine rotation speed set according to the travel mode of the tractor 1 on the target travel route P, the target travel speed, and the like.

In this way, when the travel route generation unit 53 generates the target travel route P, the terminal electronic control unit 52 transfers the route information from the mobile communication terminal 3 to the tractor 1, so that the vehicle-mounted electronic control unit 18 of the tractor 1 is used. However, the route information can be acquired. The in-vehicle electronic control unit 18 automatically travels the tractor 1 along the target travel route P while acquiring its own current position (current position of the tractor 1) by the positioning unit 21 based on the acquired route information. Can be done. The current position of the tractor 1 acquired by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, in a cycle of several milliseconds), and the current position of the tractor 1 is transmitted by the mobile communication terminal 3. I know.

Regarding the transfer of route information, the entire route information can be transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18 at once before the tractor 1 starts automatic traveling. Further, for example, the route information including the target travel route P can be divided into a plurality of route portions for each predetermined distance with a small amount of information. In this case, in the stage before the tractor 1 starts automatic traveling, only the initial route portion of the route information is transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18. After the start of automatic driving, every time the tractor 1 reaches a route acquisition point set according to the amount of information or the like, the route information of only the subsequent route portion corresponding to that point is electronically controlled by the terminal electronic control unit 52. It may be transferred to the unit 18.

When starting the automatic traveling of the tractor 1, for example, when the user or the like moves the tractor 1 to the starting point and various automatic traveling start conditions are satisfied, the user displays the display unit 51 on the mobile communication terminal 3. By instructing the start of automatic traveling, the mobile communication terminal 3 transmits the instruction to start automatic traveling to the tractor 1. As a result, in the tractor 1, the in-vehicle electronic control unit 18 receives an instruction to start automatic driving, and while the positioning unit 21 acquires its own current position (current position of the tractor 1), the vehicle-mounted electronic control unit 18 sets the target travel path P. Automatic running control for automatically running the tractor 1 along the line is started. Automatic driving control in which the in-vehicle electronic control unit 18 automatically travels the tractor 1 along the target traveling path P in the work area S based on the positioning information of the tractor 1 acquired by the positioning unit 21 using the satellite positioning system. It is configured as an automatic driving control unit that performs the above.

The automatic running control includes automatic shift control that automatically controls the operation of the transmission 13, automatic braking control that automatically controls the operation of the brake operation mechanism 15, automatic steering control that automatically steers the left and right front wheels 5, and a rotary tiller. And the like for work that automatically controls the operation of the work device 12 and the like.

In the automatic shift control, the shift control unit 181 determines the tractor 1 on the target travel path P based on the route information of the target travel path P including the target travel speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19. The operation of the transmission 13 is automatically controlled so that the target traveling speed set according to the traveling mode or the like can be obtained as the vehicle speed of the tractor 1.

In the automatic braking control, the braking control unit 182 places the left and right side brakes on the left and right rear in the braking region included in the route information of the target travel path P based on the target travel path P and the output of the positioning unit 21. The operation of the brake operation mechanism 15 is automatically controlled so as to properly brake the wheel 6.

In the automatic steering control, the steering angle setting unit 184 sets the target of the left and right front wheels 5 based on the route information of the target travel path P and the output of the positioning unit 21 so that the tractor 1 automatically travels on the target travel path P. The steering angle is obtained and set, and the set target steering angle is output to the power steering mechanism 14. The power steering mechanism 14 automatically steers the left and right front wheels 5 based on the target steering angle and the output of the steering angle sensor 20 so that the target steering angle is obtained as the steering angle of the left and right front wheels 5.

In the automatic work control, the work device control unit 183 performs work such as the start of the work path P1 (see, for example, FIG. 3) by the tractor 1 based on the route information of the target travel path P and the output of the positioning unit 21. A predetermined work (for example, tilling work) by the work device 12 is started as the start point is reached, and the tractor 1 reaches the work end point such as the end of the work path P1 (for example, see FIG. 3). Along with this, the operation of the clutch operation mechanism 16 and the elevating drive mechanism 17 is automatically controlled so that the predetermined work by the work device 12 is stopped.

In this way, in the tractor 1, the transmission 13, the power steering mechanism 14, the brake operation mechanism 15, the clutch operation mechanism 16, the elevating drive mechanism 17, the in-vehicle electronic control unit 18, the vehicle speed sensor 19, the steering angle sensor 20, and the positioning. The automatic traveling unit 2 is composed of the unit 21, the communication module 25, and the like.

In this embodiment, it is possible not only to automatically drive the tractor 1 without the user or the like boarding the cabin 10, but also to automatically drive the tractor 1 with the user or the like boarding the cabin 10. Therefore, not only can the tractor 1 be automatically driven along the target traveling path P by the automatic traveling control by the in-vehicle electronic control unit 18 without the user or the like boarding the cabin 10, but also the user or the like can be boarded in the cabin 10. Even in this case, the tractor 1 can be automatically driven along the target traveling path P by the automatic traveling control by the vehicle-mounted electronic control unit 18.

When a user or the like is on board the cabin 10, the vehicle-mounted electronic control unit 18 switches between an automatic driving state in which the tractor 1 is automatically driven and a manual driving state in which the tractor 1 is driven based on the driving of the user and the like. be able to. Therefore, it is possible to switch from the automatic driving state to the manual driving state while the target traveling route P is automatically traveling in the automatic driving state, and conversely, the manual driving is performed while the vehicle is traveling in the manual driving state. It is possible to switch from the state to the automatic driving state. Regarding switching between the manual driving state and the automatic driving state, for example, a switching operation unit for switching between the automatic driving state and the manual driving state can be provided in the vicinity of the driver's seat 39, and the switching operation unit is carried. It can also be displayed on the display unit 51 of the communication terminal 3. Further, when the user operates the steering wheel 38 during the automatic driving control by the vehicle-mounted electronic control unit 18, the automatic driving state can be switched to the manual driving state.

As shown in FIGS. 1 and 2, the tractor 1 is provided with an obstacle detection system 100 for detecting an obstacle around the tractor 1 (traveling machine 7) and avoiding a collision with the obstacle. ing. The obstacle detection system 100 includes a plurality of lidar sensors 101 and 102 capable of measuring the distance to the object to be measured in three dimensions using a laser, and a plurality of lidar sensors 101 and 102 capable of measuring the distance to the object to be measured using ultrasonic waves. The sonar units 103 and 104 having sonar, an obstacle detection unit 110, and a collision avoidance control unit 111 are provided.

The measurement target to be measured by the rider sensors 101, 102 and the sonar units 103, 104 is an object, a person, or the like. The rider sensors 101 and 102 include a front rider sensor 101 whose measurement target is the front side of the tractor 1 and a rear rider sensor 102 whose measurement target is the rear side of the tractor 1. The sonar units 103 and 104 include a right-side sonar unit 103 whose measurement target is the right side of the tractor 1 and a left-side sonar unit 104 whose measurement target is the left side of the tractor 1.

The obstacle detection unit 110 performs obstacle detection processing for detecting an object to be measured such as an object or a person within a predetermined distance as an obstacle based on the measurement information of the rider sensors 101, 102 and the sonar units 103, 104. It is configured in. The collision avoidance control unit 111 is configured to perform collision avoidance control for decelerating the tractor 1 or stopping the traveling of the tractor 1 when the obstacle detection unit 110 detects an obstacle. In the collision avoidance control, the collision avoidance control unit 111 not only decelerates the tractor 1 or stops the tractor 1 from traveling, but also activates a notification device 26 such as a notification buzzer and a notification lamp to indicate that an obstacle exists. I am informing you. In the collision avoidance control, the collision avoidance control unit 111 communicates with the mobile communication terminal 3 from the tractor 1 by using the communication modules 25 and 55 to display the presence of the obstacle on the display unit 51, so that the obstacle exists. It is possible to notify what to do.

The obstacle detection unit 110 repeatedly performs obstacle detection processing based on the measurement information of the rider sensors 101, 102 and the sonar units 103, 104 in real time, and appropriately detects obstacles such as objects and people. The collision avoidance control unit 111 performs collision avoidance control for avoiding a collision with an obstacle detected in real time.

The obstacle detection unit 110 and the collision avoidance control unit 111 are provided in the vehicle-mounted electronic control unit 18. The in-vehicle electronic control unit 18 is communicably connected to the electronic control unit for the engine, the rider sensors 101, 102, the sonar units 103, 104, etc. included in the common rail system via CAN (Controller Area Network). There is.

When the tractor 1 is automatically traveled along the target travel route P, it may be desired to shift the work route P1 in the target travel route P in a direction orthogonal to the travel direction depending on a work situation or a request from a user or the like. Therefore, in this automatic driving system, in both the state where the vehicle-mounted electronic control unit 18 is not executing the automatic driving control and the state where the vehicle-mounted electronic control unit 18 is executing the automatic driving control, A configuration is provided for shifting the work path P1 (corresponding to a straight line travel path) in the target travel path P in a direction orthogonal to the travel direction (straight line travel direction).

First, a route shift process for shifting the work path P1 while the in-vehicle electronic control unit 18 is not executing automatic traveling control will be described.
As shown in FIG. 2, the mobile communication terminal 3 shifts the work path P1 in the target travel path P in a direction orthogonal to the travel direction in a state where the vehicle-mounted electronic control unit 18 does not execute automatic travel control. A first route shift unit 91 to be made to move, a terminal storage unit 54 (corresponding to the first shift route information storage unit) that stores post-shift route information regarding the work path P1 after shift in the first route shift unit 91, and When a predetermined first reset condition is satisfied, a first storage reset unit 92 for resetting the post-shift route information stored in the terminal storage unit 54 is provided.

Incidentally, the post-shift route information in the route shift process can be, for example, position information for the post-shift work path P1 and information regarding the shift direction and shift amount with respect to the pre-shift work path P1.

FIG. 4 shows a work screen displayed on the display unit 51 of the mobile communication terminal 3. On this work screen, the current positions of the work route P1 and the tractor 1 in the target travel route P are displayed. The mobile communication terminal 3 is provided with a work-completed registration unit 56 (see FIG. 2) for registering a work-worked work route P1 among the target travel routes P. On the work screen, the work path P1 registered as worked by the work registration unit 56 is colored (gray in FIG. 4), so that the work path P1 that has not been worked and the work path P1 that has been worked can be assigned. It is identifiable. FIG. 4 illustrates a state in which the automatic traveling control by the in-vehicle electronic control unit 18 is stopped in the middle of the work path P1 and the work is interrupted.

On the work screen of FIG. 4, a route shift button 93 for shifting the work route P1 in a direction orthogonal to the traveling direction is displayed. As a result, the user or the like presses the route shift button 93 while the in-vehicle electronic control unit 18 is not executing the automatic driving control, such as before the in-vehicle electronic control unit 18 executes the automatic driving control. , The first path shift unit 91 performs a path shift process for shifting all of the work path P1 in a direction orthogonal to the traveling direction so that the work path P1 matches the current position of the tractor 1. In the route shift process, for example, as shown in FIG. 5, all the work paths P1 are shifted so that the work path P1 matches the current position of the tractor 1. In the one shown in FIG. 5, all of the work paths P1 are shifted, but for example, it is possible to shift only the unworked work path P1 without shifting the worked path P1.

The route shift process by the first route shift unit 91 may be performed in all cases where the vehicle-mounted electronic control unit 18 performs automatic driving control as long as the vehicle-mounted electronic control unit 18 does not execute the automatic driving control. However, the first route shift unit 91 can perform the route shift process only when the vehicle-mounted electronic control unit 18 performs automatic traveling control in the straight-ahead mode.

Explaining the straight-ahead mode, the vehicle-mounted electronic control unit 18 is configured to be able to execute a straight-ahead mode in which the tractor 1 is automatically traveled only on a plurality of work paths P1 on the target travel path P in the automatic travel control. In the straight-ahead mode, the vehicle-mounted electronic control unit 18 automatically travels the tractor 1 along the work path P1 from the start end to the end of the work path P1 in each of the plurality of work paths P1, but the tractor 1 is at the end of the work path P1. When it arrives, it switches to manual operation. Therefore, the turning running from the end of the work path P1 to the start of the next work path P1 is performed by manual operation by the user or the like.

The route shift process by the first route shift unit 91 is when the automatic travel control is performed in the straight mode before the automatic travel control is performed in the straight mode such as the timing immediately before the automatic travel control is performed in the straight mode. This is a process of shifting the work path P1. Since the straight-ahead mode can be started not only at the start end of the work path P1 but also in the middle of the work path P1, the tractor 1 is not only when the tractor 1 is located at the start end of the work path P1 or in the vicinity thereof, but also the tractor 1 is the work path. Even if it is located in the middle of P1, the route shift process can be performed by the first route shift unit 91.

When the first route shift unit 91 performs the route shift process, the terminal electronic control unit 52 uses the communication module 55 to transmit the post-shift route information as the route information. The in-vehicle electronic control unit 18 performs automatic driving control based on the post-shift route information received by the communication module 25. As a result, when the vehicle-mounted electronic control unit 18 performs automatic traveling control in the straight-ahead mode after the first route shift unit 91 performs the route shift process, the work path P1 after the shift is shifted by the route shift process. The tractor 1 can be automatically driven along the line.

When the work path P1 is shifted by the route shift process, as shown in FIG. 5, the terminal electronic control unit 52 displays the work path P1 after the shift on the work screen. The work path P1 after the shift is such that all of the work path P1 is shifted in a direction orthogonal to the traveling direction so that the work path P1 coincides with the current position of the tractor 1. In FIG. 5, the work path P1 shown by the dotted line indicates the work path P1 before the shift. In this way, when the route shift process is performed by the first route shift unit 91, the work path P1 is changed from the position before the shift to the position after the shift and displayed.

Based on the flowchart of FIG. 6, the operation when the route shift process is performed by the first route shift unit 91 will be described.
First, before the in-vehicle electronic control unit 18 executes automatic driving control in the straight-ahead mode, the tractor 1 is positioned at a place where the work is to be started in the straight-ahead mode, and the route shift button 93 (see FIG. 4). Press to operate (step # 1).

When the route shift button 93 is pressed, the first route shift unit 91 performs route shift processing, and all of the work route P1 is orthogonal to the traveling direction so that the work route P1 matches the current position of the tractor 1. (In the case of Yes in step # 1, step # 2). At this time, as shown in FIG. 5, the work path P1 is also displayed after the work path P1 is changed from the position before the shift to the position after the shift.

The terminal electronic control unit 52 stores the post-shift route information regarding the work path P1 after the route shift process by the first route shift unit 91 in the terminal storage unit 54 (step # 3).

In this way, when the route shift process by the first route shift unit 91 and the storage of the route information after the shift are performed, and then when the instruction to start the automatic traveling in the straight-ahead mode is received, the vehicle-mounted electronic control unit 18 Performs automatic driving control in the straight-ahead mode based on the post-shift route information in which the route shift process is performed.

The post-shift route information stored in the terminal storage unit 54 is not stored indefinitely, and when the first reset condition is satisfied, the first storage reset unit 92 stores it in the terminal storage unit 54. The route information is reset after the shift (in the case of Yes in step # 4, step # 5). The first storage reset unit 92 determines whether or not the first reset condition is satisfied, and when the first reset condition is satisfied, the post-shift route information stored in the terminal storage unit 54 is deleted and reset. is doing.

The route shift process by the first route shift unit 91 is not always performed, but is temporarily performed in order to respond to changes in the work situation in the work area S and requests from users and the like. Therefore, the first reset condition is set so that the first reset condition is satisfied when the work in the work area S is completed. This prevents the inconvenience of resetting the post-shift route information and storing the post-shift route information in the state where the work in the work area S is completed.

The first reset condition will be described.
The terminal storage unit 54 (corresponding to the route storage unit) stores the target travel route P generated by the travel route generation unit 53, but not only the target travel route P for one work area S but also the target travel route P. The target travel paths P corresponding to each of the plurality of work areas S are stored. When the in-vehicle electronic control unit 18 performs automatic driving control in the straight-ahead mode, the terminal electronic control unit 52 works from the target traveling path P in each of the plurality of work areas S stored in the terminal storage unit 54. The target travel route P in the target work area S is read out, and the route information regarding the work route P1 of the target travel route P is transferred to the tractor 1.

Therefore, the first reset condition can be set to read the target travel path P corresponding to the next work area S of the work target from the terminal storage unit 54. As a result, it can be determined that the work in the work area S to be worked is completed and the work for automatically running the tractor 1 is being performed in the next work area S, and the terminal storage unit 54 can determine that the work is being performed. The stored route information after the shift can be reset.

Further, the first reset condition can be set so that a predetermined period elapses from the path shift process (shift operation) in which the work path P1 is shifted by the first path shift unit 91. As a result, when a predetermined period elapses after the route shift processing is performed, it can be determined that the work in the work area S has been completed, and the post-shift route information stored in the terminal storage unit 54 is reset. Can be done.

Although not shown, for example, the first reset button can be displayed on the work screen displayed on the display unit 51 of the mobile communication terminal 3. The first reset condition can be set when the first reset button is pressed and operated by the user or the like. As a result, it is possible to reset the route information after the shift after confirming the intention of the user or the like.

In this way, various conditions can be set as the first reset condition. When a plurality of conditions are set as the first reset condition, for example, if even one of the plurality of conditions is satisfied, it can be said that the first reset condition is satisfied.

Next, a route offset process for shifting the work path P1 while the in-vehicle electronic control unit 18 is executing automatic traveling control will be described.
As shown in FIG. 2, the mobile communication terminal 3 shifts the work path P1 in the target travel path P in a direction orthogonal to the travel direction in a state where the vehicle-mounted electronic control unit 18 is executing automatic travel control. The second route shift unit 94 to be made to be stored, the terminal storage unit 54 (corresponding to the second shift route information storage unit) that stores the post-shift route information regarding the work path P1 after the shift in the second route shift unit 94, and the second route shift unit 94. When a predetermined second reset condition is satisfied, a second storage reset unit 95 for resetting the post-shift route information stored in the terminal storage unit 54 is provided.

Incidentally, regarding the post-shift route information in the route offset processing, for example, the position information about the connection route P2 connecting the post-shift work route P1 and the post-shift work route P1, and the pre-shift work route P1 and the connection route P2. It can be information about the shift direction and the shift amount with respect to.

As shown in FIG. 7, on the work screen or the like displayed on the display unit 51 of the mobile communication terminal 3, a route offset button 96 for shifting the work route P1 in a direction orthogonal to the traveling direction is displayed. As a result, when the user or the like presses the route offset button 96 while the vehicle-mounted electronic control unit 18 is executing the automatic traveling control, the second route shift unit 94 causes the unworked work route P1. Path offset processing is performed to shift all of the above in a direction orthogonal to the traveling direction. In the route offset processing, for example, as shown in FIG. 5, the unworked work path P1 shown by the dotted line shifts all of the unworked work paths P1 like the unworked work path P1 shown by the solid line. I'm letting you.

In the route offset processing, the second route shift unit 94 operates the work route according to whether the right route offset button 96 or the left route offset button 96 is pressed, the number of times the route offset button 96 is pressed, and the like. The shift direction and the shift amount for shifting P1 are specified, and the unworked work path P1 is shifted by the specified shift direction and shift amount.

The route offset processing by the second route shift unit 94 is different from the route shift processing by the first route shift unit 91, and is not limited to the case where the vehicle-mounted electronic control unit 18 performs automatic traveling control in the straight-ahead mode. This can be done for all cases where 18 performs automatic driving control. Here, even during the execution of the automatic traveling control by the in-vehicle electronic control unit 18, the push operation disabled timing that disables the push operation of the route offset button 96 is set. At this push operation impossible timing, the push operation of the path offset button 96 is disabled so that the path offset process by the second path shift unit 94 is not performed. If the work path P1 is shifted while the tractor 1 is automatically traveling on the connection path P2, it becomes difficult to understand in which direction the work path P1 is shifted. Further, when the tractor 1 is located between the position on the work path P1 in front of the start end of the connection path P1 by a predetermined distance (for example, 10 m) and the start end of the connection path P1, the work path P1 is shifted. The tractor 1 may reach the connection path P2 before the control operation for shifting the work path P1 is stably performed, and the control operation may become unstable. Therefore, as the timing at which the push operation is not possible, for example, the timing when the tractor 1 is automatically traveling on the connection path P2 and the connection from the position on the work path P1 in front of the start end of the connection path P1 by a predetermined distance (for example, 10 m). The timing is set so that the tractor 1 is located until the start of the path P1.

When the second route shift unit 94 performs the route offset process, the terminal electronic control unit 52 uses the communication module 55 to transmit the post-shift route information as the route information. The in-vehicle electronic control unit 18 performs automatic driving control based on the post-shift route information received by the communication module 25. As a result, when the vehicle-mounted electronic control unit 18 performs automatic traveling control after the second route shift unit 94 performs the route offset process, the tractor 1 is along the shift work path P1 shifted by the route offset process. Can be automatically driven. Incidentally, in this case, the connection path P2 is also changed so as to connect the end of the work path P1 and the start end of the next work path P1 in the work path P1 after the shift.

When the work path P1 is shifted by the route offset process, as shown in FIG. 8, the terminal electronic control unit 52 maintains the state in which the work path P1 before the shift is displayed on the work screen. Therefore, the current position of the tractor 1 is displayed at a position deviated from the work path P1. As a result, the user or the like can recognize that the route offset processing is performed by the second route shift unit 94.

Based on the flowchart of FIG. 9, the operation when the path offset processing is performed by the second path shift unit 94 will be described.
First, the user or the like presses the route offset button 96 (see FIG. 7) while the vehicle-mounted electronic control unit 18 is executing the automatic driving control or the like (step # 11).

When the route offset button 96 is pressed, the second route offset unit 94 performs route offset processing, and all of the unworked work routes P1 are orthogonal to the traveling direction by the specified shift direction and shift amount. Shift (in the case of Yes in step # 11, step # 12). At this time, on the work screen, as shown in FIG. 8, the work path P1 is maintained at the position before the shift, and the current position of the tractor 1 is displayed at a position deviated from the work path P1.

The terminal electronic control unit 52 stores the post-shift route information regarding the work path P1 after the route offset processing by the second route shift unit 94 in the terminal storage unit 54 (step # 13).

When the route offset processing and the storage of the post-shift route information are performed by the second route shift unit 94 in this way, the vehicle-mounted electronic control unit 18 changes the route information to be used from the pre-shift route information to the post-shift route information. After the shift, the automatic driving control is continued based on the route information after the shift.

The post-shift route information stored in the terminal storage unit 54 is not stored indefinitely, and when the second reset condition is satisfied, the second storage reset unit 95 stores it in the terminal storage unit 54. The route information is reset after the shift (in the case of Yes in step # 14, step # 15). The second storage reset unit 95 determines whether or not the second reset condition is satisfied, and when the second reset condition is satisfied, the post-shift route information stored in the terminal storage unit 54 is deleted and reset. is doing.

The route offset process by the second route shift unit 94 is not always performed, but is temporarily performed in order to respond to changes in the work situation during automatic traveling and requests from users and the like. Therefore, the second reset condition is set so that the second reset condition is satisfied when the automatic driving is completed. This prevents the inconvenience of resetting the post-shift route information and storing the post-shift route information in the state where the automatic driving is completed.

The second reset condition will be described.
For example, the interruption of the automatic driving control by the vehicle-mounted electronic control unit 18 can be set as the second reset condition. However, in this case, the post-shift route information stored in the terminal storage unit 54 is reset at the timing when the automatic driving control by the vehicle-mounted electronic control unit 18 is interrupted. Therefore, the automatic traveling control by the in-vehicle electronic control unit 18 cannot be restarted from the work path P1 shifted by the route offset process.

Therefore, the second reset condition can be set so that the tractor 1 is moved by a predetermined distance by manual operation after the automatic traveling control by the vehicle-mounted electronic control unit 18 is interrupted. Not only is the automatic driving control by the in-vehicle electronic control unit 18 interrupted, but when the tractor 1 is subsequently moved by a predetermined distance by manual operation, it can be determined that the automatic driving has ended and the operation has been switched to manual operation. It is possible to reset the post-shift route information stored in the terminal storage unit 54.

If the automatic driving control by the in-vehicle electronic control unit 18 is only interrupted, the post-shift route information stored in the terminal storage unit 54 is not reset, and the post-shift route information is stored in the terminal storage unit 54. Is maintained. Therefore, by using the post-shift route information stored in the terminal storage unit 54, the automatic traveling control by the in-vehicle electronic control unit 18 can be restarted from the work route P1 shifted by the route offset process.

When the tractor 1 is automatically driven, the route information related to the target travel route P is transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18. As a method of transferring this route information, as described above, after the start of automatic driving, every time the transmission timing such as each time the tractor 1 reaches the route acquisition point, the route information of only the predetermined number of route portions thereafter is transmitted. It can be transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18. In this case, the vehicle-mounted electronic control unit 18 identifies a travelable route (work route P1 or connection route P2) from the transferred route information, and automatically travels the tractor 1 along the specified travel route. ing.

Therefore, the second reset condition can be set so that the traveling route specified by the vehicle-mounted electronic control unit 18 from the route information is changed to a different traveling route. By setting such conditions, even if the automatic driving is interrupted, if the traveling route automatically traveled by the tractor 1 is the same traveling route, the post-shift route information stored in the terminal storage unit 54 is reset. If the travel route on which the tractor 1 automatically travels is changed, the post-shift route information stored in the terminal storage unit 54 can be reset.

Although not shown, for example, the second reset button can be displayed on the work screen displayed on the display unit 51 of the mobile communication terminal 3. The second reset condition can be set when the second reset button is pressed and operated by the user or the like. As a result, it is possible to reset the route information after the shift after confirming the intention of the user or the like.

In this way, various conditions can be set as the second reset condition. When a plurality of conditions are set as the second reset condition, for example, if even one of the plurality of conditions is satisfied, it can be said that the second reset condition is satisfied.

As described above, the post-shift route information by the route offset process is not stored indefinitely, but is reset when a predetermined condition is satisfied. However, there are cases where the user or the like wants to perform automatic driving using the post-shift route information even in the subsequent automatic driving.

Therefore, for example, as shown in FIG. 10, the terminal electronic control unit 52 can display a confirmation screen for confirming whether or not to save the route information after the shift on the display unit 51 of the mobile communication terminal 3. .. In this case, when the user or the like presses the "Yes" button, the terminal electronic control unit 52 stores the post-shift route information in the terminal storage unit 54 (stores it so that it cannot be reset). The confirmation screen of FIG. 10 can be displayed on the display unit 51 of the mobile communication terminal 3 at the timing after the terminal electronic control unit 52 performs the route offset process.

[Another Embodiment]
Other embodiments of the present invention will be described.
It should be noted that the configurations of the respective embodiments described below are not limited to being applied independently, but can also be applied in combination with the configurations of other embodiments.

(1) The configuration of the work vehicle can be changed in various ways.
For example, the work vehicle may be configured to have a hybrid specification including an engine 9 and an electric motor for traveling, or may be configured to have an electric specification including an electric motor for traveling instead of the engine 9. ..
For example, the work vehicle may be configured as a semi-crawler specification having left and right crawlers instead of the left and right rear wheels 6 as a traveling portion.
For example, the work vehicle may be configured with rear wheel steering specifications in which the left and right rear wheels 6 function as steering wheels.

(2) In the above embodiment, the mobile communication terminal 3 is provided with a travel route generation unit 53, a first route shift unit 91, a first storage reset unit 92, a second route shift unit 94, and a second memory reset unit 95. However, for example, the traveling route generation unit 53, the first route shift unit 91, the first storage reset unit 92, the second route shift unit 94, and the second memory reset unit 95 are provided on the work vehicle side of the tractor 1. You can also.

(3) In the above embodiment, the route shift processing by the first route shift unit 91 is performed only when the vehicle-mounted electronic control unit 18 performs automatic traveling control in the straight travel mode, but the route shift processing is not limited to the straight travel mode. The route shift process may be performed by the first route shift unit 91 in all cases where the vehicle-mounted electronic control unit 18 performs automatic travel control.

(4) In the above embodiment, the route shift process is performed by the first route shift unit 91 in a state where the vehicle-mounted electronic control unit 18 does not execute the automatic driving control, but the vehicle-mounted electronic control unit 18 performs the automatic driving control. May be performed by the first route shift unit 91 in the state of executing.
Further, in a state where the in-vehicle electronic control unit 18 is executing the automatic driving control, the second route shift unit 94 performs the route offset processing, but the in-vehicle electronic control unit 18 is not executing the automatic driving control. In, the route offset processing by the second route shift unit 94 may be performed.
That is, the work path P1 is shifted in both the state in which the in-vehicle electronic control unit 18 is not executing the automatic driving control and the state in which the in-vehicle electronic control unit 18 is executing the automatic driving control. It suffices that the work path P1 is shifted, and how to shift the work path P1 can be appropriately changed.

<Supplementary note of invention>
The first characteristic configuration of the present invention includes a travel route generation unit that generates a target travel route including at least a plurality of linear travel routes arranged in parallel at intervals with respect to a work area.
A route storage unit that stores the target travel route generated by the travel route generation unit, and a route storage unit.
Based on the positioning information of the work vehicle acquired by the satellite positioning system, the automatic driving control unit that performs automatic driving control to automatically drive the work vehicle along the target driving route, and
In the state where the automatic driving control is not executed by the automatic driving control unit, the first route shifting unit that shifts the linear traveling path in the target traveling route in the direction orthogonal to the straight traveling direction, and the first path shifting unit.
A first post-shift route information storage unit that stores post-shift route information regarding a straight line travel route after shift in the first route shift unit, and a post-shift route information storage unit.
When a predetermined first reset condition is satisfied, a first storage reset unit for resetting the post-shift route information stored in the first post-shift route information storage unit is provided.

According to this configuration, the linear travel path is shifted by the first route shift unit in a state where the automatic travel control is not executed by the automatic travel control unit, so that the automatic travel control unit shifts the linear travel route after the shift. By performing automatic driving control using the target traveling route including the above, the work vehicle can be automatically traveled along the straight traveling route after the shift. When the linear traveling route is shifted by the first route shift unit, the post-shift route information is stored in the post-shift route storage unit, but the first storage reset unit is after the shift when the first reset condition is satisfied. The route information is being reset. As a result, the post-shift route information is not stored indefinitely and can be reset at a desired timing, so that the post-shift route information adversely affects the target travel route stored in the route storage unit. Without giving, the automatic travel control unit can perform automatic travel control using the target travel route stored in the route storage unit.

From the above, it is not possible to automatically drive the work vehicle using the target travel route including the linear travel route generated in advance, while the work vehicle can be automatically traveled in the state where the linear travel route generated in advance is shifted. Can be prevented.

The second characteristic configuration of the present invention is such that the route storage unit stores a target travel route corresponding to each of a plurality of work areas.
The automatic driving control unit is configured to perform automatic driving control based on a target traveling route corresponding to a work area of a work target read from the route storage unit.
The first reset condition is that the target traveling route corresponding to the next work area of the work target is read from the route storage unit.

According to this configuration, the target travel route generated by the travel route generation unit is stored in the route storage unit, but it corresponds not only to the target travel route for one work area but also to each of a plurality of work areas. The target travel route is stored in the route storage unit. When the automatic driving control unit performs automatic driving control, the target driving route in the work area to be worked is read from the target driving routes in each of the plurality of work areas stored in the route storage unit, and the read target is read. Automatic driving control is performed using the traveling route.

Therefore, the first reset condition is set to read the target traveling route corresponding to the next work area of the work target from the route storage unit. As a result, it can be determined that the work in the work area of the work target is completed and the work for automatically driving the work vehicle is being performed in the next work area, and the route after the shift can be determined at an appropriate timing. Information can be reset.

The third characteristic configuration of the present invention is that the first reset condition is set so that a predetermined period elapses from the shift operation of shifting the linear traveling path by the first path shift unit.

When a predetermined period has elapsed from the shift operation of shifting the straight traveling route by the first route shifting portion, the work in the work area of the work target is completed, and the work for automatically driving the tractor in the next work area is performed. It can be judged that it is. Therefore, by setting the first reset condition that a predetermined period elapses from the shift operation of shifting the straight traveling route by the first route shift unit, the post-shift route information can be reset at an appropriate timing. ..

The fourth characteristic configuration of the present invention includes a travel route generation unit that generates a target travel route including at least a plurality of linear travel routes arranged in parallel at intervals with respect to the work area.
A route storage unit that stores the target travel route generated by the travel route generation unit, and a route storage unit.
Based on the positioning information of the work vehicle acquired by the satellite positioning system, the automatic driving control unit that performs automatic driving control to automatically drive the work vehicle along the target driving route, and
In the state where the automatic driving control is being executed by the automatic driving control unit, a second path shifting unit that shifts the straight traveling path in the target traveling route in a direction orthogonal to the straight traveling direction, and a second path shifting unit.
A second post-shift route information storage unit that stores post-shift route information related to a linear travel route after shift in the second route shift unit, and a second post-shift route information storage unit.
When a predetermined second reset condition is satisfied, a second storage reset unit for resetting the post-shift route information stored in the second post-shift route information storage unit is provided.

According to this configuration, in the state where the automatic driving control is being executed by the automatic driving control unit, the linear traveling route is shifted by the second route shifting unit, so that the automatic traveling control unit shifts the linear traveling route after the shift. By continuing the automatic driving control using the target traveling route including the above, the work vehicle can be automatically traveled along the straight traveling route after the shift. When the linear traveling route is shifted by the second route shift unit, the post-shift route information is stored in the second post-shift route storage unit, but the second storage reset unit is after the shift when the second reset condition is satisfied. The route information is being reset. As a result, the post-shift route information is not stored indefinitely and can be reset at a desired timing, so that the post-shift route information adversely affects the target travel route stored in the route storage unit. Without giving, the automatic travel control unit can perform automatic travel control using the target travel route stored in the route storage unit.

From the above, it is not possible to automatically drive the work vehicle using the target travel route including the linear travel route generated in advance, while the work vehicle can be automatically traveled in the state where the linear travel route generated in advance is shifted. Can be prevented.

The fifth characteristic configuration of the present invention is that the second reset condition is set so that the work vehicle is moved by a predetermined distance by manual operation after the automatic driving control by the automatic driving control unit is interrupted. be.

It is also possible to set the second reset condition that the automatic driving control by the automatic driving control unit is interrupted. However, in this case, the post-shift route information is reset at the timing when the automatic driving control by the automatic driving control unit is interrupted. Therefore, it becomes impossible to restart the automatic driving control by the automatic driving control unit from the straight traveling path after the shift.

Therefore, the second reset condition is set so that the work vehicle is moved by a predetermined distance by manual operation after the automatic travel control by the automatic travel control unit is interrupted. Not only is the automatic driving control by the automatic driving control unit interrupted, but when the work vehicle is subsequently moved by a predetermined distance by manual driving, it can be determined that the automatic driving has ended and the vehicle has been switched to manual driving. , The route information after the shift can be reset at an appropriate timing.

If the automatic driving control by the automatic driving control unit is interrupted, the post-shift route information is not reset, and the state in which the post-shift route information is stored is maintained. Therefore, by using the stored post-shift route information, it is possible to restart the automatic travel control by the automatic travel control unit from the linear travel route after the shift.

1 Tractor (working vehicle)
18 In-vehicle electronic control unit (automatic driving control unit)
53 Travel route generation unit 54 Terminal storage unit (route storage unit, route information storage unit after the first shift, route information storage unit after the second shift)
91 1st route shift unit 92 1st storage reset unit 94 2nd route shift unit 95 2nd memory reset unit P1 work route (straight line travel route)
S work area

Claims (4)

Automatic driving that automatically drives the work vehicle based on the positioning information of the work vehicle along a target travel route that includes at least a plurality of straight road routes generated for the work area and arranged so as to be arranged at intervals. An automatic driving control unit that controls and
In a state where the automatic driving control is being executed by the automatic driving control unit, a route shifting unit that shifts the target traveling route in a direction orthogonal to the straight traveling direction is provided.
The route shift unit does not perform the process of shifting the target travel route at the inoperable timing even during the execution of the automatic travel control.
Automatic driving system. The inoperable timing is set by the position of the work vehicle while automatically traveling on the target travel route.
The automatic driving system according to claim 1. The target travel route includes a connection route connecting the two straight travel routes to each other.
The inoperable timing includes the timing during which the work vehicle is automatically traveling on the connected route among the target traveling routes.
The automatic driving system according to claim 2. The route shift unit performs a process of shifting the target travel route by operating the route offset button except at the non-operational timing, and at the non-operational timing, even if the route offset button is operated, the said. Do not perform processing to shift the target travel route,
The automatic driving system according to any one of claims 1 to 3.

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