Patent Description:
In order to make a work vehicle autonomously travel by using an autonomous travel system, it is necessary to create a travel route in advance. Patent Literature <NUM> discloses a method of designating two points in a field by an operator to create a straight route extending a reference line passing through these two points, and disposing the straight routes side by side to create a travel route (a travel route excluding turning). Patent Literature <NUM> discloses a method of creating a travel route (travel route including turning) including straight routes disposed in a work area of a field and a turning route connecting the straight routes. Patent Literature <NUM> relates mainly to agricultural work vehicles. More specifically, Patent Literature <NUM> relates to an agricultural working vehicle capable of acquiring its own position information based on a positioning system, and capable of generating a working route traveling while performing agricultural work.

Patent Literature <NUM>: <CIT>, Patent Literature <NUM>: <CIT>, Patent Literature <NUM>: <CIT>.

Herein, depending on various circumstances such as the shape of the field and the request of the operator, both the travel route excluding the turning and the travel route including the turning may be created in the same field. Further, when the positions of these travel routes (specifically, the positions of the straight routes) do not coincide with each other, it is necessary to adjust the positions of the travel routes. In addition, since these travel routes are created in the same field, it is desirable to manage the travel routes efficiently.

The present invention has been made in view of the aforementioned circumstances, and a main object of the present invention is to provide a configuration in which even when a plurality of travel routes are set in the same fields, it is not necessary to adjust the positions of the plurality of travel routes, and it is possible to efficiently manage the plurality of travel routes.

The problem to be solved by the present invention is as described above, and the means for solving the problem and the effect thereof will be described in the following.

According to the viewpoint of the present disclosure, an autonomous travel system having the following configuration is provided. That is, this autonomous travel system includes a first travel route creation unit, a second travel route creation unit, an interlocking route creation unit, a storage unit, a route selection unit, and a travel control unit. The first travel route creation unit is capable of creating a first travel route that is a travel route for allowing a work vehicle to travel in a field, and includes a plurality of first straight routes disposed at an interval so as to be within the field, and a turning route for connecting the first straight routes. The second travel route creation unit is capable of creating a second travel route that is a travel route for allowing the work vehicle to travel in the field, and includes a plurality of second straight routes disposed at an interval. The interlocking route creation unit has at least one of a function of creating the second travel route by creating the second straight routes each having at least a part overlapped with the first straight route in conjunction with creation of the first travel route by the first travel route creation unit, and a function of creating the first travel route including the first straight routes overlapped with the second straight routes in conjunction with creation of the second travel route by the second travel route creation unit. The storage unit stores the travel route created by the first travel route creation unit or the second travel route creation unit, and the travel route created by the interlocking route creation unit in association with each other. The route selection unit selectively selects the first travel route or the second travel route in accordance with an input instruction. The travel control unit causes the work vehicle to autonomously travel along at least a part of the first travel route or the second travel route selected by the route selection unit.

Consequently, the respective positions of the straight routes coincide with each other on the two travel routes, and therefore it is not necessary to adjust the positions of the travel routes. In addition, the two travel routes created in conjunction with each other are associated with each other, so that it becomes easy to manage these travel routes and apply the travel routes to the work vehicle. Further, when one travel route is created, the other travel route is automatically created, and therefore it is possible to reduce the trouble in creation of the travel route.

In the autonomous travel system, a process of creating the second travel route by the interlocking route creation unit in conjunction with creation of the first travel route by the first travel route creation unit preferably includes a process of extending the first straight routes of the first travel route to form the second straight routes.

Consequently, the second travel route can be created from the first travel route by a simple process. In particular, when there is information necessary for creating the first travel route, the second travel route can be created, so that the second travel route can be automatically created without asking the user for additional input or the like.

In the autonomous travel system, the following configuration is preferable. That is, this autonomous travel system includes a display unit and a display control unit. The display unit displays the travel route selected by the route selection unit and a travel history of the work vehicle. The display control unit merges the travel history before switching and the travel history after switching, and displays the merged travel histories on the display unit, when the travel route selected by the route selection unit is switched.

Consequently, even when the travel route is switched, the travel history of the entire field can be easily grasped.

Now, an embodiment of the present invention will be described with reference to the drawings. <FIG> is a side view of a transplanter <NUM> used in an autonomous travel system <NUM> according to the embodiment of the present invention. <FIG> is a plan view of the transplanter <NUM>. <FIG> is a block diagram of the transplanter <NUM> and a wireless communication terminal <NUM>.

In the autonomous travel system <NUM> of this embodiment, the transplanter <NUM> is used as a work vehicle for performing work in a field, and an operator gives an instruction by using the wireless communication terminal <NUM> or the like, so that the transplanter <NUM> performs work (planting work of seedlings) while causing the transplanter <NUM> to autonomously travel. The work vehicle in the present invention is not limited to the transplanter <NUM>, and for example, a seeder, a tractor, a combine, or the like can be used.

The autonomous travel means that a device related to travel is controlled by a control unit included in the transplanter <NUM>, so that at least steering is autonomously performed along a predetermined route. Further, in addition to the steering, a vehicle speed or work by a work machine may be autonomously performed. The autonomous travel includes a case where a person is on the transplanter <NUM> and a case where no person is on the transplanter <NUM>.

As illustrated in <FIG> and <FIG>, the transplanter <NUM> includes a vehicle body section <NUM>, front wheels <NUM>, rear wheels <NUM>, and a planting section <NUM>. The front wheels <NUM> and the rear wheels <NUM> are each provided left and right in pairs with respect to the vehicle body section <NUM>.

The vehicle body section <NUM> includes a bonnet <NUM>. The bonnet <NUM> is provided at a front portion of the vehicle body section <NUM>. An engine <NUM> is provided inside the bonnet <NUM>.

Power generated by the engine <NUM> is transmitted to the front wheels <NUM> and the rear wheels <NUM> via a mission case <NUM>. This power is also transmitted to the planting section <NUM> via the mission case <NUM> and a PTO shaft <NUM> disposed at a rear portion of the vehicle body section <NUM>.

The vehicle body section <NUM> further includes a driver seat <NUM> and a plurality of operating members. An operator can sit on the driver seat <NUM>. The driver seat <NUM> is disposed between the front wheels <NUM> and the rear wheels <NUM> in the front-rear direction of the vehicle body section <NUM>. The plurality of operating members have a steering handle <NUM>, a speed change operation pedal <NUM>, and a planting clutch lever <NUM>.

The transplanter <NUM> can be steered by operation of the steering handle <NUM>. By operating the speed change operation pedal <NUM>, the traveling speed (vehicle speed) of the transplanter <NUM> can be adjusted. By operation of the planting clutch lever <NUM>, switching can be performed between a transmission state in which a planting clutch transmits power to the PTO shaft <NUM> (that is, the planting section <NUM>), and a cut-off state in which the planting clutch does not transmit power to the PTO shaft <NUM> (that is, the planting section <NUM>).

The planting section <NUM> is disposed behind the vehicle body section <NUM>. The planting section <NUM> is connected to the vehicle body section <NUM> via a lifting link mechanism <NUM>. The lifting link mechanism <NUM> is composed of a parallel link including a top link 31a and a lower link 31b.

In the lifting link mechanism <NUM>, a lifting cylinder <NUM> of a lifting device is connected to the lower link 31b. The lifting device can lift and lower the planting section <NUM> with respect to the vehicle body section <NUM> by expanding and contracting the lifting cylinder <NUM>. The lifting cylinder <NUM> is a hydraulic cylinder in this embodiment, but may be an electric cylinder. Further, the lifting device may lift and lower the planting section <NUM> by an actuator other than the cylinder.

The planting section <NUM> includes a planting input case portion <NUM>, a plurality of planting units <NUM>, a seedling stand <NUM>, a plurality of floats <NUM>, and spare seedling stands <NUM>. The planting section <NUM> can sequentially supply a seedling to each planting unit <NUM> from the seedling stand <NUM>, and can continuously plant the seedlings.

Each planting unit <NUM> has a planting transmission case portion <NUM> and rotary case portions <NUM>. Power is transmitted to each planting transmission case portion <NUM> via the PTO shaft <NUM> and the planting input case portion <NUM>.

The rotary case portions <NUM> are rotatably attached to each planting transmission case portion <NUM>. The rotary case portions <NUM> are disposed on both sides in the vehicle width direction of the planting transmission case portion <NUM>. Two planting claws <NUM> are attached to one side of each rotary case portion <NUM>.

The two planting claws <NUM> are disposed in the traveling direction of the transplanter <NUM>. The two planting claws <NUM> are displaced with rotation of each rotary case portion <NUM>. The two planting claws <NUM> are displaced, so that one row of seedlings is planted.

The seedling stand <NUM> is disposed in front of and above the plurality of planting units <NUM>. The seedling mat can be placed on the seedling stand <NUM>. The seedling stand <NUM> is configured such that the seedlings of the seedling mats placed on the seedling stand <NUM> can be supplied to each planting unit <NUM>.

Specifically, the seedling stand <NUM> is configured to be laterally feedable (slidable in the lateral direction) so as to reciprocate in the vehicle width direction. Further, the seedling stand <NUM> is configured such that the seedling mat can be intermittently vertically fed downward at a reciprocating end of the seedling stand <NUM>.

The float <NUM> is provided at a lower portion of the planting section <NUM> so as to be swingable. The float <NUM> can bring a lower surface of the float <NUM> into contact with a field surface in order to stabilize the planting posture of the planting section <NUM> with respect to the field surface.

The spare seedling stands <NUM> are provided left and right in pairs with respect to the vehicle body section <NUM>. The spare seedling stands <NUM> are disposed in the vehicle width direction outside the bonnet <NUM>. The spare seedling stands <NUM> can be equipped with a seedling box containing spare mat seedlings.

The upper portions of the pair of left and right spare seedling stands <NUM> are connected by a connecting frame <NUM> extending in the vertical direction and the vehicle width direction. A housing <NUM> is provided at the center of the connecting frame <NUM> in the vehicle width direction. A positioning antenna <NUM>, an inertial measurement unit <NUM>, and a communication antenna <NUM> are provided inside the housing <NUM>.

The positioning antenna <NUM> can receive radio waves from a positioning satellite constituting a satellite positioning system (GNSS). A known positioning calculation is performed on the basis of the radio waves, so that the position of the transplanter <NUM> can be acquired.

The inertial measurement unit <NUM> has three gyro sensors (angular velocity sensors) and three acceleration sensors. The angular velocity and the acceleration of the transplanter <NUM> detected by the inertial measurement unit <NUM> are auxiliary used, so that the accuracy of the positioning result of the transplanter <NUM> is improved.

The communication antenna <NUM> is an antenna for performing wireless communication with the wireless communication terminal <NUM> illustrated in <FIG>.

As illustrated in <FIG>, a control unit <NUM> includes an arithmetic unit, a storage device, an input/output unit, and the like (not illustrated). Various programs, data, and the like are stored in the storage device. The arithmetic unit can read various programs from the storage device, and execute the programs. By the cooperation of the above hardware and software, the control unit <NUM> can be operated as a travel control unit <NUM> and a work machine control unit <NUM>. The control unit <NUM> may be one piece of hardware or a plurality of pieces of hardware that can communicate with each other. Further, in addition to the inertial measurement unit <NUM> described above, a position acquisition unit <NUM>, a communication processing unit <NUM>, a vehicle speed sensor <NUM>, a steering angle sensor <NUM>, and a planting clutch sensor <NUM> are connected to the control unit <NUM>.

The position acquisition unit <NUM> is electrically connected to the positioning antenna <NUM>. The position acquisition unit <NUM> acquires a position of the transplanter <NUM> as, for example, latitude and longitude information from a positioning signal received by the positioning antenna <NUM>. The position acquisition unit <NUM> receives a positioning signal from a reference station (not illustrated) by an appropriate method, and then performs positioning by using a known GNSS-RTK method. However, instead of the GNSS-RTK method, for example, positioning using a differential GNSS, independent positioning, or the like may be performed. Alternatively, position acquisition based on the radio wave intensity of a wireless LAN or the like, or position acquisition by inertial navigation may be performed.

The communication processing unit <NUM> is electrically connected to the communication antenna <NUM>. This communication processing unit <NUM> can perform a modulation process or a demodulation process by an appropriate method to transmit/receive data to/from the wireless communication terminal <NUM>.

The vehicle speed sensor <NUM> can detect the vehicle speed of the transplanter <NUM>. The vehicle speed sensor <NUM> is provided at an appropriate position of the transplanter <NUM>, for example, on an axle of the front wheels <NUM>. In this case, the vehicle speed sensor <NUM> generates a pulse according to the rotation of the axle of the front wheels <NUM>. Data of a detection result obtained by the vehicle speed sensor <NUM> is output to the control unit <NUM>.

The steering angle sensor <NUM> can detect the steering angle of the front wheels <NUM>. The steering angle sensor <NUM> is provided at an appropriate position of the transplanter <NUM>, for example, at a kingpin (not illustrated) provided on each front wheel <NUM>. The steering angle sensor <NUM> may be provided on the steering handle <NUM>. Data of a detection result obtained by the steering angle sensor <NUM> is output to the control unit <NUM>.

The planting clutch sensor <NUM> is a sensor that detects an operating position of the planting clutch lever <NUM>. A detection result of the planting clutch sensor <NUM> is output to the control unit <NUM>. The control unit <NUM> can specify whether or not the planting work is being performed, on the basis of the detection result from the planting clutch sensor <NUM>. Data of the detection result obtained by the planting clutch sensor <NUM> is output to the control unit <NUM>.

The travel control unit <NUM> can perform automatic control regarding the travel of the transplanter <NUM>. For example, the travel control unit <NUM> can perform vehicle speed control and steering control. The travel control unit <NUM> may perform both the vehicle speed control and the steering control at the same time, or may perform only the steering control. In the latter case, the vehicle speed of the transplanter <NUM> is operated by an operator by using the speed change operation pedal <NUM>.

In the vehicle speed control, the vehicle speed of the transplanter <NUM> is adjusted on the basis of a predetermined condition. Specifically, in the vehicle speed control, the travel control unit <NUM> performs control for approximating a current vehicle speed obtained from the detection result of the vehicle speed sensor <NUM> to a target vehicle speed. This control is realized by changing at least one of the gear ratio of a transmission device in the mission case <NUM> and the rotation speed of the engine <NUM>. The vehicle speed control also includes control for setting the vehicle speed to zero so as to stop the transplanter <NUM>.

Steering control is control for adjusting the steering angle of the transplanter <NUM> on the basis of a predetermined condition. Specifically, in the steering control, the travel control unit <NUM> performs control for approximating a current steering angle obtained from the detection result of the steering angle sensor <NUM> to a target steering angle. This control is realized, for example, by driving a steering actuator provided in a rotation shaft of the steering handle <NUM>. Regarding the steering control, the travel control unit <NUM> may directly adjust the steering angle of the front wheels <NUM> of the transplanter <NUM> instead of the rotation angle of the steering handle <NUM>.

The work machine control unit <NUM> can control the operation (lifting operation, planting work, and the like. ) of the planting section <NUM> on the basis of a predetermined condition.

The wireless communication terminal <NUM> is a tablet terminal, and includes a communication antenna <NUM>, a communication processing unit <NUM>, a display unit <NUM>, an operation unit <NUM>, and a control unit <NUM>. The wireless communication terminal <NUM> is not limited to the tablet terminal, and may be a smartphone or a notebook computer. The wireless communication terminal <NUM> performs various processes related to the autonomous travel of the transplanter <NUM> as described later, but at least one of these processes can be performed by the control unit <NUM> of the transplanter <NUM>. On the contrary, the wireless communication terminal <NUM> can also perform at least one of various processes related to the autonomous travel performed by the control unit <NUM> of the transplanter <NUM>.

The communication antenna <NUM> includes a short-range communication antenna for wireless communication with the transplanter <NUM>, and a mobile communication antenna for communication using a mobile phone line and the Internet. The communication processing unit <NUM> is electrically connected to the communication antenna <NUM>. The communication processing unit <NUM> can perform a modulation process or a demodulation process by an appropriate method to transmit/receive data to/from the wireless communication terminal <NUM> or another device. Therefore, for example, a part of the information stored in the control unit <NUM> or the control unit <NUM> can be stored in an external server.

The display unit <NUM> is a liquid crystal display, an organic EL display, or the like, and is configured to be able to display an image. The display unit <NUM> can display, for example, information related to autonomous travel, information related to the setting of the transplanter <NUM>, detection results of the various sensors, warning information, and the like. The operation unit <NUM> includes a touch panel and a hardware key. The touch panel is disposed so as to overlap with the display unit <NUM>, and can detect operation by an operator's finger or the like. The hardware key is disposed on a side surface of a housing of the wireless communication terminal <NUM>, around the display unit <NUM>, or the like, and can be operated by pressing by the operator. The wireless communication terminal <NUM> may be configured to include only one of the touch panel and the hardware key.

The control unit <NUM> includes an arithmetic unit, a storage device, an input/output unit, and the like (not illustrated). Various programs, data, and the like are stored in the storage device. The arithmetic unit can read various programs from the storage device, and execute the programs. By the cooperation of the above hardware and software, the control unit <NUM> can be operated as a storage unit <NUM>, a first travel route creation unit <NUM>, a second travel route creation unit <NUM>, an interlocking route creation unit <NUM>, a display control unit <NUM>, and a route selection unit <NUM>. Processes performed by each unit of the control unit <NUM> will be described later.

Now, the field and the travel route for autonomous travel will be described with reference to <FIG> and <FIG>. The field includes a work area and a headland area. The work area is located in a central part of the field and is an area for performing work. The headland area is located outside the work area and is an area used for properly performing work in the work area. For example, the headland area is used to move, to a start position of work in the work area, the transplanter <NUM> that enters the field. Further, the headland area is also used as an area for turning the transplanter <NUM>.

The position and the shape of the field are created on the basis of transition of position information when the transplanter <NUM> travels along an outer circumference of the field. The position and shape of the field may be created without causing the transplanter <NUM> to actually travel, for example, by designation of a range on a map displayed on the display unit <NUM> by a user. Further, in this embodiment, the information related to the field is stored in the wireless communication terminal <NUM>, but may be stored in the server described above. In this case, the wireless communication terminal <NUM> acquires information related to the field from this server.

In this embodiment, a first travel route <NUM> and a second travel route <NUM> are created as travel routes for causing the transplanter <NUM> to autonomously travel. Hereinafter, the first travel route <NUM> and the second travel route <NUM> may be collectively referred to as a "travel route". First, the first travel route <NUM> will be described. The first travel route <NUM> is created by the first travel route creation unit <NUM> or the interlocking route creation unit <NUM>. As illustrated in <FIG>, the first travel route <NUM> includes a plurality of first straight routes 91a and a plurality of turning routes 91b. Further, a start position (S in <FIG>) and an end position (G in <FIG>) are set in the first travel route <NUM>.

Each first straight route 91a is a straight route, and is parallel to, for example, one side (for example, a short side) of a contour of the field or the work area. The first straight routes 91a are created so as to be within the field. In this embodiment, the first straight routes 91a may be created so as to be within the work area, or may be created so as to slightly protrude from the work area. Each first straight route 91a is a route for allowing the transplanter <NUM> to move straight in the work area, and therefore at least a part thereof is created so as to overlap the work area. Each of arrangement intervals between the first straight routes 91a is determined on the basis of, for example, a work width, an overlap length (length indicating how much the adjacent work ranges overlap in the vehicle width direction), and a work interval (length indicating how much the adjacent work ranges are spaced in the vehicle width direction), and the like.

Each of the turning routes 91b is a route connecting the first straight routes 91a. In this embodiment, each turning route 91b connects the first straight routes 91a adjacent to each other, but may connect the first straight routes 91a further apart from each other. Further, each turning route 91b of this embodiment is a route that causes the transplanter <NUM> to turn by <NUM> degrees to invert the transplanter <NUM> and reach the next first straight route 91a. Instead of the above, each turning route 91b may be a route that causes the transplanter <NUM> to turn by <NUM> degrees and then move rearward, and thereafter moves forward and turn by <NUM> degrees, to reverse the transplanter <NUM> and reach the next first straight routes 91a (a route for performing a so-called fishtail turn). Thus, the first travel route creation unit <NUM> creates the first travel route <NUM> on the basis of the start position, the end position, the position of the field, the position of the work area, the arrangement intervals of the first straight routes 91a, and the turning method. At least one of these conditions may be omitted, or other conditions may be added.

Now, the second travel route <NUM> will be described. The second travel route <NUM> is created by the second travel route creation unit <NUM> or the interlocking route creation unit <NUM>. As illustrated in <FIG>, the second travel route <NUM> is composed of a plurality of second straight routes 92a. The second travel route <NUM> is a route for the purpose of autonomously traveling only on the straight portion. Turning is performed manually (by operating the steering handle <NUM>) at the timing intended by an operator. Further, the start position and the end position are not set in the second travel route <NUM>. Hereinafter, the first straight routes 91a and the second straight routes 92a may be collectively referred to as "straight routes".

Each of the second straight routes 92a is a straight route, and is parallel to, for example, one side (for example, a short side) of the contour of the field or the work area like each first straight route 91a. Each second straight routes 92a of this embodiment is created so as to protrude from the field, but may be created only in the field. Intervals of the second straight routes 92a are determined by the same criteria as that of the first straight routes 91a. The number of lines created by the second straight routes 92a is not particularly limited. Each second straight route 92a of this embodiment is created at a position that does not overlap the field at all, but may be created only at a position that overlaps the field. The second travel route creation unit <NUM> creates the second travel route <NUM> by, for example, connecting two positions designated by an operator to form a line segment, extending the line segment, and disposing the line segments at the aforementioned arrangement intervals.

The interlocking route creation unit <NUM> has a first interlocking function of creating the second travel route <NUM> in conjunction with the creation of the first travel route <NUM> by the first travel route creation unit <NUM>. Further, the interlocking route creation unit <NUM> has a second interlocking function of creating the first travel route <NUM> in conjunction with the creation of the second travel route <NUM> by the second travel route creation unit <NUM>. The first interlocking function and the second interlocking function are configured so as to be able to individually set validity/invalidity.

First, the first interlocking function will be described. When the first interlocking function is valid, the interlocking route creation unit <NUM> extracts the single first straight route 91a from the first travel route <NUM> as illustrated in <FIG> (the central diagram of <FIG>). In this embodiment, the single first straight route 91a including the start position is extracted, but other first straight route 91a may be extracted. Next, the interlocking route creation unit <NUM> extends the extracted first straight route 91a to create the second straight route 92a.

Finally, the interlocking route creation unit <NUM> further creates the second straight routes 92a at the same arrangement intervals as the first straight routes 91a. Thus, the interlocking route creation unit <NUM> creates the second travel route <NUM>. By the creation of the second travel route <NUM> by this method, the first straight routes 91a and the second straight routes 92a overlap each other (the positions of the straight routes coincide with each other).

The length of each second straight route 92a may be a fixed value or may be a value determined in accordance with the size of the corresponding field. Further, the number of the second straight routes 92a to be disposed may be a fixed value or may be a value determined in accordance with the size of the corresponding field.

Next, the second interlocking function will be described. When the second interlocking function is valid, the interlocking route creation unit <NUM> extracts the second straight route that overlaps the work area and is disposed at the end, from the second straight routes 92a of the second travel route <NUM>, as illustrated in <FIG>. Then, the interlocking route creation unit <NUM> creates (shortens) the length of the second straight route 92a on the basis of the size of the work area, so that the first straight route 91a are cleated (the central diagram of <FIG>)). When the field, the work area, and the like are not registered, the second travel route <NUM> cannot be created. Therefore, the interlocking route creation unit <NUM> displays the above fact on the display unit <NUM>.

Next, the interlocking route creation unit <NUM> disposes the first straight routes 91a side by side at the same arrangement intervals as the second straight routes 92a in such a range as to overlap the work area. Finally, the interlocking route creation unit <NUM> creates the turning routes 91b on the basis of the start position, the ending position, the turning method, and the like. When these conditions are set in advance, the interlocking route creation unit <NUM> uses the settings. When necessary conditions are missing, the interlocking route creation unit <NUM> displays a screen for causing an operator to input the necessary conditions.

The method of creating a travel route by the first interlocking function and the second interlocking function is an example, and the travel route may be created by a method different from the above.

Now, the flow of creation of the travel route by the first travel route creation unit <NUM>, the second travel route creation unit <NUM> and the interlocking route creation unit <NUM> will be briefly described with reference to <FIG> and <FIG>. <FIG> is a flowchart illustrating a process performed when the first travel route <NUM> is created. <FIG> is a flowchart illustrating a process performed when the second travel route <NUM> is created.

The first travel route <NUM> creates the first travel route <NUM> by the method described above (S102) when the operator gives an instruction to create the first travel route (S101). Next, the interlocking route creation unit <NUM> determines whether the first interlocking function is valid or invalid (S103). When the first interlocking function is invalid, the storage unit <NUM> stores the first travel route <NUM> created by the first travel route creation unit <NUM> in association with the field (S104). The "memory associated with a field" means that, for example, the field identification information and the travel route identification information are stored in association with each other. When the first interlocking function is valid, the interlocking route creation unit <NUM> creates the second travel route <NUM> by using the first travel route <NUM> as described above (S105). Next, both the first travel route <NUM> and the second travel route <NUM> are associated with the field and stored in the storage unit <NUM> (S106).

In this embodiment, the validity/invalidity of the first interlocking function is set in advance. Instead of or in addition to the above, a configuration in which the validity/invalidity of the first interlocking function can be selected at the time of creation of the first travel route may be used. For example, on a creation screen for the first travel route, a check box to validate that the second travel route is created at the same time may be provided. When the operator checks this check box, the first interlocking function is validated. Further, the fact that the second travel route <NUM> is created in conjunction with the first travel route <NUM> may be displayed or may not be displayed on the display unit <NUM>.

Contrary to <FIG>, <FIG> illustrates a process when an instruction to create the second travel route <NUM> is given. The processes of S201 to S206 in <FIG> correspond to the processes of S101 to S106 in <FIG>, and the first and the second are simply exchanged, and therefore the description thereof will be omitted. Further, a modification related to the first interlocking function is also applicable to the second interlocking function.

Now, switching of the travel route will be described with reference to <FIG>. First, with reference to <FIG>, an example of a situation in which it is necessary to switch the travel route will be described. <FIG> is a diagram illustrating a shape of a field where it is assumed that work is performed by switching between the first travel route <NUM> and the second travel route <NUM>.

The field illustrated in <FIG> is trapezoidal, and the work area is trapezoidal accordingly. In the example illustrated in <FIG>, a contour on the right side of the work area is inclined with respect to a contour on the left side of the work area. In addition, first straight routes 91a parallel to the left side of the work area is created. Therefore, in the vicinity of a right end of the work area, the first straight routes 91a and the contour (oblique side) on the right side of the work area intersect. As a result, an angle formed by the route and the work area is greatly far from <NUM> degrees. In addition, the first travel route <NUM> approaches an edge of the field. Therefore, a portion illustrated by an alternate long and short dash line in <FIG> may not be able to be set as a route for autonomous travel. Therefore, travel on the portion indicated by the alternate long and short dash line is performed using the second travel route <NUM>.

Even when the shape of each of the field and the work area is other than the trapezoid, it may be necessary to switch between the first travel route <NUM> and the second travel route <NUM>. Herein, in the first travel route <NUM>, the turning routes 91b are each created at a position having a margin for reliably turning the transplanter <NUM> (for example, at a position sufficiently distant from the edge of the field, an obstacle, or the like). Therefore, for example, when the first travel route <NUM> is created, for example, in a situation in which there is an obstacle in the field, there is a possibility that a range in which the work can be performed is narrowed. Therefore, it may be preferable for the operator to manually turn the transplanter <NUM> only on a portion that bypasses or avoids the obstacle by using the second travel route <NUM>.

Further, conventionally, even when the first travel route <NUM> and the second travel route <NUM> are created, the two travel routes are managed separately. Therefore, in order to switch the travel route, it is necessary for the operator to search for and select the second travel route <NUM> by displaying a screen such as a list of routes after the autonomous travel using the first travel route <NUM> is completed. Further, the first travel route <NUM> and the second travel route <NUM> are created individually, and therefore the positions of the first straight routes 91a and the second straight routes 92a usually do not coincide with each other. In order to prevent overlapping work and work omission, the positions of the first straight routes 91a and the second straight routes 92a need to coincide with each other. Therefore, it is necessary to adjust the route.

Now, a flow of a process for switching the travel route and performing the work by the autonomous travel system <NUM> of this embodiment will be described with reference to <FIG> and <FIG>. <FIG> is a flowchart illustrating a process related to autonomous travel. <FIG> is a diagram illustrating a screen displayed on the wireless communication terminal <NUM> before and after mode switching. Further, in the following, performing the work by using the first travel route <NUM> is referred to as a first mode, and performing the work by using the second travel route <NUM> is referred to as a second mode.

First, the operator operates the operation unit <NUM> to give an instruction to start autonomous travel. When the control unit <NUM> receives an instruction for autonomous travel by the operator (S301), the control unit <NUM> displays, on the display unit <NUM>, a screen for allowing the operator to select whether to perform the work in the first mode or the second mode (S302). The operator is made to select buttons described as the first mode, the second mode, and the like in this embodiment, but the operator may be made to select by displaying the route.

Next, the control unit <NUM> (route selection unit <NUM>) selects a travel route according to the mode selected by the operator (S303). That is, the control unit <NUM> (route selection unit <NUM>) selects the first travel route <NUM> when the operator selects the first mode, and the control unit <NUM> selects the second travel route <NUM> when the operator selects the second mode. The control unit <NUM> causes the transplanter <NUM> to start autonomous travel by transmitting an instruction to start autonomous travel, the selected route, and the like to the transplanter <NUM> (S304).

After the start of the autonomous travel, the control unit <NUM> determines whether or not a mode switching condition is satisfied (S305). The mode switching condition is a condition in which switching between the first mode and the second mode can be performed. The mode switching condition includes, for example, conditions that the transplanter <NUM> is not autonomously traveling, that the transplanter <NUM> and the wireless communication terminal <NUM> can communicate with each other, that two or more travel routes are stored in association with each other in the same field, and that no abnormality occurs.

When the control unit <NUM> determines that the mode switching condition is satisfied, the control unit <NUM> validates the mode switching button illustrated in <FIG> (S306). For example, when the mode switching condition is not satisfied, the mode switching button is grayed out and cannot be operated, and when the mode switching condition is satisfied, the mode switching button can be operated. Alternatively, the mode switching button may be displayed only when the mode switching condition is satisfied. Further, the mode switching button may be displayed on a top screen related to autonomous travel, or the mode switching button may be displayed on a setting screen displayed when a predetermined button is pressed.

The control unit <NUM> determines whether or not an instruction to change the mode is given (that is, whether or not the operator operates the mode switching button) (S307). When the control unit <NUM> determines that the mode change instruction is given, the control unit <NUM> performs the process of step S303 again. That is, the changed travel route is selected by the route selection unit <NUM>, and autonomous travel is started.

Thus, by using the mode switching button, the mode can be changed by a simple operation. In particular, in this embodiment, the two travel routes are stored in association with each other, and therefore other travel routes associated with the same field can be automatically detected. Therefore, it is not necessary for the operator to select the corresponding travel route from the list of the travel routes. Further, the two travel routes are stored in association with each other in the same field, and therefore, for example, when a certain field is deleted, the related two travel routes can be deleted at once. In addition, it is possible to collectively display the travel routes created for a certain field, and therefore it is possible to easily confirm the travel routes.

Now, a travel history will be described with reference to <FIG>. The travel history indicates an area in which the transplanter <NUM> travels along the travel route. In this embodiment, the area where the transplanter <NUM> travels and the work is performed is managed as a work history. Therefore, the work history is a kind of travel history. Whether or not the work is performed is determined on the basis of the operation of the work machine (for example, the operating state of the planting clutch).

Conventionally, the work history when travel along the first travel route <NUM> is performed, and the work history when travel along the second travel route <NUM> is performed are managed individually. However, both are work performed on the same field, and are preferably managed in a unified manner. In particular, in the transplanter <NUM>, the remaining work area may be calculated from the work history, and a required seedling mat amount are sometimes calculated and prepared. Therefore, conventionally, it is necessary to calculate the required seedling mat amount by comparing the work history of the first travel route <NUM> with the work history of the second travel route <NUM>, which is a great effort for the operator.

On the other hand, in this embodiment, both the work histories can be unified and managed. Further, the control unit <NUM> (display control unit <NUM>) can display the travel route during travel and the work history on the display unit <NUM> in an overlapped manner. The upper diagram in <FIG> illustrates the work history before switching the travel route (during autonomous travel using the first travel route <NUM>). The area marked with diagonal lines is the work history. The lower diagram of <FIG> illustrates the work history after switching the travel route (during autonomous travel using the second travel route <NUM>). As illustrated in the lower diagram of <FIG>, the work history before the switching of the travel route is displayed on the display unit <NUM> by the display control unit <NUM> even after the switching of the travel route. Thus, in this embodiment, the work history is inherited even when the travel route is switched, so that the work history can be appropriately managed. Therefore, for example, the required seedling mat amount can be easily calculated.

Further, in this embodiment, the work history is stored in association with the field instead of the travel route. Therefore, for example, when a process of deleting the work history is performed, the deletion of the work history is reflected regardless of which of the first travel route <NUM> and the second travel route <NUM> is used for autonomous travel.

As described above, the autonomous travel system <NUM> of this embodiment includes the first travel route creation unit <NUM>, the second travel route creation unit <NUM>, the interlocking route creation unit <NUM>, the storage unit <NUM>, the route selection unit <NUM>, and the travel control unit <NUM>. The first travel route creation unit <NUM> can create the first travel route <NUM> that is a travel route for allowing the transplanter <NUM> to travel in the field, and includes a plurality of the first straight routes 91a disposed at intervals so as to be within the field, and the turning routes 91b for connecting the first straight routes 91a. The second travel route creation unit <NUM> can create the second travel route <NUM> that is a travel route for allowing the transplanter <NUM> to travel in the field, and composed of a plurality of the second straight routes 92a disposed at intervals. The interlocking route creation unit <NUM> has at least one of a function of creating the second travel route <NUM> by creating the second straight routes 92a each having at least a part overlapped with the first straight route 91a in conjunction with the creation of the first travel route <NUM> by the first travel route creation unit <NUM>, and a function of creating the first travel route <NUM> including the first straight routes 91a overlapped with the second straight routes 92a in conjunction with the creation of the second travel route <NUM> by the second travel route creation unit <NUM>. The storage unit <NUM> stores the travel route created by the first travel route creation unit <NUM> or the second travel route creation unit <NUM>, and the travel route created by the interlocking route creation unit <NUM> in association with each other. The route selection unit <NUM> selectively selects the first travel route <NUM> or the second travel route <NUM> in accordance with the input instruction. The travel control unit <NUM> autonomously causes the transplanter <NUM> to travel along at least a part of the first travel route <NUM> or the second travel route <NUM> selected by the route selection unit <NUM>.

Further, in the autonomous travel system <NUM> of this embodiment, a process of creating the second travel route <NUM> by the interlocking route creation unit <NUM> in conjunction with the creation of the first travel route <NUM> by the first travel route creation unit <NUM> includes a process of extending the first straight routes 91a of the first travel route <NUM> to form the second straight routes 92a.

Consequently, the second travel route <NUM> can be created from the first travel route <NUM> by a simple process. In particular, when there is information necessary for creating the first travel route <NUM>, the second travel route <NUM> can be created, so that the second travel route <NUM> can be automatically created without asking the user for additional input or the like.

Further, the autonomous travel system <NUM> of this embodiment includes the display unit <NUM> and the display control unit <NUM>. The display unit <NUM> displays the travel route selected by the route selection unit <NUM> and the travel history of the transplanter <NUM>. When the travel route selected by the route selection unit <NUM> is switched, the display control unit <NUM> merges the travel histories before and after the switching, and displays the merged travel histories on the display unit <NUM>.

Although the preferred embodiment of the present invention is described, the configurations as described above can be modified as described below, for example.

In the above embodiment, the interlocking route creation unit <NUM> has both the first interlocking function and the second interlocking function, but may be configured to have only one of the functions.

Claim 1:
An autonomous travel system (<NUM>) comprising:
a first travel route creation unit (<NUM>) capable of creating a first travel route (<NUM>) that is a travel route for allowing a work vehicle (<NUM>) to travel in a field, and includes a plurality of first straight routes (91a) disposed at an interval so as to be within the field, and a turning route (91b) for connecting the first straight routes (91a);
a second travel route creation unit (<NUM>) capable of creating a second travel route (<NUM>) that is a travel route for allowing the work vehicle (<NUM>) to travel in the field, and includes only a plurality of second straight routes (92a) disposed at an interval;
an interlocking route creation unit (<NUM>) having at least one of a function of creating the second travel route (<NUM>) by creating the second straight routes (92a) each having at least a part overlapped with the first straight route (91a) in conjunction with creation of the first travel route (<NUM>) by the first travel route creation unit (<NUM>), and a function of creating the first travel route (<NUM>) including the first straight routes (91a) overlapped with the second straight routes (92a) in conjunction with creation of the second travel route (<NUM>) by the second travel route creation unit (<NUM>);
a storage unit (<NUM>) arranged to store the travel route created by the first travel route creation unit (<NUM>) or the second travel route creation unit (<NUM>), and the travel route created by the interlocking route creation unit (<NUM>) in association with each other;
a route selection unit (<NUM>) arranged to selectively select the first travel route (<NUM>) or the second travel route (<NUM>) in accordance with an input instruction; and
a travel control unit (<NUM>) arranged to cause the work vehicle (<NUM>) to autonomously travel along at least a part of the first travel route (<NUM>) or the second travel route (<NUM>) selected by the route selection unit (<NUM>).