Patent Description:
There is known a work vehicle automatically traveling on a target route while spraying a chemical liquid on crops planted in a work area such as a farm field or an agricultural farm (see, for example, Patent Document <NUM>). The target route is generated, for example, in a plurality of rows (crop rows) in which crops are lined up, by connecting, for each row, the end points of the row. Patent Document <NUM> relates to a field work machine such as a rice planter, a seeder, or a fertilizer applicator that is equipped with a GPS (Global Positioning System) and can perform automatic work travel along a target route previously set in a field. Patent Document <NUM> relates to a traveling work machine provided with a positioning unit and automatically steered along a set target travel path, and an automatic steering system used therefor.

Patent Document <NUM>: International Publication <CIT>. Patent Document <NUM>: <CIT>. Patent Document <NUM>: <CIT>.

When the work vehicle travels in a region where crops are arranged, for example, the work vehicle travels along a crop row route set depending on the positions of the crops while positioning the work vehicle by using a signal (for example, a GNSS signal) received from a satellite. On the other hand, when the work vehicle travels in a region where any crops are not arranged, for example, the work vehicle travels along a previously set target route while positioning the work vehicle by using the GNSS signal. Here, allowable values are set for the distance (position deviation) from the target route to the work vehicle and the distance (position deviation) from the crop row route to the work vehicle. When the position deviation is equal to or more than the allowable value, the position accuracy of the work vehicle is reduced, so that the travel of the
work vehicle is stopped.

Here, for example, when the work vehicle does not detect any crops while traveling in a crop row, the work vehicle uses a GNSS signal to travel. In this case, when the position deviation at the time when the work vehicle did not detect any crops is equal to or more than the allowable value for the target route, the work vehicle stops and the work is thus interrupted. This causes a problem that the work efficiency is reduced.

An object of the present invention relates to an automatic traveling method, an automatic traveling system, and an automatic traveling program, by which the stop operation of a work vehicle due to a position deviation of the work vehicle is suppressed, so that it is possible to prevent the work efficiency from being reduced.

An automatic traveling method according to the present invention includes causing a work vehicle to travel in a travel region in a first travel mode in which the work vehicle automatically travels along a target route set previously, based on positioning information of the work vehicle, causing the work vehicle to travel in the travel region in a second travel mode in which the work vehicle automatically travels along a work object route set depending on positions of work objects arranged in the travel region, causing, if a position deviation representing a distance between a current position of the work vehicle and the target route is equal to or more than an allowable value for the first travel mode in the first travel mode, the work vehicle to stop, and causing, if a position deviation representing a distance between the current position of the work vehicle and the work object route is equal to or more than an allowable value for the second travel mode in the second travel mode, the work vehicle to stop, switching from the first travel mode to the second travel mode or from the second travel mode to the first travel mode, and changing, if one travel mode of the first travel mode and the second travel mode is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.

An automatic traveling system according to the present invention includes a travel processing unit, a switching processing unit, and a setting processing unit. The travel processing unit causes a work vehicle to travel in a travel region either in a first travel mode in which the work vehicle automatically travels along a target route previously set, based on positioning information of the work vehicle or in a second travel mode in which the work vehicle automatically travels along a work object route set depending on positions of work objects arranged in the travel region, causes, if a position deviation representing a distance between a current position of the work vehicle and the target route is equal to or more than an allowable value for the first travel mode in the first travel mode, the work vehicle to stop, and causes, if a position deviation representing a distance between the current position of the work vehicle and the work object route is equal to or more than an allowable value for the second travel mode in the second travel mode, the work vehicle to stop. The switching processing unit switches from the first travel mode to the second travel mode or from the second travel mode to the first travel mode. The setting processing unit changes, if one travel mode of the first travel mode and the second travel mode is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.

An automatic traveling program according to the present invention is a program for causing one or more processors to execute causing a work vehicle to travel in a travel region in a first travel mode in which the work vehicle automatically travels along a target route previously set, based on positioning information of the work vehicle, causing the work vehicle to travel in the travel region in a second travel mode in which the work vehicle automatically travels along a work object route set depending on positions of work objects arranged in the travel region, causing, if a position deviation representing a distance between a current position of the work vehicle and the target route is equal to or more than an allowable value for the first travel mode in the first travel mode, the work vehicle to stop, and causing, if a position deviation representing a distance between the current position of the work vehicle and the work object route is equal to or more than an allowable value for the second travel mode in the second travel mode, the work vehicle to stop, switching from the first travel mode to the second travel mode or from the second travel mode to the first travel mode, and changing, if one travel mode of the first travel mode and the second travel mode is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.

According to the present invention, it is possible to provide an automatic traveling method, an automatic traveling system, and an automatic traveling program, by which the stop operation of a work vehicle due to a position deviation of the work vehicle is suppressed, so that it is possible to prevent the work efficiency from being reduced.

The following embodiment is an example in which the present invention is embodied, and does not limit the technical scope of the present invention.

As illustrated in <FIG> and <FIG>, an automatic traveling system <NUM> according to the embodiment of the present invention includes a work vehicle <NUM>, an operation terminal <NUM>, a base station <NUM>, and a satellite <NUM>. The work vehicle <NUM> and the operation terminal <NUM> can communicate with each other via a communication network N1. For example, the work vehicle <NUM> and the operation terminal <NUM> can communicate via a mobile phone line network, a packet line network, or a wireless LAN.

In the present embodiment, a case where the work vehicle <NUM> is a vehicle for a spraying work for spraying a chemical liquid, water, or the like on crops V (see <FIG>) planted in a farm field F will be described by way of example. The farm field F is an example of a travel region in the present invention, and the farm field F is, for example, an orchard such as a vineyard or an apple orchard. The crops V are, for example, grape trees. The spraying work is, for example, the work for spraying a spraying material such as a chemical liquid or water on the crops V. In another embodiment, the work vehicle <NUM> may be a vehicle for performing a weeding work, a vehicle for performing a leaf cutting work, or a vehicle for performing a harvesting work.

The crops V are arranged in a plurality of rows at predetermined intervals in the farm field F. Specifically, as illustrated in <FIG>, a plurality of the crops V are planted linearly in a predetermined direction (a direction D1), and form a crop row Vr including the plurality of crops V arranged linearly. <FIG> illustrates three of the crop rows Vr. The crop rows Vr are arranged in a row direction (a direction D2) at predetermined intervals W1. A region (space) of an interval W2 between adjacent ones of the crop rows Vr is a work passage where the work vehicle <NUM> performs a spraying work on the crops V while traveling in the direction D1.

The work vehicle <NUM> is capable of traveling automatically (autonomously traveling) along a target route R set in advance. For example, as illustrated in <FIG>, the work vehicle <NUM> automatically travels from a work start position S to a work end position G along the target route R including a work route R1 (work routes R1a to R1f) and a movement route R2. The work route R1 is a linear route on which the work vehicle <NUM> performs the spraying work on the crops V, and the movement route R2 is a route on which the work vehicle <NUM> moves between the crop rows Vr without performing the spraying work. The movement route R2 includes, for example, a turning route and a straight route. In the example illustrated in <FIG>, the crops V forming crop rows Vr1 to Vr11 are arranged in the farm field F. In <FIG>, positions (crop positions) where the crops V are planted are represented by "Vp". The work vehicle <NUM> traveling in the farm field F of <FIG> includes a vehicle body <NUM> having an inverted U-shape (see <FIG>), and while traveling in a state of spanning over one of the crop rows Vr, the work vehicle <NUM> sprays a chemical liquid on the crops V in the one crop row Vr and on the crop row Vr adjacent to the one crop row Vr. For example, as illustrated in <FIG>, if the work vehicle <NUM> travels in a state of spanning over the crop row Vr5, a left-side vehicle body (a left-side part <NUM>) of the work vehicle <NUM> travels on a work passage between the crop rows Vr4 and Vr5, a right-side vehicle body (a right-side part 100R) of the work vehicle <NUM> travels on a work passage between the crop rows Vr5 and Vr6, and the work vehicle <NUM> sprays a chemical liquid on the crops V of the crop rows Vr4, Vr5, and Vr6.

The work vehicle <NUM> automatically travels in a predetermined row order. For example, the work vehicle <NUM> firstly travels across the crop row Vr1, next, travels across the crop row Vr3, and next, travels across the crop row Vr5. Thus, the work vehicle <NUM> automatically travels according to a preset order of the crop rows Vr. The work vehicle <NUM> may travel on each row in the order of arrangement of the crop rows Vr, or may travel in each of plurality of rows.

The satellite <NUM> is a positioning satellite configuring a satellite positioning system such as a global navigation satellite system (GNSS), and transmits a GNSS signal (satellite signal). The base station <NUM> is a reference point (reference station) configuring the satellite positioning system. The base station <NUM> transmits, to the work vehicle <NUM>, correction information for calculating a current position of the work vehicle <NUM>.

A positioning device <NUM> mounted in the work vehicle <NUM> executes a positioning process for calculating a current position (a latitude, a longitude, and an altitude), a current orientation, and the like of the work vehicle <NUM> by utilizing the GNSS signal transmitted from the satellite <NUM>. Specifically, the positioning device <NUM> positions the work vehicle <NUM> by utilizing a real time kinetic (RTK) method or the like for positioning the work vehicle <NUM>, based on positioning information (such as a GNSS signal) received by two receivers (an antenna <NUM> and the base station <NUM>) and correction information generated by the base station <NUM>. The positioning method is a well-known technique, and thus, detailed description thereof will be omitted.

Each constituent components configuring the automatic traveling system <NUM> will be described in detail below.

<FIG> is an external view obtained when the work vehicle <NUM> is viewed from a left front side. <FIG> is an external view of a left side face obtained when the work vehicle <NUM> is viewed from a left side, <FIG> is an external view of a right side face obtained when the work vehicle <NUM> is viewed from a right side, and <FIG> is an external view of a rear face obtained when the work vehicle <NUM> is viewed from a rear face side.

As illustrated in <FIG>, the work vehicle <NUM> includes a vehicle control device <NUM>, a storage unit <NUM>, a travel device <NUM>, a spray device <NUM>, a communication unit <NUM>, a positioning device <NUM>, and an obstacle detection device <NUM>, for example. The vehicle control device <NUM> is electrically connected to the storage unit <NUM>, the travel device <NUM>, the spray device <NUM>, the positioning device <NUM>, and the obstacle detection device <NUM>, for example. The vehicle control device <NUM> and the positioning device <NUM> may be capable of performing wireless communication.

The communication unit <NUM> is a communication interface for connecting the work vehicle <NUM> to the communication network N1 in a wired or wireless manner to execute data communication according to a predetermined communication protocol between the work vehicle <NUM> and an external device such as the operation terminal <NUM> via the communication network N1.

The storage unit <NUM> is a non-volatile storage unit such as a hard disk drive (HDD) or a solid state drive (SSD) that stores various types of information. The storage unit <NUM> stores a control program such as an automatic traveling program for causing the vehicle control device <NUM> to execute an automatic traveling process (see <FIG>) described later. For example, the automatic traveling program is recorded non-temporarily on a computer-readable recording medium such as a CD or a DVD, and is stored in the storage unit <NUM> after being read by a predetermined reading device (not illustrated). It is noted that the automatic traveling program may be downloaded from a server (not illustrated) to the work vehicle <NUM> via the communication network N1 and stored in the storage unit <NUM>. The storage unit <NUM> stores route data including information on the target route R generated by the operation terminal <NUM>. For example, the route data is transferred from the operation terminal <NUM> to the work vehicle <NUM> and stored in the storage unit <NUM>.

Here, the work vehicle <NUM> includes an inverted U-shaped vehicle body <NUM> that travels across the crops V (fruit trees) planted side by side in a plurality of rows in the farm field F. As illustrated in <FIG>, the vehicle body <NUM> is formed in an inverted U-shape by the left-side part <NUM>, the right-side part 100R, and a connection unit 100C connecting the left-side part <NUM> and the right-side part 100R, and a space <NUM> that allows the passage of the crops V is secured inside the left-side part <NUM>, the right-side part 100R, and the connection unit 100C.

A crawler <NUM> is provided at the lower end of each of the left-side part <NUM> and the right-side part 100R of the vehicle body <NUM>. The left-side part <NUM> is provided with an engine (not illustrated), a battery (not illustrated), and the like. The right-side part 100R is provided with a storage tank 14A (see <FIG>) of the spray device <NUM> and the like. Thus, constitution components are arranged in a distributed manner in the left-side part <NUM> and the right-side part 100R of the vehicle body <NUM>, and thus, a balance between the left and right sides and a low center of gravity are achieved in the work vehicle <NUM>. Thus, the work vehicle <NUM> can stably travel on a slope or the like of the farm field F.

The travel device <NUM> is a drive unit that causes the work vehicle <NUM> to travel. The travel device <NUM> includes the engine, the crawler <NUM>, and the like.

The left and right crawlers <NUM> are driven by power from the engine in a state where independent transmission is possible by a hydrostatic continuously variable transmission. Thus, when the left and right crawlers <NUM> are driven at a constant speed in the forward direction, the vehicle body <NUM> is in a forward-moving state of moving straight in the forward direction, and when the left and right crawlers <NUM> are driven at a constant speed in the backward direction, the vehicle body <NUM> is in a backward-moving state of moving straight in the backward direction. When the left and right crawlers <NUM> are driven at an irregular speed in the forward direction, the vehicle body <NUM> is in a forward-moving and turning state where the vehicle body <NUM> moves forward while turning, and when the left and right crawlers <NUM> are driven at an irregular speed in the backward direction, the vehicle body <NUM> is in a backward-moving and turning state where the vehicle body <NUM> moves backward while turning. When one of the left and right crawlers <NUM> is stopped in drive while the other one of the crawlers <NUM> is driven, the vehicle body <NUM> is in a pivot turning (pivot turn) state, and when the left and right crawlers <NUM> are driven at a constant speed in the forward direction and in the backward direction, the vehicle body <NUM> is in a spin turning (neutral turn) state. When the left and right crawlers <NUM> are stopped in drive, the vehicle body <NUM> stops traveling. The left and right crawlers <NUM> may have an electrically driven configuration in which the left and right crawlers <NUM> are driven by an electric motor.

As illustrated in <FIG>, the spray device <NUM> includes the storage tank 14A that stores a chemical liquid or the like, a spraying pump (not illustrated) that pumps a chemical liquid or the like, an electric spraying motor (not illustrated) that drives the spraying pump, a belt-type transmission device (not illustrated) that transmits power from the spraying motor to the spraying pump, two spraying pipes 14B installed in parallel on each of the left and right in a vertical position on the back of the vehicle body <NUM>, a total of <NUM> spraying nozzles 14C in which three nozzles are installed on each of the spraying pipes 14B, an electronically controlled valve unit (not illustrated) that changes a spraying amount and a spraying pattern of a chemical liquid or the like, and a plurality of spraying pipes (not illustrated) that connects these components.

Each of the spraying nozzles 14C is changeably attached to the corresponding spraying pipe 14B to be vertically repositionable. Thereby, each of the spraying nozzles 14C can change a distance from an adjacent spraying nozzle 14C and a height position with respect to the spraying pipe 14B according to the targets (crops V) to be sprayed. Further, each of the spraying nozzles 14C is attached so that the height position and the left-right position with respect to the vehicle body <NUM> can be changed according to the targets to be sprayed.

In the spray device <NUM>, the number of the spraying nozzles 14C provided in each of the spraying pipes 14B can be variously changed according to the type of crops V, the length of each of the spraying pipes 14B, and the like.

As illustrated in <FIG>, three spraying nozzles 14C provided on the leftmost spraying pipe 14B out of the plurality of spraying nozzles 14C spray the chemical liquid to the left toward a crop Va located on the leftward and outward of the vehicle body <NUM>. Three spraying nozzles 14C provided on the left inner spraying pipe 14B adjacent to the leftmost spraying pipe 14B out of the plurality of spraying nozzles 14C spray the chemical liquid to the right toward a crop Vb located in the left and right central space <NUM> of the vehicle body <NUM>. Three spraying nozzles 14C provided on the rightmost spraying pipe 14B out of the plurality of spraying nozzles 14C spray the chemical liquid to the right toward a crop Vc located on the rightward and outward of the vehicle body <NUM>. Three spraying nozzles 14C provided on the right inner spraying pipe 14B adjacent to the rightmost spraying pipe 14B out of the plurality of spraying nozzles 14C spray the chemical liquid to the left toward the crop Vb located in the space <NUM>.

With the above configuration, in the spray device <NUM>, the two spraying pipes 14B and the six spraying nozzles 14C provided on the left-side part <NUM> of the vehicle body <NUM> function as a left spraying unit <NUM>. Further, the two spraying pipes 14B and the six spraying nozzles 14C provided on the right-side part 100R of the vehicle body <NUM> function as a right spray portion 14R. The left and right spraying units <NUM> and 14R are provided with a horizontal interval allowing for passage of the crop Vb (the space <NUM>) between the left and right spraying units <NUM> and 14R in a state where the left and right spraying units <NUM> and 14R can spray the chemical liquid in the left-right direction on the rear of the vehicle body <NUM>.

In the spray device <NUM>, the spraying patterns of the spraying units <NUM> and 14R include a four-way spraying pattern in which each of the spraying units <NUM> and 14R sprays the chemical liquid in both the left and right directions, and a direction-restricted spraying pattern in which the spraying direction of the spraying units <NUM> and 14R is restricted. The direction-restricted spraying pattern includes a left-side three-way spraying pattern in which the spraying unit <NUM> sprays the chemical liquid in both the left and right directions and the spraying unit 14R sprays the chemical liquid only in the left direction, and a right-side three-way spraying pattern in which the spraying unit <NUM> sprays the chemical liquid only in the right direction and the spraying unit 14R sprays the chemical liquid in both the left and right directions, a two-way spraying pattern in which the spraying unit <NUM> sprays the chemical liquid only in the right direction and the spraying unit 14R sprays the chemical liquid only in the left direction, a left-side unidirectional spraying pattern in which the spraying unit <NUM> sprays the chemical liquid only in the left direction and the spraying unit 14R does not spray the chemical liquid, and a right-side unidirectional spraying pattern in which the spraying unit 14R sprays the chemical liquid only in the right direction and the spraying unit <NUM> does not spray the chemical liquid.

The vehicle body <NUM> is equipped with an automatic travel control unit that causes the vehicle body <NUM> to automatically travel according to the target route R of the farm field F, based on the positioning information and the like acquired from the positioning device <NUM>, an engine control unit that controls the engine, a hydro-static transmission (HST) control unit that controls the hydrostatic continuously variable transmission, and a work device control unit that controls a work device such as the spray device <NUM>. Each of the control units is constructed by an electronic control unit equipped with a microcontroller and the like, various types of information and control programs stored in a non-volatile memory (for example, an EEPROM such as a flash memory) of the microcontroller, and the like. The various types of information stored in the non-volatile memory may include the target route R generated in advance or the like. In the present embodiment, the control units are collectively referred to as the "vehicle control device <NUM>" (see <FIG>).

The positioning device <NUM> is a communication equipment including a positioning control unit <NUM>, a storage unit <NUM>, a communication unit <NUM>, the antenna <NUM>, and the like. The antenna <NUM> is provided at the front and rear parts of a roof (the connection unit 100C) of the vehicle body <NUM> (see <FIG>). The roof of the vehicle body <NUM> is also provided with an indication lamp <NUM> or the like for indicating a travel state of the work vehicle <NUM> (see <FIG>). The battery is connected to the positioning device <NUM>, so that the positioning device <NUM> can operate even when the engine is stopped.

The communication unit <NUM> is a communication interface for connecting the positioning device <NUM> to the communication network N1 in a wired or wireless manner to execute data communication, according to a predetermined communication protocol, between the communication unit <NUM> and an external device such as the base station <NUM> via the communication network N1.

The antenna <NUM> is an antenna that receives radio waves (GNSS signals) transmitted from satellites. Since the antenna <NUM> is provided at the front and rear parts of the work vehicle <NUM>, the current position and the current orientation of the work vehicle <NUM> can be accurately positioned.

The positioning control unit <NUM> is a computer system including one or more processors and a storage memory such as a non-volatile memory and a RAM. The storage unit <NUM> is a control program for causing the positioning control unit <NUM> to execute the positioning process, and a non-volatile memory for storing data such as positioning information and movement information. The positioning control unit <NUM> positions the current position and the current orientation of the work vehicle <NUM> by a predetermined positioning method (RTK method or the like) based on the GNSS signal received from the satellite <NUM> by the antenna <NUM>.

The obstacle detection device <NUM> includes a LiDAR sensor <NUM> provided on the front and left side of the vehicle body <NUM> and a LiDAR sensor 171R provided on the front and right side of the vehicle body <NUM> (see <FIG>). Each LiDAR sensor measures a distance from the LiDAR sensor to each ranging point (measurement target) in the measurement range by a time of flight (TOF) method for measuring the distance to the ranging point, based on a round-trip time required by laser light input to the LiDAR sensor to reach the ranging point and return to the LiDAR sensor, for example.

The LiDAR sensor <NUM> has a predetermined range on the front and left side of the vehicle body <NUM> set as a measurement range, and the LiDAR sensor 171R has a predetermined range on the front and right side of the vehicle body <NUM> set as a measurement range. Each LiDAR sensor transmits measurement information such as the measured distance to each ranging point and the scanning angle (coordinates) for each ranging point to the vehicle control device <NUM>.

Further, the obstacle detection device <NUM> includes left and right ultrasonic sensors 172F (see <FIG>) provided on the front side of the vehicle body <NUM> and left and right ultrasonic sensors 172R (see <FIG>) provided on the rear side of the vehicle body <NUM>. Each ultrasonic sensor measures a distance from the ultrasonic sensor to a measurement target by the TOF method for measuring a distance to a ranging point, based on a round-trip time from when an ultrasonic wave is transmitted by the ultrasonic sensor to reach the ranging point to when the ultrasonic wave returns.

The ultrasonic sensor 172F on the front and left side has a predetermined range on the front and left side of the vehicle body <NUM> set as the measurement range, the ultrasonic sensor 172F on the front and right side has the predetermined range on the front and right side of the vehicle body <NUM> set as the measurement range, the ultrasonic sensor 172R on the rear and left side has a predetermined range on the rear and left side of the vehicle body <NUM> set as the measurement range, and the ultrasonic sensor 172R on the rear and right side has the predetermined range on the rear and right side of the vehicle body <NUM> set as the measurement range. Each ultrasonic sensor transmits measurement information including the distance to the measurement target and the direction of the object to be measured to the vehicle control device <NUM>.

Further, the obstacle detection device <NUM> includes left and right contact sensors 173F (see <FIG>) provided on the front side of the vehicle body <NUM> and left and right contact sensors 173R (see <FIG>) provided on the rear side of the vehicle body <NUM>. The spray device <NUM> is provided in front of each contact sensor (on the rear side of the work vehicle <NUM>), and each contact sensor detects an obstacle by the spray device <NUM> moving to the rear (the front side of the work vehicle <NUM>) when the obstacle comes into contact with the spray device <NUM>. Each contact sensor transmits a detection signal to the vehicle control device <NUM> when an obstacle is detected. The vehicle control device <NUM> executes an avoidance process for avoiding an obstacle when the work vehicle <NUM> may collide with the obstacle, based on the measurement information about the obstacle acquired from the obstacle detection device <NUM>. Further, the vehicle control device <NUM> detects a position deviation and an orientation deviation of the work vehicle <NUM> and performs an operation to avoid a collision with any of the crop rows Vr.

The vehicle control device <NUM> includes a control device such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various types of arithmetic processes. The ROM is a non-volatile storage unit in which a control program such as BIOS and OS for causing the CPU to execute various types of arithmetic processes is stored in advance. The RAM is a volatile or non-volatile storage unit that stores various types of information, and is used as a temporary storage memory (working area) for various types of processes executed by the CPU. The vehicle control device <NUM> controls the work vehicle <NUM> by causing the CPU to execute various types of control programs stored in advance in the ROM or the storage unit <NUM>.

The vehicle control device <NUM> controls the travel of the work vehicle <NUM>. Specifically, as illustrated in <FIG>, the vehicle control device <NUM> includes various types of processing units such as a travel processing unit <NUM>, a switching processing unit <NUM>, and a setting processing unit <NUM>. It is noted that the vehicle control device <NUM> functions as the various types of processing units by causing the CPU to execute various types of processes according to the control programs. Further, some or all of the processing units may be configured by an electronic circuit. It is noted that the control programs may be programs for causing a plurality of processors to function as the processing units.

The travel processing unit <NUM> executes a traveling process for controlling the travel operation of the work vehicle <NUM>. For example, the travel processing unit <NUM> causes the work vehicle <NUM> to travel in a target route travel mode M1 (corresponding to a first travel mode in the present invention) in which the work vehicle <NUM> automatically travels along the target route R, based on positioning information including the position and the orientation of the work vehicle <NUM> positioned by the positioning device <NUM>. For example, when the positioning state allows the RTK positioning in a region where any crops V are not arranged (a headland region, a non-work region, etc.), the travel processing unit <NUM> causes the work vehicle <NUM> to start automatic travel in the target route travel mode M1, based on the positioning information of the work vehicle <NUM> positioned by the positioning device <NUM>. Accordingly, the work vehicle <NUM> starts automatic travel along the target route R. It is noted that the condition that the positioning state allows the RTK positioning (high accuracy condition) is included in the conditions (automatic travel start conditions) for the work vehicle <NUM> to start automatic travel.

In this way, the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel in the target route travel mode M1 in the region (headland area or the like) where any crops V are not arranged in the farm field F. The work vehicle <NUM> travels along the target route R while estimating its own position by using a GNSS signal.

Further, the travel processing unit <NUM> causes the work vehicle <NUM> to travel in a crop row route travel mode M2 (corresponding to a second travel mode in the present invention) in which the work vehicle <NUM> automatically travels along a crop row route RO set depending on the positions of the crops V arranged in the farm field F. The crop row route travel mode M2 is a travel mode in which the work vehicle <NUM> travels along the crop row route R0 estimated based on the measurement results of the LiDAR sensors <NUM> and 171R, for example. Specifically, the obstacle detection device <NUM> integrates the results of detecting obstacles on the work path R1 and the measurement results of the LiDAR sensors <NUM> and 171R to estimate the work route R1 across which the work vehicle <NUM> travels, specifically, the crop row route R0 of a crop row (crop row Vr5 in <FIG>) (an example of a work object route in the present invention). The obstacle detection device <NUM> also transmits, to the vehicle control device <NUM>, the positions (coordinates) of the starting point and the ending point of the estimated crop row route R0. The travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel along the estimated crop row route R0 while estimating its own position by using the GNSS signal in the crop row route travel mode M2. In this way, the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel along the target route R by using the positioning information in the target route travel mode M1 while the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel along the crop row route R0 by using the positioning information and the results of detecting the crops V in the crop row route travel mode M2.

<FIG> illustrates an outline of a traveling method for the crop row route travel mode M2. In <FIG>, R0 represents the route of an estimated crop row Vra, Ev1 represents the starting point of the crop row Vra, Ev2 represents the ending point of the crop row Vra, Vp represents each crop contained in the crop row Vra, and Pe represents the current position of the work vehicle <NUM>. It is noted that the ending point Ev2 may be the same as the end point (ending point) illustrated in <FIG>. Further, the starting point Ev1 is, for example, the position of the crop V closest to the current position Pe among the crops V included in the crop row Vra.

The travel processing unit <NUM> calculates a horizontal position deviation L1 and an orientation deviation θ1 of the work vehicle <NUM> with respect to the crop row Vra, and causes the work vehicle <NUM> to travel from the current position Pe to the ending point Ev2 while controlling the posture of the work vehicle <NUM> so that the position deviation L1 and the orientation deviation θ1 are small.

Here, the result of estimating the crop row Vra includes an error, and thus, it is preferable to perform a filtering process using a moving average filter, a low-pass filter, or the like on the calculated position deviation L1 and orientation deviation θ1. Then, it is preferable that the travel processing unit <NUM> controls the travel of the work vehicle <NUM> by using the result of the filtering process.

Further, the result of estimating the past crop row Vra may be used to enhance the accuracy of estimation of the crop row Vra. In this case, it is necessary to increase the number of end points of the crop row Vra, and it is thus necessary to calculate a relative movement amount of the work vehicle <NUM> to use the past data, and change the coordinates of the detected position of the past crop row Vra. In the calculation of the relative movement amount, the data of a rotation speed sensor and an inertial measurement unit (IMU) mounted on the crawler <NUM> are integrated by a known method such as a Kalman filter to estimate a movement amount of the crop row Vra. The work vehicle <NUM> calculates the distance to the ending point from the positioning information (GNSS position information) every control cycle during automatic travel, and thus the travel processing unit <NUM> executes a process for determining the arrival of the work vehicle <NUM> to the end point (ending point Ev2) of the crop row Vra, based on information of the distance to the ending point before the positioning accuracy is less than a predetermined accuracy and based on the estimated movement amount of the work vehicle <NUM>, and causes the work vehicle <NUM> to automatically travel until the arrival at the end point. It is noted that, depending on the arrangement of the crops V, the LiDAR sensors <NUM> and 171R may fail to detect the crops V. In this case, when an error in estimating the crop row Vra occurs continuously a predetermined number of times, the travel processing unit <NUM> ends the automatic travel in the crop row route travel mode M2.

As described above, the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel in the target route travel mode M1 or the crop row route travel mode M2 depending on the positions of the crops V in the farm field F.

Further, the travel processing unit <NUM> causes, when a position deviation representing a distance between the current position Pe of the work vehicle <NUM> and the target route R is equal to or more than an allowable value for the target route travel mode M1 in the target route travel mode M1, the work vehicle <NUM> to stop; and causes, when a position deviation representing a distance between the current position Pe of the work vehicle <NUM> and the crop row route R0 is equal to or more than an allowable value for the crop row route travel mode M2 in the crop row route travel mode M2, the work vehicle <NUM> to stop.

The switching processing unit <NUM> switches the travel mode of the work vehicle <NUM> from the target route travel mode M1 to the crop row route travel mode M2 or from the crop row route travel mode M2 to the target route travel mode M1. In other words, the switching processing unit <NUM> sets the travel mode of the work vehicle <NUM>. For example, when the obstacle detection device <NUM> does not detect any crops V, based on the detection results of the LiDAR sensors <NUM> and 171R, the switching processing unit <NUM> sets the travel mode of the work vehicle <NUM> to the target route travel mode M1. Further, for example, when the obstacle detection device <NUM> detects a crop V, based on the detection results of the LiDAR sensors <NUM> and 171R, the switching processing unit <NUM> sets the travel mode of the work vehicle <NUM> to the crop row route travel mode M2.

For example, when the work vehicle <NUM> enters a region where any crops V are not arranged while traveling in the crop row route travel mode M2, the work vehicle <NUM> switches to the target route travel mode M1 to travel. <FIG> illustrates an example of a travel route of the work vehicle <NUM> when the travel mode is switched.

In the farm field F illustrated in <FIG>, a region in which any crops V are not arranged is included in the middle of the crop row Vr5 on which the work vehicle <NUM> is traveling. In this case, at the time when the work vehicle <NUM> reaches that region (at the current position Pe in <FIG>) after automatically traveling on the crop row Vr5 in the crop row route travel mode M2, the obstacle detection device <NUM> detects no crop V in front. Thus, the work vehicle <NUM> cannot travel along the crop row route R0 corresponding to the crop row Vr5, and thus, the switching processing unit <NUM> switches the travel mode from the crop row route travel mode M2 to the target route travel mode M1. Accordingly, the work vehicle <NUM> switches from automatic travel along the crop row route R0 to automatic travel along the target route R (work route R1) using a GNSS signal.

When the travel mode is switched from the crop row route travel mode M2 to the target route travel mode M1, the following problems may occur.

<FIG> illustrates a state where the work vehicle <NUM> automatically travels along the crop row route R0. Here, the setting processing unit <NUM> sets an allowable value Tw1 for the target route travel mode M1 and an allowable value Tw0 for the crop row route travel mode M2. <FIG> shows an example of allowable value information F1 including the allowable value information for each travel mode. For example, in the crop row route travel mode M2, when a distance W0 (position deviation) from the current position Pe to the crop row route R0 is less than the allowable value Tw0 (for example, <NUM>), the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel, when the distance W0 is equal to or more than the allowable value Tw0, the travel processing unit <NUM> causes the work vehicle <NUM> to stop. In the state illustrated in <FIG>, the distance W0 is less than the allowable value Tw0, and thus, the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel in the crop row route travel mode M2. Specifically, the work vehicle <NUM> automatically travels along the crop row route R0 while using a GNSS signal.

Here, when the obstacle detection device <NUM> does not detect any crops V in front (see <FIG>), the switching processing unit <NUM> switches the travel mode of the work vehicle <NUM> to the target route travel mode M1. In this case, when a distance W1 (position deviation) from the current position Pe to the target route R is less than the allowable value Tw1 (for example, <NUM>), the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel, when the distance W1 is equal to or more than the allowable value Tw1, the travel processing unit <NUM> causes the work vehicle <NUM> to stop. Here, as illustrated in <FIG>, the distance W1 is equal to or more than the allowable value Tw1, and thus, the travel processing unit <NUM> causes the work vehicle <NUM> to stop. In this way, when the position deviation of the work vehicle <NUM> (distance W0 or W1 in <FIG>) is equal to or more than the allowable value (allowable value Tw0 or Tw1 in <FIG>) for the travel mode, which is the switching destination, at the time of switching the travel mode, there is a problem that the work vehicle <NUM> stops and the work is thus interrupted.

Therefore, when one of the target route travel mode M1 and the crop row route travel mode M2 is switched to the other travel mode, the setting processing unit <NUM> according to the present embodiment changes the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched. In the example illustrated in <FIG>, when the crop row route travel mode M2 is switched to the target route travel mode M1, the setting processing unit <NUM> changes the allowable value for the target route travel mode M1 to an allowable value Tw1' (for example, <NUM>), which is larger than the previously set allowable value Tw1 (<NUM>). It is noted that the allowable value Tw1' which is to be set when the travel mode is switched may be registered in advance in the allowable value information F1 (see <FIG>). The setting processing unit <NUM> changes (sets) the allowable value for the target route travel mode M1 to the allowable value Tw1' (<NUM>) by referring to the allowable value information F1. It is noted that the allowable value Tw1' (<NUM>) is, for example, a value obtained by adding the allowable value (<NUM>) of the position deviation (deviation in position) with respect to the crop row route R0 to the previously set allowable value Tw1 (<NUM>). The allowable value Tw1 (<NUM>) is an example of the first allowable value in the present invention, and the allowable value Tw1' (<NUM>) is an example of the second allowable value in the present invention.

When the allowable value for the target route travel mode M1 is changed to the allowable value Tw1', the distance W1 is less than the allowable value Tw1' as illustrated in <FIG>, so that the travel processing unit <NUM> can cause the work vehicle <NUM> to automatically travel in the target route travel mode M1 without stopping. Specifically, the work vehicle <NUM> automatically travels along the target route R while using a GNSS signal. Further, the travel processing unit <NUM> causes the work vehicle <NUM> to travel along the target route R while controlling the posture of the work vehicle <NUM> so that the distance W1 (position deviation) is small.

The work vehicle <NUM> travels along the target route R after the travel mode is switched to the target route travel mode M1, and then when the distance W1 is less than the previously set allowable value Tw1 (<NUM>) as illustrated in <FIG>, the setting processing unit <NUM> changes the allowable value for the target route travel mode M1 from the allowable value Tw1' (<NUM>) to the allowable value Tw1 (<NUM>). When the allowable value for the target route travel mode M1 is changed to the allowable value Tw1, the work vehicle <NUM> continues automatic travel using the allowable value Tw1.

It is noted that the timing at which the setting processing unit <NUM> changes the allowable value for the target route travel mode M1 from the allowable value Tw1' to the allowable value Tw1 is not limited to the above-described embodiment. In another embodiment, for example, when the distance W1 (position deviation) is less than a predetermined value (for example, <NUM>) smaller than the allowable value Tw1 (<NUM>) after the crop row route travel mode M2 is switched to the target route travel mode M1 and then the work vehicle <NUM> starts traveling in the target route travel mode M1, the setting processing unit <NUM> may change the allowable value Tw1' (<NUM>) to the allowable value Tw1 (<NUM>). As a result, the position deviation of the work vehicle <NUM> can be surely made less than the allowable value, so that it is possible to prevent the work vehicle <NUM> from stopping immediately after the travel mode is switched.

Further, in another embodiment, for example, when a predetermined time has elapsed since the crop row route travel mode M2 was switched to the target route travel mode M1 and then the work vehicle <NUM> started traveling in the target route travel mode M1, the setting processing unit <NUM> may change the allowable value Tw1' (<NUM>) to the allowable value Tw1 (<NUM>). The predetermined time is set to, for example, a time required for the distance W1 (position deviation) to be made smaller than the allowable value Tw1 (<NUM>). As a result, the position deviation of the work vehicle <NUM> can be surely made less than the allowable value, so that it is possible to prevent the work vehicle <NUM> from stopping immediately after the travel mode is switched.

Incidentally, it is also conceivable that the position deviation of the work vehicle <NUM> is equal to or more than the allowable value after change at the time when the travel mode is switched. In this case, since the position accuracy of the work vehicle <NUM> cannot be guaranteed, the automatic travel is interrupted, and thus, the work vehicle <NUM> is stopped. For example, in <FIG>, when the distance W1 is equal to or more than the allowable value Tw1' at the time when the travel mode is switched to the target route travel mode M1 or when the allowable value is changed to the allowable value Tw1', the travel processing unit <NUM> causes the work vehicle <NUM> to stop. In this case, the vehicle control device <NUM> may notify the operation terminal <NUM> of abnormality information.

<FIG> and <FIG> illustrate example arrangements in which the switching processing unit <NUM> switches from the crop row route travel mode M2 to the target route travel mode M1. On the other hand, <FIG> and <FIG> illustrate example arrangements in which the switching processing unit <NUM> switches from the target route travel mode M1 to the crop row route travel mode M2. For example, when the work vehicle <NUM> enters a region where crops V are arranged while traveling in the target route travel mode M1 and then the obstacle detection device <NUM> detects the crops V in front (see <FIG>), the travel processing unit <NUM> estimates the crop row route R0. Further, the switching processing unit <NUM> switches the travel mode of the work vehicle <NUM> from the target route travel mode M1 to the crop row route travel mode M2.

Further, the setting processing unit <NUM> changes the allowable value for the crop row route travel mode M2 to an allowable value Tw0' (<NUM>) larger than the previously set allowable value Tw0 (<NUM>) (see <FIG> and <FIG>). It is noted that the allowable value Tw0' (<NUM>) is, for example, a value obtained by adding the allowable value (<NUM>) of the position deviation (deviation in position) with respect to the crop row route R0 to the previously set allowable value Tw0 (<NUM>). The allowable value Tw0 (<NUM>) is an example of the first allowable value in the present invention, and the allowable value Tw0' (<NUM>) is an example of the second allowable value in the present invention. It is noted that the allowable value Tw0 and the allowable value Tw1 may be the same value or different values. Further, the allowable value Tw0' and the allowable value Tw1' may be the same value or different values.

When the allowable value for the crop row route travel mode M2 is changed to the allowable value Tw0', the distance W0 is less than the allowable value Tw0' as illustrated in <FIG>, so that the travel processing unit <NUM> can cause the work vehicle <NUM> to automatically travel in the crop row route travel mode M2 without stopping. Specifically, the work vehicle <NUM> automatically travels along the crop row route R0 while using a GNSS signal. Further, the travel processing unit <NUM> causes the work vehicle <NUM> to travel along the crop row route R0 while controlling the posture of the work vehicle <NUM> so that the distance W0 (position deviation) is small.

As described above, when the work vehicle <NUM> detects the crop V (work object(s)) while traveling in the target route travel mode M1, the switching processing unit <NUM> switches the target route travel mode M1 to the crop row route travel mode M2; when the work vehicle <NUM> does not detect any crops V while traveling in the crop row route travel mode M2, the switching processing unit <NUM> switches the crop row route travel mode M2 to the target route travel mode M1.

Further, the travel processing unit <NUM> causes the work vehicle <NUM> to automatically travel in the target route travel mode M1 in a region where any crops V are not arranged in the farm field F, and causes the work vehicle <NUM> to automatically travel in the crop row route travel mode M2 in a region where crops V are arranged in the farm field F.

It is noted that, when acquiring a travel stop instruction from the operation terminal <NUM>, the travel processing unit <NUM> causes the work vehicle <NUM> to stop the automatic travel. For example, when an operator depresses a stop button on an operation screen of the operation terminal <NUM>, the operation terminal <NUM> outputs the travel stop instruction to the work vehicle <NUM>. When acquiring the travel stop instruction from the operation terminal <NUM>, the travel processing unit <NUM> causes the work vehicle <NUM> to stop the automatic travel. Thus, the work vehicle <NUM> stops the automatic travel and stops the spraying work by the spray device <NUM>.

The above-described configuration of the work vehicle <NUM> is an example of the configuration of the work vehicle according to the present invention, and the present invention is not limited to the above-described configuration. The above-mentioned work vehicle <NUM> is a vehicle capable of performing the spraying work for spraying the spraying material to the first crop row Vr and the second crop row Vr in each of the left-right direction of the first crop row Vr while traveling across the first crop row Vr. In another embodiment, the vehicle body <NUM> of the work vehicle <NUM> may have a typical shape instead of the inverted U-shape, so that the vehicle body <NUM> entirely travels between the crop rows Vr (work passages). In this case, the work vehicle <NUM> automatically travels sequentially on each work passage, without spanning over the crop rows Vr. The spray device <NUM> is provided with one spraying unit and performs a spraying work while switching between a spraying pattern in which the chemical liquid is sprayed in both left and right directions, a spraying pattern in which the chemical liquid is sprayed only in the left direction, and a spraying pattern in which the chemical liquid is sprayed only in the right direction.

As illustrated in <FIG>, the operation terminal <NUM> is an information processing device including a control unit <NUM>, a storage unit <NUM>, an operation display unit <NUM>, and a communication unit <NUM>. The operation terminal <NUM> may be composed of a mobile terminal such as a tablet terminal or a smartphone.

The communication unit <NUM> is a communication interface for connecting the operation terminal <NUM> to the communication network N1 in a wired or wireless manner to execute data communication according to a predetermined communication protocol between the operation terminal <NUM> and an external device such as one or more work vehicles <NUM> via the communication network N1.

The operation display unit <NUM> is a user interface including a display unit such as a liquid crystal display or an organic EL display that displays various types of information, and an operation unit such as a mouse, a keyboard, or a touch panel that receives an operation. On the operation screen displayed on the display unit, the operator can operate the operation unit to register various types of information (work vehicle information, farm field information, work information, etc., which will be described later). Further, the operator can operate the operation unit to give a work start instruction, a travel stop instruction, and the like to the work vehicle <NUM>. At a place away from the work vehicle <NUM>, the operator is capable of grasping the travel state, a work situation, and a surrounding situation of the work vehicle <NUM> automatically traveling according to the target route R within the farm field F, based on a travel trajectory displayed on the operation terminal <NUM> and a surrounding image of the vehicle body <NUM>.

The storage unit <NUM> is a non-volatile storage unit, such as an HDD or an SSD, which stores various types of information. The storage unit <NUM> stores a control program such as an automatic traveling program for causing the control unit <NUM> to execute an automatic traveling process (see <FIG>) described later. For example, the automatic traveling program is recorded non-temporarily on a computer-readable recording medium such as a CD or a DVD, and is stored in the storage unit <NUM> after being read by a predetermined reading device (not illustrated). It is noted that the automatic traveling program may be downloaded from a server (not illustrated) to the operation terminal <NUM> via the communication network N1 and stored in the storage unit <NUM>.

The control unit <NUM> includes control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various types of arithmetic processes. The ROM is a non-volatile storage unit in which a control program such as BIOS and OS for causing the CPU to execute various types of arithmetic processes is stored in advance. The RAM is a volatile or non-volatile storage unit that stores various types of information, and is used as a temporary storage memory (working area) for various types of processes executed by the CPU. The control unit <NUM> controls the operation terminal <NUM> by causing the CPU to execute various types of control programs stored in advance in the ROM or the storage unit <NUM>.

As illustrated in <FIG>, the control unit <NUM> includes various types of processing units such as a setting processing unit <NUM>, a route generation processing unit <NUM>, and an output processing unit <NUM>. The control unit <NUM> functions as the various types of processing units by causing the CPU to execute various types of processes according to the control programs. Some or all of the processing units may be configured by an electronic circuit. The control programs may be programs for causing a plurality of processors to function as the processing units.

The setting processing unit <NUM> sets and registers information on the work vehicle <NUM> (hereinafter referred to as work vehicle information), information on the farm field F (hereinafter referred to as farm field information), and information on work (here, a spraying work) (hereinafter, work information).

In the setting process of the work vehicle information, the setting processing unit <NUM> sets information about the model of the work vehicle <NUM>, the position where the antenna <NUM> is attached in the work vehicle <NUM>, kinds of the work machine (here, the spraying device <NUM>), the size and the shape of the work machine, the position of the work machine relative to the work vehicle <NUM>, a vehicle speed and an engine RPM of the work vehicle <NUM> during working, a vehicle speed and an engine RPM of the work vehicle <NUM> during turning, and the like as a result of the operator operating for registering such information on the operation terminal <NUM>. In the present embodiment, information about the spray device <NUM> is set as the information of the working machine.

In the setting process of the farm field information, the setting processing unit <NUM> sets information about the position and the shape of the farm field F, the work start position S to start the work and the work end position G to end the work (see <FIG>), a working direction, and the like, as a result of the operator operating for registering such information on the operation terminal <NUM>. The working direction means a direction in which the work vehicle <NUM> travels while performing the spraying work by the spray device <NUM> in the working area which is the area excluding the non-work region such as the headland from the farm field F.

It is possible to automatically obtain the information about the position and the shape of the farm field F when the operator manually causes the work vehicle <NUM> to encircle along the outer perimeter of the farm field F, for example, and a transition of the position information of the antenna <NUM> at that time is recorded. It is also possible to obtain the position and the shape of the farm field F, based on a polygon obtained by the operator operating the operation terminal <NUM> in a state where a map is displayed on the operation terminal <NUM> and designating a plurality of points on the map. A region designated by the obtained position and shape of the farm field F is a region (travel region) where the work vehicle <NUM> can travel.

In the setting process of the work information, as the work information, the setting processing unit <NUM> is configured to be set with a skipped number being the number of work routes to be skipped if the work vehicle <NUM> turns in the headland, a width of the headland, and the like.

The route generation processing unit <NUM> generates a target route R being a route on which the work vehicle <NUM> automatically travels, based on each of the setting information. The target route R is, for example, a route from the work start position S to the work end position G (see <FIG>). The target route R illustrated in <FIG> includes a linear work route R1 for spraying the chemical liquid to the crop V in the region where the crop V is planted, and a movement route R2 for moving between the crop rows Vr without performing the spraying work.

An example of a method of generating the target route R will be described with reference to <FIG> schematically illustrates the crop rows Vr. Firstly, an operator manually causes the work vehicle <NUM> to travel along the outer perimeter of the crop rows Vr (see <FIG>). While traveling, the work vehicle <NUM> detects end points E1 on one side (lower side in <FIG>) and end points E2 on the other side (upper side in <FIG>) of the crop rows Vr, and acquires position information (coordinates) of each of the end points E1 and E2. It is noted that the end points E1 and E2 may be positions of crops V that are already planted, or may be positions of target objects indicating positions of crops V that are to be planted. When acquiring the position information (coordinates) of each of the end points E1 and E2 from the work vehicle <NUM>, the route generation processing unit <NUM> sets lines L1 (see <FIG>) connecting corresponding ones of the end points E1 and E2 as work routes of the crop rows Vr, to generate the target route R including the plurality of work routes and movement routes (turning routes). The method of generating the target route R is not limited to the method described above. The route generation processing unit <NUM> may store the generated target route R into the storage unit <NUM>.

The output processing unit <NUM> outputs, to the work vehicle <NUM>, route data including information about the target route R generated by the route generation processing unit <NUM>. It is noted that the output processing unit <NUM> may output the route data to a server (not illustrated). The server stores and manages a plurality of the route data acquired from each of the plurality of operation terminals <NUM> in association with the operation terminal <NUM> and the work vehicle <NUM>.

In addition to the above-described processes, the control unit <NUM> executes a process for causing the operation display unit <NUM> to display various types of information. For example, the control unit <NUM> causes the operation display unit <NUM> to display a registration screen for registering work vehicle information, farm field information, work information, and the like, an operation screen for generating the target route R, an operation screen for causing the work vehicle <NUM> to start automatic travel, a display screen for displaying a travel state of the work vehicle <NUM>, and the like.

Further, the control unit <NUM> receives various types of operations from the operator. Specifically, the control unit <NUM> receives a work start instruction from the operator to cause the work vehicle <NUM> to start a work, a travel stop instruction to stop the traveling of the work vehicle <NUM> traveling automatically, and the like. When the control unit <NUM> receives each of the instructions, the control unit <NUM> outputs each of the instructions to the work vehicle <NUM>.

When the vehicle control device <NUM> of the work vehicle <NUM> acquires the work start instruction from the operation terminal <NUM>, the vehicle control device <NUM> starts the automatic traveling and a spraying work of the work vehicle <NUM>. When the vehicle control device <NUM> acquires the travel stop instruction from the operation terminal <NUM>, the vehicle control device <NUM> stops the automatic traveling and spraying work of the work vehicle <NUM>.

The operation terminal <NUM> may be accessible to the website (agricultural support site) of the agricultural support service provided by the server via the communication network N1. In this case, the operation terminal <NUM> is capable of functioning as an operation terminal of the server as a result of the browser program being executed by the control unit <NUM>.

An example of the automatic traveling process executed by the vehicle control device <NUM> of the work vehicle <NUM> will be described below with reference to <FIG>.

It is noted that the present invention may be regarded as an invention of an automatic traveling method in which one or more steps included in the automatic traveling process are executed. Further, one or more steps included in the automatic traveling process described herein may be omitted where appropriate. It is noted that the steps in the automatic traveling process may be executed in a different order, as long as a similar operation and effect are obtained. Here, a case where each of the steps in the automatic traveling process is executed by the vehicle control device <NUM> is described by way of example, but another embodiment may be an automatic traveling method in which the steps in the automatic traveling process are executed in a distributed manner by one or more processors.

In step S1, the vehicle control device <NUM> determines whether a work start instruction has been acquired from the operation terminal <NUM>. For example, when an operator depresses a start button on the operation terminal <NUM>, the operation terminal <NUM> outputs the work start instruction to the work vehicle <NUM>. When the vehicle control device <NUM> acquires the work start instruction from the operation terminal <NUM> (S1: Yes), the process proceeds to step S2. The vehicle control device <NUM> waits until the work start instruction is acquired from the operation terminal <NUM> (S1: No).

In step S2, the vehicle control device <NUM> starts automatic travel in a predetermined travel mode. For example, when the vehicle control device <NUM> acquires the work start instruction from the operation terminal <NUM>, detects crops V, and estimates the crop row route RO, the vehicle control device <NUM> sets the travel mode to the crop row route travel mode M2. Then, the vehicle control device <NUM> starts automatic travel along the crop row route RO, based on the positioning information (RTK positioning information) of the work vehicle <NUM>. Further, the vehicle control device <NUM> causes the spray device <NUM> to start a spraying work for spraying a chemical liquid on the crop rows Vr.

Next, in step S3, the vehicle control device <NUM> determines whether the position deviation of the work vehicle <NUM> is equal to or more than a previously set allowable value for a predetermined travel mode. Here, the vehicle control device <NUM> determines whether the position deviation (distance W0) of the work vehicle <NUM> (see <FIG>) is equal to or more than the allowable value Tw0 (<NUM>) for the crop row route travel mode M2 (see <FIG>). When the position deviation is equal to or more than the predetermined allowable value (S3: Yes), the process proceeds to step S31. On the other hand, when the position deviation is less than the predetermined allowable value (S3: No), the process proceeds to step S4.

In step S4, the vehicle control device <NUM> determines whether to switch the travel mode. For example, when the vehicle control device <NUM> travels in the crop row route travel mode M2 while detecting crops V but does not detect any crops V, the vehicle control device <NUM> determines that the travel mode is to be switched to the target route travel mode M1. When the vehicle control device <NUM> determines that the travel mode is to be switched (S4: Yes), the process proceeds to step S5. On the other hand, when the vehicle control device <NUM> that the travel mode is not to be switched (S4: No), the process proceeds to step S11.

In step S5, the vehicle control device <NUM> determines whether the position deviation of the work vehicle <NUM> is equal to or more than the allowable value for the travel mode which is the switching destination. For example, the vehicle control device <NUM> determines whether the position deviation (distance W1) of the work vehicle <NUM> (see <FIG>) is equal to or more than the allowable value Tw1 (<NUM>) for the target route travel mode M1 (see <FIG>) which is the switching destination. When the position deviation of the work vehicle <NUM> is equal to or more than the allowable value for the travel mode which is the switching destination (S5: Yes), the process proceeds to step S6. On the other hand, when the position deviation of the work vehicle <NUM> is less than the allowable value for the travel mode which is the switching destination (S5: No), the process proceeds to step S8.

In step S6, the vehicle control device <NUM> changes the allowable value of the travel mode which is the switching destination to an allowable value larger than the allowable value set for the travel mode before the travel mode is switched. For example, the vehicle control device <NUM> changes the allowable value for the target route travel mode M1 to the allowable value Tw1' (<NUM>) larger than the previously set allowable value Tw1 (<NUM>) (see <FIG> and <FIG>).

Next, in step S7, the vehicle control device <NUM> determines whether the position deviation of the work vehicle <NUM> is less than the allowable value after change for the travel mode which is the switching destination. For example, the vehicle control device <NUM> determines whether the position deviation (distance W1) of the work vehicle <NUM> (see <FIG>) is less than the allowable value Tw1' (<NUM>) after change for the target route travel mode M1 (see <FIG>). When the position deviation of the work vehicle <NUM> is less than the allowable value after change for the travel mode which is the switching destination (S7: Yes), the process proceeds to step S8. On the other hand, when the position deviation of the work vehicle <NUM> is equal to or more than the allowable value after change for the travel mode which is the switching destination (S7: No), the process proceeds to step S31.

In step S8, the vehicle control device <NUM> continues the automatic travel in the switched travel mode. For example, the vehicle control device <NUM> continues the automatic travel of the work vehicle <NUM> in the target route travel mode M1.

Next, in step S9, the vehicle control device <NUM> determines whether the position deviation of the work vehicle <NUM> is less than the allowable value before change for the travel mode which is the switching destination. For example, the vehicle control device <NUM> determines whether the position deviation (distance W1) of the work vehicle <NUM> (see <FIG>) is less than the allowable value Tw1 (<NUM>) before change for the target route travel mode M1 (see <FIG>). When the position deviation of the work vehicle <NUM> is less than the allowable value before change for the travel mode which is the switching destination (S9: Yes) (see <FIG>), the process proceeds to step S10. The vehicle control device <NUM> continues the automatic travel in the target route travel mode M1 until the position deviation of the work vehicle <NUM> is less than the allowable value before change for the travel mode which is the switching destination (S9: No).

Next, in step S10, the vehicle control device <NUM> returns the allowable value for the travel mode which is the switching destination from the allowable value after change to the allowable value before change. For example, the vehicle control device <NUM> changes the allowable value for the target route travel mode M1 from the allowable value Tw1' (<NUM>) to the previously set allowable value Tw1 (<NUM>) (see <FIG>).

In step S11, the vehicle control device <NUM> determines whether the work vehicle <NUM> has ended the work. The vehicle control device <NUM> determines that the work has been ended when the position of the work vehicle <NUM> matches the work end position G (see <FIG>). When the work vehicle <NUM> has ended the work (S11: Yes), the automatic traveling process ends.

The vehicle control device <NUM> repeats the processes of steps S3 to S10 until the work vehicle <NUM> ends the work (S11: No). For example, when the vehicle control device <NUM> detects the crop V while the work vehicle <NUM> is traveling in the target route travel mode M1 (see <FIG>), the vehicle control device <NUM> switches the travel mode to the crop row route travel mode M2 (S3, S4). Further, the vehicle control device <NUM> changes the allowable value for the crop row route travel mode M2 to the allowable value Tw0' (<NUM>) larger than the previously set allowable value Tw0 (<NUM>), and causes the work vehicle <NUM> to continue the automatic travel in the crop row route travel mode M2 (S5 to S8). Further, when the position deviation (distance W0) of the work vehicle <NUM> (see <FIG>) is less than the allowable value Tw0 (<NUM>) before change for the crop row route travel mode M2 (see <FIG>), the vehicle control device <NUM> changes the allowable value for the crop row route travel mode M2 from the allowable value Tw0' (<NUM>) to the previously set allowable value Tw0 (<NUM>) (S9, S10).

In step S31, the vehicle control device <NUM> causes the work vehicle <NUM> to stop to end the automatic traveling process. Further, the vehicle control device <NUM> notifies the operation terminal <NUM> of warning information.

As described above, the automatic traveling system <NUM> according to the present embodiment causes the work vehicle <NUM> to travel in a travel region (for example, the farm field F) in the target route travel mode M1 (first travel mode) in which the work vehicle <NUM> automatically travels along the previously set target route R, based on the positioning information of the work vehicle <NUM>; and causes the work vehicle <NUM> to travel in the travel region in the crop row route travel mode M2 (second travel mode) in which the work vehicle <NUM> automatically travels along a work object route (crop row route R0) which is set depending on positions of work objects (crops V) arranged in the travel region. Further, the automatic traveling system <NUM> causes, when a position deviation representing the distance W0 between the current position Pe of the work vehicle <NUM> and the target route R is equal to or more than the allowable value Tw0 for the first travel mode in the first travel mode, the work vehicle <NUM> to stop; and causes, when a position deviation representing the distance W1 between the current position Pe of the work vehicle <NUM> and the work object route is equal to or more than the allowable value Tw1 for the second travel mode in the second travel mode, the work vehicle <NUM> to stop. Further, the automatic traveling system <NUM> switches from the first travel mode to the second travel mode or from the second travel mode to the first travel mode. Further, the automatic traveling system <NUM> changes, when one travel mode of the first travel mode and the second travel mode is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.

Further, in the automatic traveling method according to the present invention, one or more processors execute causing the work vehicle <NUM> to travel in a travel region in a first travel mode in which the work vehicle <NUM> automatically travels along a previously set target route, based on positioning information of the work vehicle <NUM>, causing the work vehicle <NUM> to travel in the travel region in a second travel mode in which the work vehicle <NUM> automatically travels along a work object route set depending on positions of work objects arranged in the travel region, causing, when a position deviation representing a distance between a current position of the work vehicle <NUM> and the target route is equal to or more than an allowable value for the first travel mode in the first travel mode, the work vehicle <NUM> to stop, and causing, when a position deviation representing a distance between the current position of the work vehicle <NUM> and the work object route is equal to or more than an allowable value for the second travel mode in the second travel mode, the work vehicle <NUM> to stop, switching from the first travel mode to the second travel mode or from the second travel mode to the first travel mode, and changing, when one travel mode of the first travel mode and the second travel mode is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.

With the above configuration, when the travel mode of the work vehicle <NUM> is switched, the position deviation of the work vehicle <NUM> can be made less than the allowable value for the travel mode which is the switching destination by changing the allowable value for the travel mode which is the switching destination to a value larger than the previously set allowable value. As a result, the position deviation of the work vehicle <NUM> is made equal to or larger than the allowable value, so that it is possible to avoid a situation in which the work vehicle <NUM> stops. For example, in the situation where the work vehicle <NUM> enters a region where any crops V are not arranged while the work vehicle <NUM> automatically travels along the crop row route R0 while detecting crops V (crop row route travel mode M2), it is possible to avoid the work vehicle <NUM> from stopping due to the position deviation of the work vehicle <NUM> with respect to the target route R, and to shift to the target route travel mode M1 in which the work vehicle <NUM> travels along the target route R to continue the automatic travel. Accordingly, the stop operation of the work vehicle <NUM> due to the position deviation of the work vehicle <NUM> is suppressed, so that it is possible to prevent the work efficiency from being reduced.

The present invention is not limited to the embodiments described above. In another embodiment of the present invention, the setting processing unit <NUM> may change the previously set allowable value in the following way. Specifically, the setting processing unit <NUM> sets the allowable value Tw0', based on the distance W0 (position deviation) between the current position Pe of the work vehicle <NUM> and the crop row route R0, included in the conditions for setting the crop row route R0 depending on the positions of the crops V. For example, when the distance W0 exceeds a predetermined distance, the travel processing unit <NUM> fails to accurately estimate the crop row route R0. In this case, the setting processing unit <NUM> sets the predetermined distance to the allowable value Tw0'. For example, for the predetermined distance of <NUM>, the setting processing unit <NUM> sets the allowable value Tw0' to <NUM>.

Further, in another embodiment of the present invention, the setting processing unit <NUM> may set the allowable values Tw0 and Tw0' for the crop row route travel mode M2 to values smaller than the allowable values Tw1 and Tw1' for the target route travel mode M1. As a result, it is possible to make the position accuracy of the work vehicle <NUM> in the crop row route travel mode M2 higher than the position accuracy of the work vehicle <NUM> in the target route travel mode M1.

Claim 1:
An automatic traveling method comprising:
causing a work vehicle (<NUM>) to travel in a travel region in a first travel mode (M1) in which the work vehicle (<NUM>) automatically travels along a target route previously set, based on positioning information of the work vehicle (<NUM>);
causing the work vehicle (<NUM>) to travel in a second travel mode (M2) in which the work vehicle (<NUM>) automatically travels along a work object route set depending on positions of work objects arranged in the travel region;
causing, if a position deviation representing a distance between a current position of the work vehicle (<NUM>) and the target route is equal to or more than an allowable value for the first travel mode (M1) in the first travel mode (M1), the work vehicle (<NUM>) to stop, and causing, if a position deviation representing a distance between the current position of the work vehicle (<NUM>) and the work object route is equal to or more than an allowable value for the second travel mode (M2) in the second travel mode (M2), the work vehicle (<NUM>) to stop;
switching from the first travel mode (M1) to the second travel mode (M2) or from the second travel mode (M2) to the first travel mode (M1); and
changing, if one travel mode of the first travel mode (M1) and the second travel mode (M2) is switched to the other travel mode, the allowable value for the other travel mode to a second allowable value larger than a first allowable value set for the other travel mode before the travel mode is switched.