JP2017136015A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle reducing an adverse effect on automatic straight travel by inaccurate steering control.SOLUTION: A work vehicle includes: a travel mode switch section switching a travel mode between an automatic straight travel mode and a manual mode; an abnormality detection section detecting abnormality related to travel in the automatic straight travel mode; a notification section notifying abnormality when the abnormality is detected by the abnormality detection section; and an abnormality time stop processing section executing travel stop processing after travel in a predetermined distance or for a predetermined time from a time point when abnormality is detected by the abnormality detection section.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a work vehicle capable of switching a traveling mode between an automatic straight traveling mode and a manual mode.

  As such a working vehicle, for example, the one described in Patent Document 1 is already known. This work vehicle is a passenger-type rice transplanter, and it is possible to switch the traveling mode between automatic straight mode (automatic straight steering mode) and manual mode (automatic straight steering mode is canceled) It is. This work vehicle includes a GPS module (GPS receiver) that acquires position information by a satellite positioning system.

  In the automatic straight traveling mode, steering control is performed based on the positioning data (signal) from the GPS module so that the aircraft travels straight ahead. Further, in this work vehicle, the automatic straight traveling mode is prohibited when the vehicle speed is equal to or higher than a predetermined value.

  According to this configuration, when the traveling direction of the work vehicle in the automatic straight traveling mode is different from the direction assumed by the operator, a situation in which the work vehicle travels at a high speed in an unexpected direction can be avoided.

JP 2001-161112 A

  In the work vehicle described above, it may be difficult to acquire position information by the GPS module when the aircraft is hidden behind a building or when the GPS module breaks down while traveling in the automatic straight mode. In such a case, accurate positioning data is not output from the GPS module, and as a result of automatic straight traveling due to inaccurate steering control, the actual traveling line may be significantly deviated from the target traveling line. There is.

  An object of the present invention is to provide a work vehicle in which the adverse effects of automatic straight traveling due to inaccurate steering control as described above are reduced.

The first invention is
A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
When an abnormality is detected by the abnormality detection unit, a notification unit that notifies the abnormality,
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode, when the abnormality is detected, the traveling stop process is executed after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit. A stop processing unit.

  According to the configuration of the first aspect of the present invention, when an abnormality relating to traveling in the automatic straight traveling mode occurs, the traveling stop process is executed after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected. Therefore, it is possible to avoid continuing the traveling in the automatic straight traveling mode for a relatively long distance or for a long time while the steering control remains inaccurate due to the abnormality related to the traveling in the automatic straight traveling mode.

  In addition, since the abnormality is notified by the notification unit, the operator can know in advance that the travel stop process is executed after traveling for a predetermined distance or a predetermined time. Therefore, it is easy to avoid a situation in which the operator is surprised by the sudden execution of the travel stop process.

According to a second invention, in the first invention,
The abnormal stop processing unit does not execute the travel stop processing when the travel mode is switched to the manual mode during travel for the predetermined distance or the predetermined time.

  Even if an abnormality relating to traveling in the automatic straight traveling mode occurs, if the traveling mode is the manual mode, even if the traveling is continued, there is no adverse effect caused by the abnormality. That is, in the manual mode, the actual travel line does not deviate from the target travel line due to automatic straight traveling due to inaccurate steering control. Therefore, when the traveling mode is switched to the manual mode during traveling for a predetermined distance or a predetermined time, it is possible to avoid the adverse effect of automatic straight traveling due to inaccurate steering control without executing the traveling stop process.

  Here, according to the configuration of the second aspect of the present invention, when the travel mode is switched to the manual mode while traveling for a predetermined distance or a predetermined time, the travel stop process that has become unnecessary because the mode has been switched to the manual mode. Execution is avoided. Therefore, it is possible to avoid a situation in which the travel of the work vehicle is unnecessarily hindered by the execution of the unnecessary travel stop process.

The third invention is
A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
When an abnormality is detected by the abnormality detection unit, a notification unit that notifies the abnormality,
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight mode, the traveling mode is changed to the manual mode after traveling a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit. And an abnormal time switching unit.

  According to the configuration of the third aspect of the present invention, when an abnormality relating to traveling in the automatic straight traveling mode occurs, the traveling mode is switched to the manual mode after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected. For this reason, it is possible to avoid continuing traveling in the automatic straight traveling mode for a relatively long distance or for a long time while steering control is inaccurate.

  In addition, since the abnormality is notified by the notification unit, the operator can know in advance that the traveling mode is switched to the manual mode after traveling for a predetermined distance or a predetermined time. Therefore, it is easy to avoid a situation in which the operator is surprised when the traveling mode is suddenly switched to the manual mode.

According to a fourth invention, in any one of the first to third inventions,
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode, an abnormality deceleration unit that decelerates the traveling speed is provided.

  As the notification unit, a visual notification unit (for example, a lamp) or an auditory notification unit (for example, a buzzer) can be employed. However, when the visual notification unit is employed, when the work vehicle is used outdoors, it is assumed that it is difficult to visually recognize the notification due to the influence of sunlight. Moreover, when an auditory notification unit is employed, it is assumed that it is difficult to hear the notification due to noise generated from the work vehicle and the surrounding environment.

  Here, according to the structure of the said 4th invention, the operator can know generation | occurrence | production of abnormality based on the traveling speed of the work vehicle in the automatic linear advance mode having been decelerated. Therefore, even when the notification by the notification unit is difficult to recognize, it is possible to reliably notify the operator of the occurrence of abnormality.

The fifth invention is:
A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
And an abnormality deceleration unit that decelerates the traveling speed when an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode.

  If an abnormality related to traveling in the automatic straight traveling mode occurs during traveling in the automatic straight traveling mode, the steering control may become inaccurate due to the abnormality. The deviation of the actual travel line from the target travel line due to such inaccurate steering control tends to be smaller as the travel speed is lower when the travel time is constant.

  Here, according to the configuration of the fifth aspect of the present invention, when an abnormality relating to traveling in the automatic straight traveling mode occurs during traveling in the automatic straight traveling mode, the traveling speed is reduced. Therefore, if the traveling time is constant, the deviation of the actual traveling line with respect to the target traveling line tends to be smaller than when the deceleration operation is not performed. That is, a longer time is required until such a shift in the travel line becomes a relatively large shift.

  In addition, the operator can know the occurrence of an abnormality based on the reduction in the traveling speed of the work vehicle in the automatic straight traveling mode. Then, an operator who knows that an abnormality has occurred can take measures such as stopping traveling and switching to the manual mode. Therefore, more time can be secured for the operator to consider the above-described countermeasures between the occurrence of the abnormality and the deviation of the travel line becoming a relatively large deviation. .

A sixth invention is the invention according to any one of the first to fifth inventions,
A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit configured to control a steering angle based on the azimuth data when the abnormality detection unit detects an abnormality related to the positioning data in the automatic straight traveling mode.

  In the case where the configuration according to any one of the first to fourth aspects is provided, if an abnormality related to the positioning data is detected during traveling in the automatic straight traveling mode, a predetermined distance or a predetermined time from the time when the abnormality is detected. After the travel, the travel stop process or the manual mode is switched.

  In this case, if the rudder angle is controlled based on the positioning data until the predetermined distance or the predetermined time is reached, the actual travel line may deviate from the target travel line.

  Here, according to the configuration of the sixth aspect of the invention, the steering angle is controlled based on the azimuth data output by the gyro sensor when an abnormality relating to the positioning data occurs during traveling in the automatic straight traveling mode. . That is, when an abnormality relating to the positioning data occurs, the steering angle is controlled based on the azimuth data until a predetermined distance or a predetermined time is reached.

  Therefore, it is possible to avoid a situation in which the actual travel line deviates from the target travel line due to the control of the steering angle based on the positioning data until the predetermined distance or the predetermined time is reached.

  In the case of having the configuration of the fifth aspect of the invention, when an abnormality relating to the positioning data is detected during traveling in the automatic straight traveling mode, the traveling speed is decelerated.

  In this case, if the steering angle is controlled based on the positioning data after the abnormality related to the positioning data is detected, the actual travel line deviates from the target travel line as the decelerating travel is continued. There is a risk that.

  Here, according to the configuration of the sixth aspect of the invention, the steering angle is controlled based on the azimuth data output by the gyro sensor when an abnormality relating to the positioning data occurs during traveling in the automatic straight traveling mode. . That is, after an abnormality relating to positioning data occurs, the steering angle is controlled based on the azimuth data.

  Accordingly, it is possible to avoid a situation in which the actual travel line deviates from the target travel line as the deceleration travel is continued after the abnormality related to the positioning data is detected.

In a seventh aspect based on the first aspect or the second aspect,
A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit that controls a steering angle based on the azimuth data when an abnormality related to the positioning data is detected by the abnormality detection unit in the automatic straight traveling mode;
The abnormality stop processing unit detects the abnormality when the abnormality detection unit detects no abnormality related to the positioning data after the abnormality detecting unit detects an abnormality related to the positioning data during the predetermined distance or the predetermined time. The travel stop process is executed after traveling for the predetermined distance or the predetermined time from the time when the abnormality is detected by the unit.

  In the first or second aspect of the invention, it may be considered that the travel stop process is canceled when the abnormality related to the positioning data is detected and the abnormality is not detected.

  However, when an abnormality related to positioning data is detected, there is a possibility that a device related to positioning data such as a GPS module is broken even if the abnormality is temporarily detected. Therefore, in the configuration in which the travel stop process is canceled when an abnormality relating to positioning data is detected and the abnormality is no longer detected, in the automatic straight-ahead mode even though the device relating to positioning data has failed. A situation may occur in which traveling is continued for a relatively long distance or for a long time.

  Here, according to the configuration of the seventh invention, when an abnormality relating to positioning data is detected, even if the abnormality is temporarily detected, a predetermined distance or A travel stop process is executed after traveling for a predetermined time. Therefore, it is easy to avoid a situation in which traveling in the automatic straight traveling mode is continued for a relatively long distance or for a long time despite the failure of the apparatus related to the positioning data.

In an eighth aspect based on the third aspect,
A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit that controls a steering angle based on the azimuth data when an abnormality related to the positioning data is detected by the abnormality detection unit in the automatic straight traveling mode;
When the abnormality detection unit detects an abnormality related to the positioning data after the abnormality detecting unit detects an abnormality related to the positioning data, the abnormality detecting unit detects that the abnormality related to the positioning data is not detected during the predetermined distance or the predetermined time. The traveling mode is switched to the manual mode after traveling for the predetermined distance or the predetermined time from when the abnormality is detected.

  In the third aspect of the present invention, it is conceivable that, after an abnormality relating to positioning data is detected, switching to the manual mode is canceled when the abnormality is no longer detected.

  However, when an abnormality related to positioning data is detected, there is a possibility that a device related to positioning data such as a GPS module is broken even if the abnormality is temporarily detected. Therefore, in the configuration where switching to the manual mode is canceled when an abnormality relating to positioning data is detected and the abnormality is no longer detected, the automatic straight-ahead mode is set despite the failure of the device relating to positioning data. There may be a situation in which the traveling in the vehicle is continued for a relatively long distance or for a long time.

  Here, according to the configuration of the eighth invention, when an abnormality relating to positioning data is detected, even if the abnormality is temporarily detected, a predetermined distance or After traveling for a predetermined time, the traveling mode is switched to the manual mode. Therefore, it is easy to avoid a situation in which traveling in the automatic straight traveling mode is continued for a relatively long distance or for a long time despite the failure of the apparatus related to the positioning data.

According to a ninth invention, in any one of the first to eighth inventions,
The traveling mode switching unit prevents the traveling mode from switching to the automatic straight traveling mode when an abnormality is detected by the abnormality detecting unit.

  According to the ninth aspect of the invention, when an abnormality relating to traveling in the automatic straight traveling mode occurs, switching to the automatic straight traveling mode is prevented. Therefore, the travel mode is switched to the automatic straight travel mode despite an abnormality related to travel in the automatic straight travel mode, and the actual travel line is changed from the target travel line due to inaccurate steering control caused by the malfunction. The situation where it shifts can be avoided.

A tenth aspect of the invention is the invention according to any one of the first to ninth aspects,
The travel mode switching unit has a switch that switches the travel mode when operated.
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode, a warning unit is provided that issues a warning that prompts the user to switch the traveling mode to the manual mode.

  According to the configuration of the tenth aspect of the present invention, when an abnormality relating to traveling in the automatic straight traveling mode occurs during traveling in the automatic straight traveling mode, the operator is in a situation to switch to the manual mode in response to the issued warning. It is easy to recognize. And if the operator who recognized in that way operates a changeover switch, since driving | running | working mode will switch to manual mode, the continuation of driving | running | working in the automatic straight drive mode by inaccurate steering control can be avoided.

It is a side view which shows a rice transplanter. It is a top view which shows a rice transplanter. It is a block diagram which shows the control structure regarding the driving | running | working in automatic linear advance mode. It is a top view which shows the structure of a steering unit. It is explanatory drawing of the top view explaining the operation | movement of the rice transplanter in the operation | work including the driving | running | working in automatic linear advance mode, and driving | running | working in manual mode. It is explanatory drawing of the top view explaining the production | generation etc. of a target line. It is a flowchart of a control routine at the time of abnormality. It is a block diagram which shows the control structure regarding the driving | running | working in the automatic rectilinear advance mode in 1st another embodiment. It is a flowchart of the control routine at the time of abnormality in 1st another embodiment.

  EMBODIMENT OF THE INVENTION The form for implementing this invention is demonstrated based on drawing. In the following description, the front-rear and left-right directions are described as follows unless otherwise specified. That is, the forward travel direction is “front” and the backward travel direction is “rear” when the aircraft is working. Then, the direction corresponding to the right side is “right” and the direction corresponding to the left side is “left” with reference to the forward posture in the front-rear direction.

[Overall structure of rice transplanter]
As shown in FIGS. 1 and 2, a riding type rice transplanter A (corresponding to a “work vehicle” according to the present invention) is provided with a pair of left and right front wheels 1 and a pair of left and right rear wheels 2. ing. A traveling machine body 3 is supported by a pair of left and right front wheels 1 and a pair of left and right rear wheels 2. A seedling planting device 5 is supported at the rear part of the traveling machine body 3 via a link mechanism 4. In addition, a driving unit 6 in which various driving operations are performed by an operator is provided at the center of the traveling machine body 3 in the front-rear direction. The driving unit 6 includes a driver seat 11 and a steering unit U. The steering unit 18 is provided with a steering handle 18. The pair of left and right front wheels 1 can be steered by the steering unit U. A bonnet 7 is provided in front of the driving unit 6. An engine 8 is provided inside the bonnet 7. Further, on the left and right sides of the bonnet 7, a spare seedling stand 9 on which a spare seedling can be placed is provided. Further, a rod-shaped center mascot 45 is provided at the tip of the bonnet 7.

[Configuration of link mechanism and seedling planting device]
As shown in FIGS. 1 and 2, the link mechanism 4 includes a hydraulic cylinder 12. The link mechanism 4 moves up and down by the expansion and contraction operation of the hydraulic cylinder 12. And with the raising / lowering operation | movement of the link mechanism 4, the seedling planting apparatus 5 also raises / lowers. That is, the seedling planting device 5 is supported by the rear part of the traveling machine body 3 in a state where it can be raised and lowered.

  The seedling planting device 5 includes four transmission cases 13, a rotation case 14 that is rotatably supported at the left and right of the rear portion of the transmission case 13, a pair of planting arms 15 provided at both ends of the rotation case 14, and a farm field Are provided with a plurality of grounding floats 16 and seedling platforms 17 for leveling the paddy field. That is, the seedling planting device 5 is configured in an 8-row planting type.

  The seedling planting device 5 configured in this way rotates the rotating case 14 with the power transmitted from the transmission case 13 while driving the seedling table 17 to reciprocate laterally to the left and right. The seedlings are alternately taken out from the lower portion by the planting arm 15 and planted on the rice field in the field.

[Configuration of marker device]
As shown in FIG. 1, marker devices 10 are provided on the left and right sides of the seedling planting device 5. The marker device 10 includes a marker arm 10a and a rotating body 10b. The marker arm 10a is supported by the seedling planting device 5 so as to be swingable up and down. The rotating body 10b is rotatably supported at the tip of the marker arm 10a and has a plurality of convex bodies in the circumferential direction. The marker device 10 includes a marker electric motor (not shown). With this marker electric motor, the posture of the marker device 10 is switched between the action posture and the retracted posture. The marker device 10 is in contact with the field surface of the field in the action posture, and is separated upward from the field surface of the field in the retracted posture.

[Configuration of GPS module and gyro sensor]
As shown in FIGS. 1 and 2, a GPS module 19 is installed above the reserve seedling stand 9 in the side view of the rice transplanter A. The GPS module 19 measures the position of the body of the rice transplanter A by a satellite positioning system. A gyro sensor 20 is installed at the rear of the traveling machine body 3. The gyro sensor 20 detects the yaw angle of the rice transplanter A, that is, the angular velocity of the turning angle of the rice transplanter A (corresponding to “azimuth data” according to the present invention). As shown in FIG. 3, the GPS module 19 is configured to output positioning data indicating the position of the aircraft to the control device 21. Further, the gyro sensor 20 is configured to output the detected angular velocity to the control device 21. The control device 21 is provided in the rice transplanter A.

[Configuration of operation section]
As shown in FIGS. 1 and 2, the driving unit 6 includes a main transmission lever 22 and a registration switch 24. At the free end of the main transmission lever 22, a push operation type changeover switch 23 is provided. In addition, the registration switch 24 includes a pressing operation type first registration button 24A and a pressing operation type second registration button 24B.

  As shown in FIG. 3, the changeover switch 23 is electrically connected to the changeover signal transmission unit 25a. And the changeover switch 23 comprises the driving mode switching part 26 with the switching signal transmission part 25a and the abnormal signal receiving part 25b. When the changeover switch 23 is pressed, a predetermined signal is output from the switching signal transmission unit 25a to the control device 21, and the traveling mode of the rice transplanter A is switched. When the first registration button 24A or the second registration button 24B is pressed, a predetermined signal is output from the registration switch 24 to the control device 21.

  As shown in FIG. 2, the operating unit 6 is provided with a brake pedal 46. The brake pedal 46 is linked to a braking device 36 (see FIG. 3) provided in the rice transplanter A. When the operator depresses the brake pedal 46, the braking device 36 performs braking of the rice transplanter A and stops traveling of the rice transplanter A.

  In addition, the operation unit 6 is provided with a display 39. The display 39 is configured to display various information related to the state of the rice transplanter A.

[Configuration of power transmission system]
As shown in FIG. 4, the rice transplanter A is provided with a transmission belt 48, a hydrostatic continuously variable transmission 37, and a mission case 47. The power of the engine 8 is transmitted to the hydrostatic continuously variable transmission 37 and the transmission case 47 via the transmission belt 48. Then, power is transmitted from the mission case 47 to the pair of left and right front wheels 1. Although not shown here, power is transmitted from the mission case 47 to the pair of left and right rear wheels 2 as well.

  The hydrostatic continuously variable transmission 37 is configured to be steplessly variable from the neutral position N to the forward side F and the reverse side R. The hydrostatic continuously variable transmission 37 is configured such that the gear ratio is changed by the operation of the main transmission lever 22 (see FIGS. 1 and 2) provided in the operating unit 6.

[Configuration of control device]
As shown in FIG. 3, the control device 21 includes a steering angle control unit 27, an abnormality detection unit 28, an abnormal stop processing unit 29, an abnormal speed reduction unit 30, an information storage unit 31, a teaching storage unit 32, and a generation unit 33. A routine storage unit 34 is provided. Various signals are input to the control device 21 from the GPS module 19, the gyro sensor 20, the traveling mode switching unit 26, the registration switch 24, and the steering angle sensor 44. Based on the various signals that are input, the control device 21 detects the abnormality signal receiver 25b, the steering motor 35, the braking device 36, the hydrostatic continuously variable transmission 37, and the buzzer 38 (the “notification according to the present invention”). A predetermined signal is output to the display 39 (corresponding to a “warning part” according to the present invention).

  The information storage unit 31 is configured to store the positioning data input from the GPS module 19 every time. In addition, the teaching storage unit 32 includes, in the positioning data stored in the information storage unit 31, a point where the first registration button 24A is pressed and a point where the second registration button 24B is pressed. The teaching direction TA, which is the direction connecting the two points, is calculated based on the positioning data.

[Configuration of steering unit]
As shown in FIG. 4, the steering unit U includes a steering handle 18, a steering operation shaft 40, a pitman arm 41, a pair of left and right linkage mechanisms 42, a steering motor 35, and a gear mechanism 43. The steering handle 18 is connected to a pitman arm 41 via a steering operation shaft 40. The pitman arm 41 is connected to a pair of left and right front wheels 1 via a pair of left and right linkage mechanisms 42.

  When the steering handle 18 is rotated, the steering operation shaft 40 is rotated along with the rotation. The driving force of the steering motor 35 is transmitted to the steering operation shaft 40 via the gear mechanism 43. When the steering operation shaft 40 rotates, the pitman arm 41 swings. When the pitman arm 41 swings, the pair of left and right linkage mechanisms 42 are displaced, and the rudder angle of the pair of left and right front wheels 1 changes. In addition, a steering angle sensor 44 (see FIG. 3) including a rotary encoder is provided at the lower end portion of the steering operation shaft 40. The amount of rotation of the steering operation shaft 40 is detected by the steering angle sensor 44.

[Calculation of the attitude orientation of the aircraft]
The rice transplanter A is configured to calculate the attitude orientation NA of the aircraft. The calculation of the attitude orientation NA of the aircraft is performed as follows.

  First, during the travel of the rice transplanter A, the initial posture orientation is calculated as the posture orientation NA based on the positioning data at the current position and the positioning data at the point where the vehicle was traveling immediately before. Next, when the rice transplanter A travels for a certain period of time after the initial orientation is calculated, the angular velocity detected by the gyro sensor 20 during the certain period of travel is integrated, thereby changing the amount of change in the orientation NA. Is calculated.

  Then, the calculated amount of change in posture orientation NA is added to the initial posture orientation, thereby updating the calculation result of posture orientation NA. Thereafter, the change amount of the posture orientation NA is calculated in a similar manner at regular intervals, and the calculation result of the posture orientation NA is sequentially updated.

  The integration result of the angular velocity is equal to the amount of change in the posture direction NA of the rice transplanter A. That is, the angular velocity detected by the gyro sensor 20 can be handled as a parameter (hereinafter also referred to as “azimuth data”) indicating the attitude orientation NA of the body of the rice transplanter A. The attitude azimuth NA calculation method described above utilizes such a property of angular velocity.

  Incidentally, the angular velocity detected by the gyro sensor 20 includes a measurement error (drift). Since this measurement error increases with the passage of time, the error included in the calculated amount of change in posture orientation NA increases each time the amount of change in posture orientation NA is calculated. Therefore, the rice transplanter A is configured to correct the angular velocity detected by the gyro sensor 20 using the positioning data when calculating the orientation azimuth NA as described above. As a result, the posture orientation NA can be calculated more accurately.

[Automatic straight mode and manual mode]
The rice transplanter A is configured to be able to travel in the automatic linear mode and travel in the manual mode. In the automatic straight traveling mode, the steering angle of the rice transplanter A is automatically controlled so that the rice transplanter A travels straight. In the manual mode, the steering angle of the rice transplanter A is not automatically controlled, and the operator needs to operate the steering angle by rotating the steering handle 18.

  Switching between these travel modes is performed by pressing the changeover switch 23 provided in the travel mode switching unit 26. In other words, the travel mode switching unit 26 includes the changeover switch 23 that is operated to switch the travel mode of the rice transplanter A.

  For example, when the traveling mode is the automatic straight traveling mode, when the operator presses the changeover switch 23, a predetermined signal is output from the switching signal transmission unit 25a to the control device 21, and the traveling mode is switched to the manual mode. When the traveling mode is the manual mode, when the operator presses the changeover switch 23, a predetermined signal is output from the switching signal transmission unit 25a to the control device 21, and the traveling mode is switched to the automatic straight traveling mode. Thus, the traveling mode of the rice transplanter A is switched between the automatic straight traveling mode and the manual mode by the traveling mode switching unit 26.

  Hereinafter, as an example of work including running in the automatic straight mode and running in the manual mode, a case where seedling planting work is performed in a square paddy field in a top view will be described.

  As shown in FIG. 5, the operator first places the rice transplanter A at the first position Q1 at the corner of the field and presses the first registration button 24A of the registration switch 24. Then, with the seedling planting device 5 lowered and the marker device 10 and the grounding float 16 grounded, the rice transplanter A is moved from the first position Q1 along the linear shape of the left hand in the direction of travel. Drive straight ahead. At this time, the rice transplanter A travels in the manual mode.

  When the traveling mode is the manual mode, when the operator rotates the steering handle 18, the steering motor 35 is driven in a direction that assists the rotation. Accordingly, the steering operation shaft 40 is rotated by the operation force for the operator to rotate the steering handle 18 and the assisting force by the steering motor 35.

  When the rice transplanter A reaches the second position Q2, which is the position on the front side, the operator presses the second registration button 24B of the registration switch 24. Accordingly, the teaching storage unit 32 is a direction connecting the first position Q1 and the second position Q2 based on the positioning data measured by the GPS module 19 at each of the first position Q1 and the second position Q2. A teaching direction TA is calculated. Further, as the vehicle travels from the first position Q1 to the second position Q2, the marker device 10 forms an index line LN.

  Next, as shown by a two-dot chain line in FIG. 5, the operator operates the steering handle 18 to manually turn the rice transplanter A. When the turning start of the rice transplanter A is detected by the steering angle sensor 44, the seedling planting device 5, the grounding float 16, and the marker device 10 are automatically raised from the rice field in the field. Then, when the turning end of the rice transplanter A is detected by the steering angle sensor 44, the positioning data at the third position Q3 that is the point where the turning is finished is stored in the information storage unit 31.

  The operation of the changeover switch 23 is performed until a predetermined time has elapsed after the turning end of the rice transplanter A is detected by the steering angle sensor 44 and until the deviation angle between the posture direction NA and the teaching direction TA is within a predetermined range. A dead zone that does not accept input is set. That is, while the state of the rice transplanter A is in the dead zone, even if the changeover switch 23 is pressed, the running mode is not switched from the manual mode to the automatic straight running mode.

  While the state of the rice transplanter A is in the dead zone, the operator operates the steering handle 18 so that the index line LN matches the tip of the line of sight of the tip of the center mascot 45. Alignment can be performed.

  When the state of the rice transplanter A passes through the dead zone, an operation input of the changeover switch 23 is accepted. At this time, when the changeover switch 23 is pressed, the traveling mode of the rice transplanter A is switched from the manual mode to the automatic straight traveling mode. Then, as shown in FIG. 6, the linear position parallel to the teaching direction TA is started from the fourth position Q4 that is a predetermined distance away from the position where the GPS module 19 is installed in the direction of the posture orientation NA. The target line LM is generated by the generation unit 33 (see FIG. 3).

  In FIG. 5, for convenience of illustration, the index line LN formed by the marker device 10 and the target line LM are slightly shifted, but in reality, the operator's line of sight is the tip of the center mascot 45 and the index line. Since manual alignment is performed so that LN matches, the target line LM is generated so as to substantially match the index line LN.

  In FIG. 6, for the sake of illustration, the deviation angle between the posture orientation NA and the teaching direction TA is drawn exaggeratedly large, and the index line LN and the target line LM are shifted. However, in practice, as described above, the automatic straight-ahead mode is not switched until the deviation angle between the posture direction NA and the teaching direction TA is within a predetermined range. Therefore, the deviation angle between the posture direction NA and the teaching direction TA is relatively small, and the target line LM is generated so as to substantially coincide with the index line LN.

  After the target line LM is generated, the steering unit so that the position of the airframe measured by the GPS module 19 moves along the target line LM and the posture direction NA coincides with the teaching direction TA. U is controlled. Specifically, the steering unit U is controlled as follows.

  In the automatic straight traveling mode, there is no angular deviation (hereinafter referred to as “deviation angle”) between the attitude azimuth NA and the teaching direction TA, and the position of the aircraft indicated by the positioning data measured by the GPS module 19 and the target line LM When there is no distance deviation (hereinafter referred to as “deviation distance”), the steering unit U is held as it is.

  Further, in the automatic straight traveling mode, when there is a deviation angle and there is no deviation distance, the steering unit U is controlled in a direction to decrease the deviation angle.

  Further, in the automatic straight traveling mode, when there is a deviation angle and there is a deviation distance, the steering unit U is controlled in a direction to decrease the deviation angle.

  Further, in the automatic straight traveling mode, when there is no deviation angle and there is a deviation distance, the steering unit U is controlled in a direction to decrease the deviation distance.

  In the automatic straight traveling mode, the steering unit U is controlled as described above, so that the rice transplanter A travels accurately along the target line LM. Accordingly, planting of seedlings by the seedling planting device 5 is accurately performed along the target line LM.

  The steering unit U as described above is controlled by controlling the driving of the steering motor 35 by the steering angle control unit 27 (see FIG. 3) provided in the control device 21. And the steering angle of the rice transplanter A is controlled by controlling the steering motor 35 with which the steering unit U is equipped. That is, the rudder angle control unit 27 is configured to control the rudder angle of the rice transplanter A based on the deviation angle and the deviation distance.

  After the target line LM is generated, when the rice transplanter A travels along the target line LM and reaches the front edge, the operator presses the changeover switch 23. As a result, the traveling mode is switched from the automatic straight traveling mode to the manual mode. Then, as shown by a two-dot chain line in FIG. 5, the operator manually turns the rice transplanter A by operating the steering handle 18 as described above.

  Thereafter, by repeating the operations described above, seedlings can be planted in the field in the same manner as described above. Thereby, the operator can perform the seedling planting operation more accurately and more easily without operating the steering handle 18 in the automatic straight traveling mode.

[Control in case of abnormality]
The abnormality detection unit 28 (see FIG. 3) provided in the control device 21 is configured to detect an abnormality related to traveling in the automatic straight traveling mode. Then, when an abnormality relating to the positioning data is detected by the abnormality detection unit 28 as an abnormality relating to traveling in the automatic straight traveling mode, an abnormality control routine shown in FIG. 7 is executed. The abnormal time control routine is stored in a routine storage unit 34 provided in the control device 21.

  Hereinafter, the abnormality control routine of FIG. 7 will be described. First, the case where the operator does not switch to the manual mode after an abnormality relating to the positioning data is detected by the abnormality detection unit 28 during traveling in the automatic straight traveling mode will be described as case C1. In all the cases described below, as a specific example of the abnormality related to the positioning data, it is assumed that a radio wave interference has occurred in the GPS module 19.

[Case C1]
When a radio disturbance occurs in the GPS module 19, the radio disturbance is detected by the abnormality detection unit 28 as an abnormality relating to positioning data, and an abnormality control routine is executed. When the abnormality control routine is executed, first, the process of step S1 is executed. In step S <b> 1, a predetermined signal is output from the control device 21 to the buzzer 38. The buzzer 38 to which this signal is input notifies the abnormality by sounding a notification sound. Thereafter, the process proceeds to step S2.

  As described above, the buzzer 38 is configured to notify an abnormality when an abnormality is detected by the abnormality detection unit 28.

  In step S2, it is determined whether or not the current traveling mode is the automatic straight traveling mode. In this case C1, since the vehicle is traveling in the automatic straight traveling mode (YES), the process proceeds to step S3.

  In step S <b> 3, a predetermined signal is output to the hydrostatic continuously variable transmission 37 from the abnormal speed reduction unit 30 (see FIG. 3) provided in the control device 21. Then, the hydrostatic continuously variable transmission 37 to which this signal is input changes the gear ratio to the deceleration side. Thereby, the traveling speed of the rice transplanter A is reduced. Thereafter, the process proceeds to step S4.

  As described above, the abnormality deceleration unit 30 is configured to decelerate the traveling speed when an abnormality is detected by the abnormality detection unit 28 during traveling in the automatic straight traveling mode.

  In step S4, the steering angle control at the time of abnormality which is the control of the steering angle based on the angular velocity is started.

  As described above, the rice transplanter A is usually configured to correct the angular velocity detected by the gyro sensor 20 using the positioning data when calculating the posture direction NA. However, in abnormal steering angle control, angular velocity correction using positioning data is not performed. That is, the orientation azimuth NA is calculated based on only the angular velocity without using the positioning data among the positioning data and the angular velocity.

  Further, as described above, the rice transplanter A is generally configured such that the control of the steering angle in the automatic straight traveling mode is performed based on the deviation angle and the deviation distance. Then, positioning data is used to calculate the deviation distance. However, in the steering angle control at the time of abnormality, the deviation distance is not used when controlling the steering angle. Therefore, in the abnormal steering angle control, the steering angle is controlled by the steering angle control unit 27 based only on the deviation angle.

  Accordingly, in the abnormal steering angle control, the attitude azimuth NA is calculated based only on the angular velocity, and the steering angle control unit 27 controls the steering angle so that the attitude azimuth NA matches the teaching direction TA. It will be. That is, in this case, the steering angle is controlled based on the angular velocity.

  As described above, the steering angle control unit 27 is configured to control the steering angle based on the azimuth data when the abnormality detection unit 28 detects an abnormality related to the positioning data in the automatic straight traveling mode.

  After the abnormal steering angle control is started in step S4, the process proceeds to step S5. In step S <b> 5, a predetermined signal is output from the control device 21 to the display 39. The display 39 to which this signal is input displays a warning that prompts the user to switch the traveling mode to the manual mode. Thereafter, the process proceeds to step S6.

  In this way, the display 39 is configured to issue a warning that prompts the user to switch the traveling mode to the manual mode when an abnormality is detected by the abnormality detecting unit 28 during traveling in the automatic straight traveling mode.

  In step S <b> 6, it is determined whether traveling for a predetermined distance or a predetermined time has been performed from when the abnormality is detected by the abnormality detection unit 28. In the present embodiment, the process is configured to shift to step S6 for the first time at a time sufficiently earlier than the time when traveling for a predetermined distance or a predetermined time is performed. Therefore, after the process moves from step S5 to step S6, NO is determined in step S6, and the process moves to step S7.

  It should be noted that an arbitrary distance can be set as the predetermined distance which is the determination criterion in step S6. Similarly, an arbitrary time can be set as the predetermined time which is the determination criterion in step S6.

  In step S7, it is determined whether or not the traveling mode has been switched to the manual mode. In this case C1, since switching to the manual mode is not performed (NO), the process returns to step S6. In this case C1, after that, the process goes back and forth between step S6 and step S7 from when the abnormality is detected by the abnormality detection unit 28 until traveling for a predetermined distance or time.

  And after driving | running | working for the predetermined distance or predetermined time from the time of abnormality being detected by the abnormality detection part 28, it determines with YES by step S6, and a process transfers to step S8.

  In step S <b> 8, a predetermined signal is output to the braking device 36 from the abnormality stop processing unit 29 (see FIG. 3) provided in the control device 21. Then, the braking device 36 to which this signal is input brakes the rice transplanter A and stops the traveling of the rice transplanter A (corresponding to “travel stop processing” according to the present invention). Thereafter, this abnormal time control routine is temporarily terminated.

  As described above, when an abnormality is detected by the abnormality detection unit 28 during traveling in the automatic straight-ahead mode, the abnormality stop processing unit 29 is a predetermined distance from the time when the abnormality detection unit 28 detects the abnormality. The traveling stop process is executed after traveling for a predetermined time.

[Case C2]
Next, as the case C2, during the traveling in the automatic straight traveling mode, after an abnormality relating to the positioning data is detected by the abnormality detecting unit 28, the operator does not switch to the manual mode, and the predetermined distance or the predetermined time has elapsed. A case where an abnormality relating to positioning data is no longer detected during traveling will be described.

  The control flow in case C2 is the same as that in case C1 up to step S5. Therefore, a description will be given from the time when the process shifts from step S5 to step S6.

  In step S <b> 6, it is determined whether traveling for a predetermined distance or a predetermined time has been performed from when the abnormality is detected by the abnormality detection unit 28. Here, since it is the time when the process first moves to step S6, it is determined that the vehicle has not traveled for a predetermined distance or a predetermined time (NO) as in case C1, and the process proceeds to step S7.

  In step S7, it is determined whether or not the traveling mode has been switched to the manual mode. In this case C2, since switching to the manual mode is not performed (NO), the process returns to step S6.

  In this case C2, the abnormality relating to the positioning data is not detected during traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit 28.

  However, in this abnormal time control routine, there is no step for determining whether or not the abnormality related to the positioning data continues to be detected, and terminating the abnormal time control routine once no abnormality is detected. Accordingly, although the abnormality related to the positioning data is not detected, the process is performed in steps S6 and S7 until the vehicle travels for a predetermined distance or a predetermined time from when the abnormality is detected by the abnormality detection unit 28, as in the case C1. Will go back and forth. Then, the processing after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit 28 is also performed as in the case C1.

  That is, when the abnormality relating to the positioning data continues to be detected under the condition that the switching to the manual mode is not performed after the abnormality relating to the positioning data is detected by the abnormality detecting unit 28 during the traveling in the automatic straight traveling mode. Even when the abnormality regarding the positioning data is no longer detected, the travel stop process is executed.

  As described above, when the abnormality detection unit 28 detects an abnormality related to the positioning data after the abnormality detecting unit 28 detects the abnormality related to the positioning data, the abnormality stop processing unit 29 detects that the abnormality is not detected. The travel stop process is executed after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the detection unit 28.

[Case C3]
Next, as a case C3, an abnormality related to positioning data was detected by the abnormality detection unit 28 during traveling in the automatic straight mode, and then the operator switched to the manual mode during traveling for a predetermined distance or time. The case will be described.

  The flow of control in case C3 is the same as that in case C1 up to step S5. Therefore, a description will be given from the time when the process shifts from step S5 to step S6.

  In step S <b> 6, it is determined whether traveling for a predetermined distance or a predetermined time has been performed from when the abnormality is detected by the abnormality detection unit 28. Here, since it is the time when the process first moves to step S6, it is determined that the vehicle has not traveled for a predetermined distance or a predetermined time (NO) as in case C1, and the process proceeds to step S7.

  In step S7, it is determined whether or not the traveling mode has been switched to the manual mode. In this case C3, after an abnormality relating to the positioning data is detected by the abnormality detection unit 28, switching to the manual mode is performed during traveling for a predetermined distance or a predetermined time. That is, until the travel mode is switched to the manual mode, the process reciprocates between step S6 and step S7 as in the case C1.

  Then, after switching to the manual mode, it is determined YES in step S7, and this abnormal time control routine is temporarily ended. Accordingly, in this case, the travel stop process is not executed.

  As described above, the abnormal time stop processing unit 29 is configured not to execute the travel stop processing when the travel mode is switched to the manual mode during travel of a predetermined distance or a predetermined time.

[Case C4]
Next, as a case C4, a case where an abnormality relating to the positioning data is detected by the abnormality detection unit 28 during traveling in the manual mode will be described.

  The flow of control in case C4 is the same as that in case C1 up to step S1. Therefore, a description will be given from the time when the processing shifts from step S1 to step S2.

  In step S2, it is determined whether or not the current traveling mode is the automatic straight traveling mode. In case C4, since the vehicle is traveling in the manual mode (NO), the process proceeds to step S9.

  In step S9, a predetermined signal is output from the control device 21 to the abnormal signal receiving unit 25b provided in the travel mode switching unit 26. The driving mode switching unit 26 is configured to prohibit transmission of a signal from the switching signal transmission unit 25 a to the control device 21 when this signal is input. That is, after a predetermined signal is input to the abnormal signal receiving unit 25b, the traveling mode is not switched to the automatic straight traveling mode even if the changeover switch 23 is pressed. Thereafter, this abnormal time control routine is temporarily terminated.

  As described above, the traveling mode switching unit 26 is configured to prevent the traveling mode from being switched to the automatic straight traveling mode when an abnormality is detected by the abnormality detecting unit 28.

  According to the configuration described above, when an abnormality relating to traveling in the automatic straight traveling mode occurs, the traveling stop process is executed after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected. Therefore, it is possible to avoid continuing the traveling in the automatic straight traveling mode for a relatively long distance or for a long time while the steering control remains inaccurate due to the abnormality related to the traveling in the automatic straight traveling mode.

  In addition, since the abnormality is notified by the buzzer 38, the operator can know in advance that the travel stop process is executed after traveling for a predetermined distance or a predetermined time. Therefore, it is easy to avoid a situation in which the operator is surprised by the sudden execution of the travel stop process.

  In addition, when an abnormality relating to traveling in the automatic straight traveling mode occurs during traveling in the automatic straight traveling mode, the steering control may be inaccurate due to the abnormality. The deviation of the actual travel line from the target travel line (target line LM) due to such inaccurate steering control tends to be smaller as the travel speed is lower when the travel time is constant.

  Here, according to the configuration described above, when an abnormality relating to traveling in the automatic straight traveling mode occurs during traveling in the automatic linear traveling mode, the traveling speed is reduced. Therefore, if the traveling time is constant, the deviation of the actual traveling line with respect to the target traveling line tends to be smaller than when the deceleration operation is not performed. That is, a longer time is required until such a shift in the travel line becomes a relatively large shift.

  In addition, the operator can know the occurrence of an abnormality based on the decrease in the traveling speed of the rice transplanter A in the automatic straight traveling mode. Then, an operator who knows that an abnormality has occurred can take measures such as stopping traveling and switching to the manual mode. Therefore, more time can be secured for the operator to consider the above-described countermeasures between the occurrence of the abnormality and the deviation of the travel line becoming a relatively large deviation. .

[First Embodiment]
The control device 21 in the above embodiment is provided with an abnormality stop processing unit 29. The abnormal time control routine is configured such that the travel stop process is executed in step S8.

  However, the present invention is not limited to this. Below, the 1st another embodiment concerning the present invention is described focusing on a different point from the above-mentioned embodiment. Configurations other than the portions described below are the same as in the above embodiment. Moreover, the same code | symbol is attached | subjected about the structure similar to the said embodiment.

  8 and 9 are a functional block diagram and an abnormal time control routine in the first alternative embodiment according to the present invention. As shown in FIG. 8, the control device 21 does not include the abnormal time stop processing unit 29, but includes an abnormal time switching unit 49 instead. Moreover, as shown in FIG. 9, when it determines with YES by step S6 in a control routine at the time of abnormality, a process transfers to step S10. In step S10, the travel stop process is not executed, but the travel mode is switched to the manual mode.

  Hereinafter, the abnormality control routine of FIG. 9 will be described. First, a case where the operator does not switch to the manual mode after an abnormality relating to the positioning data is detected by the abnormality detection unit 28 during traveling in the automatic straight traveling mode will be described as case C5.

[Case C5]
The flow of control in the case C5 is the same as that in the case C1 in the above-described embodiment from when the abnormality is notified by the buzzer 38 in step S1 until it is determined YES in step S6. Therefore, it demonstrates from the time of a process transfering from step S6 to step S10.

  In step S10, the traveling mode is switched to the manual mode by the abnormal time switching unit 49 (see FIG. 8). Thereafter, this abnormal time control routine is temporarily terminated.

  As described above, when an abnormality is detected by the abnormality detection unit 28 during traveling in the automatic straight traveling mode, the abnormality time switching unit 49 is a predetermined distance or a predetermined distance from the time when the abnormality detection unit 28 detects the abnormality. It is configured to switch the traveling mode to the manual mode after traveling for a time.

[Case C6]
Next, as a case C6, when an abnormality relating to positioning data is detected by the abnormality detection unit 28 during traveling in the automatic straight traveling mode, the operator does not switch to the manual mode, and the predetermined distance or the predetermined time has elapsed. A case where an abnormality relating to positioning data is no longer detected during traveling will be described.

  The flow of control in case C6 is the same as that in case C1 up to step S5. Therefore, a description will be given from the time when the process shifts from step S5 to step S6.

  In step S <b> 6, it is determined whether traveling for a predetermined distance or a predetermined time has been performed from when the abnormality is detected by the abnormality detection unit 28. Here, since it is the time when the process first moves to step S6, it is determined that the vehicle has not traveled for a predetermined distance or a predetermined time (NO) as in case C1, and the process proceeds to step S7.

  In step S7, it is determined whether or not the traveling mode has been switched to the manual mode. In this case C6, since switching to the manual mode is not performed (NO), the process returns to step S6.

  In this case C6, the abnormality related to the positioning data is not detected during traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit 28.

  However, in this abnormal time control routine, there is no step for determining whether or not the abnormality related to the positioning data continues to be detected, and terminating the abnormal time control routine once no abnormality is detected. Accordingly, although the abnormality related to the positioning data is not detected, the process is performed in steps S6 and S7 until the vehicle travels for a predetermined distance or a predetermined time from when the abnormality is detected by the abnormality detection unit 28, as in the case C1. Will go back and forth. And after driving | running | working for a predetermined distance or predetermined time from the time of abnormality being detected by the abnormality detection part 28, a process transfers to step S10 and the process in step S10 is performed similarly to case C5.

  That is, when the abnormality relating to the positioning data continues to be detected under the condition that the switching to the manual mode is not performed after the abnormality relating to the positioning data is detected by the abnormality detecting unit 28 during the traveling in the automatic straight traveling mode. Even when the abnormality related to the positioning data is no longer detected, the switching to the manual mode is performed by the abnormality switching unit 49.

  As described above, the abnormality switching unit 49 detects an abnormality when no abnormality relating to the positioning data is detected during the predetermined distance or predetermined time after the abnormality detecting unit 28 detects the abnormality relating to the positioning data. After traveling for a predetermined distance or a predetermined time from when the abnormality is detected by the unit 28, the traveling mode is switched to the manual mode.

  According to the configuration of the first alternative embodiment described above, when an abnormality relating to traveling in the automatic straight traveling mode occurs, the traveling mode is set to the manual mode after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected. Can be switched to. For this reason, it is possible to avoid continuing traveling in the automatic straight traveling mode for a relatively long distance or for a long time while steering control is inaccurate.

  Moreover, since the abnormality is notified by the buzzer 38, the operator can know in advance that the traveling mode is switched to the manual mode after traveling a predetermined distance or a predetermined time. Therefore, it is easy to avoid a situation in which the operator is surprised when the traveling mode is suddenly switched to the manual mode.

[Other Embodiments]
(1) In the said embodiment and 1st another embodiment, the travel mode switching part 26 is provided with the changeover switch 23. FIG. The traveling mode is switched between the automatic straight traveling mode and the manual mode when the operator presses the changeover switch 23. However, the present invention is not limited to this. For example, the travel mode switching unit 26 may not include the changeover switch 23, and the travel mode switching unit 26 may be configured to automatically switch the travel mode.

  (2) In the above embodiment and the first separate embodiment, as a specific example of the abnormality related to the positioning data, the description has been made on the assumption that a radio wave interference has occurred in the GPS module 19. However, the abnormality related to the positioning data according to the present invention is not limited to radio interference. For example, a malfunction in the measurement function of the positioning data in the GPS module 19 and a malfunction in the input / output system of the positioning data between the GPS module 19 and the control device 21 are also included in the abnormality related to the positioning data. Therefore, the abnormality detection unit 28 may be configured to detect these problems.

  (3) In the above embodiment and the first separate embodiment, when an abnormality relating to the positioning data is detected by the abnormality detection unit 28, an abnormal time control routine is executed. However, the present invention is not limited to this. The abnormality control routine is not limited to the case where an abnormality relating to positioning data is detected, but may be configured to be executed when an abnormality relating to traveling in the automatic straight traveling mode is detected. Note that the abnormality related to the positioning data is included in the abnormality related to the traveling in the automatic straight traveling mode. Further, for example, a malfunction of the steering angle control unit 27 and a malfunction of the steering motor 35 are also included in the abnormality related to the traveling in the automatic straight traveling mode. Therefore, the abnormality detection unit 28 may be configured to detect these problems.

  (4) In the said embodiment and 1st another embodiment, the gyro sensor 20 is comprised so that the angular velocity of the turning angle of the rice transplanter A may be output as what is corresponded to the azimuth | direction data based on this invention. However, the present invention is not limited to this. The gyro sensor 20 may be configured to output the integrated value of the angular velocity and the attitude azimuth NA of the airframe as corresponding to the azimuth data according to the present invention.

  (5) In the abnormal time control routine in the above embodiment and the first different embodiment, the process proceeds to step S9 after NO is determined in step S2. In step S9, the transmission of the signal from the switching signal transmission unit 25a to the control device 21 is prohibited, thereby preventing the traveling mode from being switched to the automatic straight traveling mode. However, the present invention is not limited to this. For example, the control device 21 is configured to output a predetermined signal to the traveling mode switching unit 26 in step S9, and the traveling mode switching unit 26 switches to the manual mode when the signal is input. And switching to the automatic straight traveling mode may be prohibited. In addition, the position of step S9 may be changed to a position upstream of step S2, between step S2 and step S3, or downstream of step S3.

  (6) In the above embodiment and the first alternative embodiment, in step S3 in the abnormal time control routine, the gear ratio of the hydrostatic continuously variable transmission 37 is changed to the deceleration side by the abnormal speed reduction unit 30, thereby The traveling speed of the rice transplanter A is reduced. However, the present invention is not limited to this. The abnormal speed reduction unit 30 may be configured to operate the braking device 36 in step S3 and thereby reduce the traveling speed of the rice transplanter A.

  (7) In the above embodiment, as the travel stop process in step S8 of the abnormal time control routine, the abnormal time stop processing unit 29 stops the travel of the rice transplanter A by operating the braking device 36. However, the present invention is not limited to this. The abnormality stop processing unit 29 may be configured to stop the traveling of the rice transplanter A by stopping the driving of the engine 8 as the traveling stop processing.

  (8) In the said embodiment and 1st another embodiment, the buzzer 38 is provided as an alerting | reporting part. However, the present invention is not limited to this. As the notification unit, for example, a lamp may be provided. Further, the display 39 provided as a warning unit may be configured to have a function as a notification unit.

  (9) In the said embodiment and 1st another embodiment, the display 39 is provided as a warning part. However, the present invention is not limited to this. As the warning unit, for example, a lamp may be provided. Further, the buzzer 38 provided as a notification unit may be configured to have a function as a warning unit.

  (10) In the above embodiment and the first separate embodiment, when planting seedlings in a square paddy field in top view, the first straight traveling is performed in the manual mode, and the first registration button 24A and the second registration button It is necessary to determine the teaching direction TA using 24B. Further, only one target line LM is generated in front of the rice transplanter A every time the turning in the manual mode is finished and the traveling in the automatic straight mode is started. However, the present invention is not limited to this. The shape of the paddy field is stored in the control device 21, and a plurality of target lines LM suitable for the shape of the paddy field may be generated over the entire paddy field when the work is started.

  The present invention is not limited to the above riding type rice transplanter provided with a seedling planting device as a working device, for example, a riding type direct seeding machine that is a planting-type paddy field work vehicle provided with a seeding device as a working device, and a plow as a working device. It can be used for various work vehicles such as a tractor provided with the above, an agricultural work vehicle such as a combine provided with a cutting unit as a work device, or a construction work vehicle provided with a bucket or the like as the work device.

DESCRIPTION OF SYMBOLS 19 GPS module 20 Gyro sensor 23 Changeover switch 26 Travel mode switching part 27 Steering angle control part 28 Abnormality detection part 29 Abnormal stop process part 30 Abnormal speed reduction part 38 Buzzer (notification part)
39 Display (Warning part)
49 Switching section for abnormalities NA Posture direction

Claims (10)

A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
When an abnormality is detected by the abnormality detection unit, a notification unit that notifies the abnormality,
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode, when the abnormality is detected, the traveling stop process is executed after traveling for a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit. A work vehicle comprising: a stop processing unit;   2. The work vehicle according to claim 1, wherein the abnormality stop processing unit does not execute the travel stop processing when the travel mode is switched to the manual mode during travel of the predetermined distance or the predetermined time. A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
When an abnormality is detected by the abnormality detection unit, a notification unit that notifies the abnormality,
When an abnormality is detected by the abnormality detection unit during traveling in the automatic straight mode, the traveling mode is changed to the manual mode after traveling a predetermined distance or a predetermined time from the time when the abnormality is detected by the abnormality detection unit. A work vehicle comprising: an abnormal time switching unit for switching to   The work vehicle according to any one of claims 1 to 3, further comprising: an abnormal-time deceleration unit that decelerates a traveling speed when an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode. A travel mode switching unit for switching the travel mode between the automatic straight mode and the manual mode;
An anomaly detector that detects an anomaly related to running in the automatic straight mode;
A work vehicle comprising: an abnormality deceleration unit that decelerates a traveling speed when an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode. A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit that controls a steering angle based on the azimuth data when an abnormality related to the positioning data is detected by the abnormality detection unit in the automatic straight traveling mode. Work vehicle as described in the paragraph. A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit that controls a steering angle based on the azimuth data when an abnormality related to the positioning data is detected by the abnormality detection unit in the automatic straight traveling mode;
The abnormality stop processing unit detects the abnormality when the abnormality detection unit detects no abnormality related to the positioning data after the abnormality detecting unit detects an abnormality related to the positioning data during the predetermined distance or the predetermined time. 3. The work vehicle according to claim 1, wherein the travel stop process is executed after traveling for the predetermined distance or the predetermined time from a point in time when an abnormality is detected by a unit. A GPS module that outputs positioning data indicating the position of the aircraft,
A gyro sensor that outputs orientation data indicating the attitude orientation of the aircraft,
A steering angle control unit that controls a steering angle based on the azimuth data when an abnormality related to the positioning data is detected by the abnormality detection unit in the automatic straight traveling mode;
When the abnormality detection unit detects an abnormality related to the positioning data after the abnormality detecting unit detects an abnormality related to the positioning data, the abnormality detecting unit detects that the abnormality related to the positioning data is not detected during the predetermined distance or the predetermined time. The work vehicle according to claim 3, wherein the traveling mode is switched to the manual mode after traveling for the predetermined distance or the predetermined time from when the abnormality is detected.   The work vehicle according to any one of claims 1 to 8, wherein the traveling mode switching unit prevents the traveling mode from switching to the automatic straight traveling mode when an abnormality is detected by the abnormality detecting unit. The travel mode switching unit has a switch that switches the travel mode when operated.
10. The apparatus according to claim 1, further comprising a warning unit that issues a warning that prompts the user to switch the traveling mode to the manual mode when an abnormality is detected by the abnormality detection unit during traveling in the automatic straight traveling mode. Work vehicle as described in.

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