JP2021000044A - Work vehicle - Google Patents

Abstract

To provide a work vehicle in which obstacles are properly detected by less obstacle sensors, when the obstacle sensors are provided.SOLUTION: A work vehicle includes: obstacle sensors 51, 52 for detecting obstacles in a detection range A1 being set in advance; an actuator capable of changing the direction in the detection range A1 to a machine body 11; and a control unit for activating and operating the actuator.SELECTED DRAWING: Figure 6

Description

The present invention relates to a work vehicle such as a rice transplanter, a direct seeding machine, a tractor, a construction machine, etc., which travels while performing work by a work device equipped on the machine body.

As disclosed in Patent Document 1, some passenger-type rice transplanters, which are an example of a work vehicle, are provided with an ultrasonic type obstacle sensor on the machine body. The obstacle sensor detects obstacles such as ridges by transmitting a detection signal to the detection range and acquiring a reflection signal with respect to the detection signal.

Japanese Unexamined Patent Publication No. 2001-95314

With obstacle sensors such as ultrasonic type, the width of the detection range is limited, and it is not possible to set a very large detection range. As a result, in a work vehicle that often goes straight, inconvenience is unlikely to occur even if the obstacle sensor as described above is fixed forward to the front portion of the machine body.

On the other hand, for example, in a work vehicle that changes its direction relatively frequently and a work vehicle equipped with a work device having a width larger than the width of the machine, one obstacle sensor detects an obstacle. There may be areas where it cannot be done. As a result, it is necessary to set a large number of obstacle sensors in various directions and install them on the airframe, so there is room for improvement.

According to the present invention, when an obstacle sensor is provided in a work vehicle, an obstacle can be appropriately detected by a small number of obstacle sensors even if the obstacle sensor has a limited detection range. It is an object.

The work vehicle of the present invention includes an obstacle sensor that detects an obstacle in a preset detection range, an actuator that can change the direction of the detection range with respect to the machine body, and a control unit that operates the actuator. Has been done.

According to the present invention, the actuator is operated by the control unit to change the direction of the detection range of the obstacle sensor.
For example, in a work vehicle that changes its direction relatively frequently, the direction of the detection range of the obstacle sensor is set to the direction to be changed in advance when the work vehicle changes its direction. I hope it will be done.
As a result, according to the present invention, even if a large number of obstacle sensors are set in various directions and not provided on the airframe, obstacles can be appropriately detected within the range in which the airframe travels.

For example, in a work vehicle equipped with a work device having a width larger than the width of the machine, an obstacle detection range is wide. Therefore, this wide range is divided into a plurality of small ranges to detect obstacle sensors. It is preferable that the range is configured so that the operation of being directed to one of the plurality of small ranges described above and then being directed to another range is repeated.
As a result, according to the present invention, obstacles can be appropriately detected in a wide range without having to set a large number of obstacle sensors in various directions and provide them on the airframe.

In the present invention, it is preferable that the obstacle sensor is provided with a notification unit for notifying that the obstacle has been detected.

According to the present invention, since the obstacle sensor notifies that an obstacle has been detected, a worker who gets on the machine or a worker who is away from the work vehicle can stop the machine or orient the machine. Appropriate operations such as change operations can be performed without delay.

In the present invention, it is preferable that the control unit operates the actuator so that the detection range is changed laterally with respect to the airframe.

Obstacles in the work area where the work vehicle travels often exist on the ground in the work area, so the detection range of the obstacle sensor is changed by changing the transmission range of the obstacle sensor in the lateral direction with respect to the aircraft. Will move along the ground of the work site, and obstacles will be detected properly.

In the present invention, it is preferable that the control unit operates the actuator so that the detection range is changed in the vertical direction with respect to the airframe.

In the work area where the work vehicle travels, the tree branches extend laterally, and the tree branches may exist as obstacles at a position away from the ground of the work area.
According to the present invention, the detection range of the obstacle sensor is changed not only laterally with respect to the machine body but also vertically with respect to the machine body. Therefore, as described above, the ground of the work site Even if an obstacle such as a tree branch exists at a position away from the upper side, the obstacle can be detected appropriately.

In the present invention, the detection range of the front obstacle sensor set so that the detection range faces the front side from the machine body and the detection range of the front obstacle sensor can be changed within a range facing the front side from the machine body. The obstacle sensor after the front actuator is provided and the detection range is set to face the rear side from the aircraft, and the detection range of the rear obstacle sensor is set to the rear side from the aircraft. It is preferable that the actuator after being changed in the facing range is provided.

In work vehicles, not only the aircraft is moved forward, but also the aircraft is often moved backward.
As a result, when obstacles are detected by a set of obstacle sensors and actuators both when the aircraft is moving forward and when it is moving backward, when switching from forward to reverse and when switching from reverse to forward. In addition, the actuator must change the detection range of the obstacle sensor significantly, and when the aircraft starts to move backward (when it starts to move forward), the detection of obstacles may be delayed.

According to the present invention, since the front obstacle sensor and the actuator and the rear obstacle sensor and the actuator are provided, the obstacle is detected by the front obstacle sensor and the actuator when the aircraft moves forward, and the aircraft can be detected. Obstacles can be detected by the trailing obstacle sensor and actuator when moving backward.
As a result, there is no delay in detecting obstacles when switching from forward to reverse and when switching from reverse to forward.

In the present invention, a state detection unit for detecting a working state in which a working device mounted on the machine body operates and a non-working state in which the working device is stopped is provided, and the control unit is provided by the state detecting unit. When the non-working state is detected, it is preferable to operate the actuator so that the detection range faces the steering direction of the aircraft.

In a work vehicle such as a rice transplanter, work is performed by the work device while the machine is moving straight, and when the machine reaches the end of the work area, the work device is stopped, the machine is turned, and the work device is used. The state in which the next work is restarted is often repeated.
From a different point of view, it is considered that when the work device is stopped and operated in the work vehicle, the direction of the machine body is often changed significantly, such as turning of the machine body.

According to the present invention, in a non-working state in which the working device is stopped, the actuator is operated so that the detection range of the obstacle sensor faces the steering direction of the machine, so that the machine is turned and the machine is turned. Even if the orientation changes significantly, obstacles can be properly detected within the range in which the aircraft travels.

In the present invention, it is preferable that the control unit operates the actuator so that when the working state is detected by the state detection unit, the detection range is set toward the traveling direction of the machine body. ..

In a work vehicle such as a rice transplanter, as described above, the work is performed by the work device while the machine is moving straight, and when the machine reaches the end of the work area, the work device is stopped and the machine is turned. Therefore, the state in which the next work by the working device is restarted is often repeated.
From a different point of view, it is considered that when the work device is operating in the work vehicle, the machine body often goes straight and the direction of the machine body is rarely changed.

According to the present invention, even if the detection range of the obstacle sensor is set toward the traveling direction of the machine body in the working state in which the work device is operating, the obstacles are appropriately detected in the range in which the machine body travels. Yes, the control unit does not have to operate the actuator more than necessary.

In the present invention, a travel control unit that operates a transmission for traveling and an acceleration sensor that detects the acceleration of shaking of the machine body in the front-rear direction or the left-right direction are provided, and the travel control unit is the acceleration sensor. When the detected value exceeds a preset value set in advance, it is preferable to decelerate the transmission.

Since the work area often has irregularities, when the work vehicle travels on the work area, the machine body may sway in the front-rear direction or the left-right direction. When the aircraft shakes in this way, the detection range of the obstacle sensor also shakes together with the aircraft, so there is a possibility that obstacles will not be detected properly.

According to the present invention, when the shaking of the airframe becomes large, the speed changer for traveling is automatically decelerated, so that the shaking of the airframe is suppressed and the shaking of the detection range of the obstacle sensor is suppressed. It is possible to reduce the possibility that the detection of an object will not be performed properly.
In a work vehicle of a type in which a worker gets on the machine, the ride quality of the worker on the machine is improved by suppressing the shaking of the machine.

In the present invention, it is preferable that the traveling control unit performs a stop operation of the aircraft when the detected value of the acceleration sensor exceeds the limit set value larger than the set value.

According to the present invention, when the shaking of the airframe becomes very large, the shaking of the airframe cannot be suppressed by the deceleration operation of the transmission for traveling, so that the airframe is automatically stopped. After this, appropriate work such as smoothing the unevenness of the work area can be performed.

In the present invention, a travel control unit for operating a transmission for traveling is provided, and it is preferable that the travel control unit decelerates the transmission when an obstacle is detected by the obstacle sensor.

According to the present invention, when an obstacle is detected by the obstacle sensor, the traveling transmission is automatically decelerated to reduce the traveling speed of the aircraft.
Since the traveling speed of the aircraft has decreased, the operator can reasonably perform appropriate operations such as traveling the aircraft so as to avoid obstacles.

In the present invention, a travel control unit that operates a transmission for traveling, a seat on which an operator is seated, and a seating sensor that detects whether or not an operator is seated on the seat are provided, and the traveling control is provided. When the seating sensor detects that the worker is not seated in the seat, the unit is preferably decelerated by the transmission.

In a work vehicle of a type in which a worker is boarded on an airframe, it is conceivable that a worker sitting in a seat stands up from the seat and visually observes the working state of the work device while traveling.
In the above-mentioned state, according to the present invention, when the seating sensor detects that the worker is not seated in the seat, the traveling transmission is automatically decelerated to reduce the traveling speed of the aircraft. ..
Since the traveling speed of the aircraft has decreased, the worker is urged to sit in the seat, and the worker can sit in the seat without difficulty.

In the present invention, a travel control unit for operating a transmission for traveling, a seat on which an operator is seated, and a seating sensor for detecting whether or not an operator is seated on the seat are provided, and the traveling control is provided. When the seating sensor detects that an operator is not seated in the seat, the unit operates the transmission if the transmission is operated at a speed higher than a preset low speed position. It is preferable to perform a deceleration operation to the low speed position and prevent the transmission from operating toward the high speed side beyond the low speed position.

In a work vehicle of a type in which a worker is boarded on an airframe, it is conceivable that a worker sitting in a seat stands up from the seat and visually observes the working state of the work device while traveling.
In the above-mentioned state, according to the present invention, when the seating sensor detects that the worker is not seated in the seat, the traveling transmission is operated to a higher speed side than the preset low speed position. Then, the traveling transmission is automatically decelerated to the low speed position, and the traveling speed of the aircraft is reduced.

Since the traveling speed of the aircraft has decreased, the worker is urged to sit in the seat, and the worker can sit in the seat without difficulty.
Due to the decrease in the traveling speed of the aircraft, even if the operator tries to operate the traveling transmission to the high speed side beyond the above-mentioned low speed position while standing up from the seat, this operation cannot be performed. In this respect as well, the worker is encouraged to sit in the seat.

In the present invention, a travel control unit for operating a transmission for traveling, a seat on which an operator is seated, and a seating sensor for detecting whether or not an operator is seated on the seat are provided, and the traveling control is provided. When the seating sensor detects that the worker is not seated in the seat, the unit preferably blocks the operation of the transmission to the high speed side beyond the preset acceleration of acceleration. Is.

In a work vehicle of a type in which a worker is boarded on an airframe, it is conceivable that a worker sitting in a seat stands up from the seat and visually observes the working state of the work device while traveling.
In the above-mentioned state, according to the present invention, when the seating sensor detects that the worker is not seated in the seat, the worker rapidly shifts the speed changer for traveling to the high speed side while standing up from the seat. Even if you try to operate it, you cannot perform this operation.
The inability to rapidly operate the traveling transmission to the high speed side encourages the operator to sit in the seat, and the operator can comfortably sit in the seat.

In the present invention, a travel control unit for operating a transmission for traveling is provided, and the travel control unit operates a work device equipped on the machine body or an operation for setting a running state of the machine body. It is preferable to decelerate the transmission.

When a seedling planting device or a fertilizer application device is equipped as a work device, the operation of the work device such as changing the seedling planting depth by the seedling planting device or changing the fertilizer supply amount by the fertilizer application device can be performed. May be done.
As an operation for setting the running state of the airframe, switching between a manual state in which the operator manually steers and an automatic state in which the airframe is automatically run, a change in the traveling speed of the airframe, and the like may be performed.

According to the present invention, when the above-mentioned operation of the work device or the operation of setting the running state of the machine body is performed, the speed change device for running is automatically decelerated to reduce the running speed of the machine body. Therefore, the operation of the work device and the operation of setting the running state of the machine can be performed without difficulty.

It is a left side view of a passenger-type rice transplanter. It is a top view of a passenger-type rice transplanter. It is a figure which shows the linkage state of a control device and each part. It is a top view which shows the state of the traveling path in a field. It is a top view which shows the state of the traveling path and the turning path in a field. It is a top view which shows the state of the transmission range of the front obstacle sensor in the traveling path. It is a top view which shows the state of the transmission range of the front obstacle sensor in a turning path. It is a top view which shows the state of the transmission range of a rear obstacle sensor when the aircraft moves backward.

FIGS. 1 to 8 show a passenger-type rice transplanter which is an example of a work vehicle. In FIGS. 1 to 8, F indicates a forward direction, B indicates a rear direction, and U indicates an upward direction. D indicates a downward direction, R indicates a right direction, and L indicates a left direction.

(Overall configuration of passenger rice transplanter)
As shown in FIGS. 1 and 2, the passenger-type rice transplanter raises and lowers the link mechanism 3 and the link mechanism 3 on the rear part of the machine body 11 provided with the right and left front wheels 1 and the right and left rear wheels 2. A hydraulic cylinder 4 is provided, and a seedling planting device 5 (corresponding to a working device) is supported at the rear of the link mechanism 3.

A planting transmission case 6 arranged at a predetermined interval in the left-right direction on the seedling planting device 5, a rotating case 7 rotatably attached to the right and left rear parts of the planting transmission case 6, and a rotating case. A planting arm 8, a float 9, a seedling stand 10 and the like attached to both ends of the 7 are provided.

A fertilizer application device 18 (corresponding to a work device) is provided over the machine body 11 and the seedling planting device 5. The fertilizer application device 18 is provided with a hopper 13, a feeding portion 14, a blower 15, a groove making device 16, a hose 17, and the like.

A seat 12 is provided at the rear of the machine body 11, a hopper 13 for storing fertilizer and a feeding part 14 are provided on the rear side of the seat 12 in the machine body 11, and a blower 15 is provided on the left lateral outer side of the feeding part 14. Has been done. The grooving device 16 is connected to the float 9, and six grooving devices 16 are provided, and six hoses 17 are connected to the feeding portion 14 and the grooving device 16.

(Transmission system to front and rear wheels)
As shown in FIGS. 1, 2 and 3, the power of the engine 31 provided in the front part of the machine body 11 is transmitted through the transmission belt 32 to the hydrostatic continuously variable transmission 23 (corresponding to the transmission for traveling). ), And is transmitted from the continuously variable transmission 23 to the gear transmission type auxiliary transmission (not shown) inside the transmission case 33.

The right and left front axle cases 34 are connected to the right and left parts of the mission case 33, and the right and left front wheels 1 are steerably supported by the right and left parts of the front axle case 34. There is. The power of the auxiliary transmission is transmitted to the right and left front wheels 1 via the front wheel differential device (not shown) and the transmission shaft (not shown) inside the front axle case 34. The steering wheel 20 is provided on the front side of the seat 12, and the steering wheel 20 steers the front wheels 1.

The rear axle case 35 is supported by the lower portion of the rear portion of the airframe 11 along the left-right direction, and the right and left rear wheels 2 are supported by the right portion and the left portion of the rear axle case 35. The power of the auxiliary transmission is transmitted to the right and left rear wheels 2 via the transmission shaft 36, the transmission shaft (not shown) inside the rear axle case 35, and the side clutch (not shown).

The continuously variable transmission 23 is configured to be steplessly operable from the neutral position N to the forward side and the reverse side. A shift lever 37 is provided on the left lateral side of the steering handle 20, and a linkage mechanism 44 is connected to the shift lever 37 and the continuously variable transmission 23.

The shift lever 37 can be operated from the neutral position N to the forward region F and the reverse region R, and the continuously variable transmission 23 is steplessly operated from the neutral position N to the forward side and the reverse side by the shift lever 37.

(Transmission system to seedling planting device and fertilizer application device)
As shown in FIGS. 1, 2 and 3, in the mission case 33, the power branched from immediately before the auxiliary transmission is transmitted to the seedling planting device 5 via the planting clutch 26 and the transmission shaft 38. An electric motor 28 for operating the planting clutch 26 in a transmission state and a cutoff state is provided.

When the planting clutch 26 is operated in the transmission state, the rotary case 7 is rotationally driven as the seedling stand 10 is laterally driven in the left-right direction, and the planting arm 8 is driven from the lower part of the seedling stand 10. Alternately take out seedlings and plant them in the field. When the planting clutch 26 is operated in the disconnected state, the seedling stand 10 and the rotating case 7 are stopped.

In the transmission case 33, the power of the auxiliary transmission is transmitted to the feeding portion 14 of the fertilizing device 18 via the fertilizing clutch 27, and the fertilizing clutch 27 is operated in the transmission state and the cutoff state by the electric motor 28.

When the fertilizer application clutch 27 is operated in the transmission state, the fertilizer of the hopper 13 is fed out by the feeding portion 14, and is supplied to the groove making device 16 through the hose 17 by the transport wind of the blower 15. Fertilizer is supplied from the groove making device 16 to the groove of the field while the groove is formed in the field by 16. When the fertilizer application clutch 27 is operated in the disengaged state, the feeding portion 14 is stopped.

(Automatic elevating control of seedling planting device)
As shown in FIG. 3, the rear portion of the central float 9 is supported so as to swing up and down around the axis P1 in the left-right direction of the seedling planting device 5. A potentiometer-type height sensor 22 for detecting the height of the central float 9 with respect to the seedling planting device 5 is provided, and the detection value of the height sensor 22 is input to the control device 80 provided on the machine body 11. ing.

As the machine 11 advances, the central float 9 follows the field on the ground, and the height from the field (central float 9) to the seedling planting device 5 is detected by the detection value of the height sensor 22. Can be done.

The automatic elevating control unit 81 is provided in the control device 80 as software, the hydraulic cylinder 4 is provided with a control valve 24 for supplying and discharging hydraulic oil, and the automatic elevating control unit 81 operates the control valve 24.

When the control valve 24 is operated to the raised position, hydraulic oil is supplied to the hydraulic cylinder 4, the hydraulic cylinder 4 contracts, and the seedling planting device 5 is raised. When the control valve 24 is operated to the lowering position, the hydraulic oil is discharged from the hydraulic cylinder 4, the hydraulic cylinder 4 is extended, and the seedling planting device 5 is lowered.

In the operating state of the automatic elevating control unit 81, the seedling planting device 5 is maintained at the set height from the field based on the detected value (height from the field to the seedling planting device 5) of the height sensor 22. In addition, the control valve 24 is operated by the automatic elevating control unit 81, the hydraulic cylinder 4 is operated, and the seedling planting device 5 is automatically elevated. As a result, the planting depth of the seedlings by the seedling planting device 5 is maintained at the set depth.

(Up and down operation of seedling planting device by operating lever)
As shown in FIGS. 2 and 3, the operating lever 39 is provided on the lower right lateral side of the steering handle 20, and the operating lever 39 extends to the right outside. The operating lever 39 is operably supported from the neutral position N to the upper ascending position UU and the lower descending position DD and is urged to the neutral position N, and the operating position of the operating lever 39 is set to the control device 80. It has been entered.

Based on the operation of the operating lever 39 to the ascending position UU and the descending position DD, the control device 80 operates the control valve 24, the electric motor 28, and the automatic elevating control unit 81 as described below.

When the operating lever 39 is operated to the ascending position UU, the planting clutch 26 and the fertilizer application clutch 27 are operated in the shutoff state by the electric motor 28, the automatic elevating control unit 81 is stopped, and the control valve 24 is operated to the ascending position. Then, the seedling planting device 5 is lifted. When the seedling planting device 5 reaches the upper limit position, the control valve 24 is operated to the neutral position and the hydraulic cylinder 4 is stopped.

When the operating lever 39 is operated to the lowering position DD, the planting clutch 26 and the fertilizer application clutch 27 are operated to the shutoff state by the electric motor 28, the automatic raising / lowering control unit 81 is stopped, and the control valve 24 is operated to the lowering position. Then, the seedling planting device 5 is lowered. When the float 9 in the center touches the field, the automatic elevating control unit 81 is activated, and the seedling planting device 5 touches the field and stops.

When the operating lever 39 is operated to the descending position DD, operated to the neutral position N, and then operated to the descending position DD again, the planting clutch 26 and the fertilizer application clutch 27 are operated by the electric motor 28 in the operating state of the automatic elevating control unit 81. Is operated to the transmission state.

(Configuration related to obstacle sensor)
As shown in FIGS. 1 and 2, the front obstacle sensor 51 is provided at the center of the front left and right sides of the body 11 so as to face the front side from the body 11. The rear obstacle sensor 52 is provided at the center of the left and right sides of the rear part of the body 11 so as to face the rear side from the body 11.

Obstacle sensors 51 and 52 have a transmission unit (not shown) that transmits ultrasonic waves as detection signals to transmission ranges A1 and A2 (see FIGS. 6, 7 and 8) (corresponding to the detection range), and transmitted ultrasonic waves. It is configured in an ultrasonic type with a receiving unit (not shown) that acquires the reflected wave of sound waves as a reflected signal.

As shown in FIG. 3, in the front and rear parts of the machine body 11, the support plates 45 and 46 are rotatably supported around the vertical axis P2 and P3, and the obstacle sensors 51 and 52 are supported. The support plates 45 and 46 are supported so as to be swingable up and down around the axial cores P4 and P5 in the left-right direction.

A front electric motor 53 (corresponding to an actuator) and a rear electric motor 54 (corresponding to an actuator) are provided on the machine body 11. The pinion gears 47 and 48, which are rotationally driven by the electric motors 53 and 54, are in mesh with the operating gears 45a and 46a connected to the support plates 45 and 46.

When the electric motors 53 and 54 are operated, the directions of the obstacle sensors 51 and 52 (transmission ranges A1 and A2) are changed via the operation gears 45a and 46a of the pinion gears 47 and 48 and the support plates 45 and 46. Together with the support plates 45 and 46, the machine 11 is changed in the lateral direction.

The front electric motor 55 (corresponding to the actuator) and the rear electric motor 56 (corresponding to the actuator) are provided on the support plates 45 and 46. The pinion gears 49 and 50, which are rotationally driven by the electric motors 55 and 56, are in mesh with the operating gears 51a and 52a connected to the obstacle sensors 51 and 52.

When the electric motors 55 and 56 are operated, the directions of the obstacle sensors 51 and 52 (transmission ranges A1 and A2) are changed via the operation gears 51a and 52a of the pinion gears 49 and 50 and the obstacle sensors 51 and 52. , The machine 11 and the support plates 45, 46 are changed in the vertical direction.

(Configuration of detection of aircraft position and aircraft orientation)
As shown in FIGS. 1 and 2, right and left support frames 19 are provided on the right and left portions of the front portion of the machine body 11, and a spare seedling stand 21 is supported by the support frame 19. .. The support frame 25 is connected over the upper part of the right and left support frames 19.

In the support frame 25, the measuring device 29 is attached to a portion located at the center of the left and right sides of the machine body 11 in a plan view. The measuring device 29 is provided with a receiving device (not shown) for acquiring position information by a satellite positioning system and an inertial measurement device (not shown) for detecting the inclination (pitch angle, roll angle) of the airframe 11. , The measuring device 29 outputs positioning data indicating the position of the machine body 11.

An inertial measurement unit 30 for measuring inertial information is attached to a portion of the rear axle case 35 located at the center of the left and right sides of the machine body 11 in a plan view. The inertial measurement of the inertial measurement unit 30 and the measuring device 29 is configured by an IMU (Inertial Measurement Unit).

As a typical example of the above-mentioned satellite positioning system (GNSS: Global Navigation Satellite System), GPS (Global Positioning System) can be mentioned. GPS is a receiving device of the measuring device 29 by using a plurality of GPS satellites orbiting the earth, a control station that tracks and controls GPS satellites, and a receiving device provided in a positioning target (airframe 11). It measures the position of.

The inertial measurement unit 30 includes a gyro sensor (not shown) capable of detecting the angular velocity of the yaw angle of the machine 11 (turning angle of the machine 11), and an acceleration sensor 58 (not shown) that detects acceleration in three axial directions orthogonal to each other. 3) is provided. The inertial information measured by the inertial measurement unit 30 includes directional change information detected by the gyro sensor and position change information detected by the acceleration sensor 58.
As a result, the position of the airframe 11 and the orientation of the airframe 11 are detected by the measuring device 29 and the inertial measurement unit 30.

(Configuration related to automatic driving of the aircraft)
As shown in FIG. 3, a steering motor 40 capable of operating the steering wheel 20 is provided, and a display device 42 (corresponding to a notification unit) composed of a liquid crystal display or the like is provided on the front side of the steering wheel 20. ing.

The operating position of the shifting lever 37 is input to the control device 80, and a shifting motor 41 capable of operating the shifting lever 37 is provided. A push button type automatic operation unit 43 for starting and stopping automatic traveling is provided in the grip portion of the speed change lever 37, and a signal of the automatic operation unit 43 is input to the control device 80.

A storage unit 82, a travel route setting unit 83, a travel route acquisition unit 84, an automatic travel control unit 85, and a notification control unit 86 are provided in the control device 80 as software.

(Acquisition of position data at the ridge)
As shown in FIG. 4, for example, in a field having ridges B1, B2, B3, B4, the worker can use the position data of the ridges B11, B21, B31, B41 of the ridges B1 to B4, for example, the following (1) to Obtained in advance by any one (or a plurality) of the methods shown in (5), and stored in the storage unit 82.

(1) The operator removes the measuring device 29 shown in FIGS. 1 and 2 from the machine body 11 and walks along the ridges B11 to B41 while holding the measuring device 29, so that the worker can use the measuring device 29. Positioning data indicating the position is obtained as position data of the ridges B11 to B41.

(2) An operator gets on the passenger-type rice transplanter (with the measuring device 29 attached) shown in FIGS. 1 and 2 and sits on the seat 12 to move the passenger-type rice transplanter to the ridges B11 to B41. By traveling along the line, positioning data indicating the position of the machine body 11 by the measuring device 29 can be obtained as position data of the ridges B11 to B41.

In this case, the measuring device 29 is attached to the portion located at the center of the left and right sides of the machine body 11, and the outer end portion of the machine body 11 (seedling planting device 5) is located at the ridges B11 to B41. From the positioning data indicating the position of the machine 11 by the measuring device 29, the position outside the width of the machine 11 (seedling planting device 5) by 1/2 is corrected so that the position data of the ridges B11 to B41 is obtained. I'll go.

(3) Positioning data indicating the position of the machine 11 that has traveled in the field in the past by the same passenger-type rice transplanter (or another passenger-type rice transplanter or a passenger-type seeder equipped with the measuring device 29). If is obtained, the operator uses this positioning data as the position data of the ridges B11 to B41, and makes the correction described in the preceding paragraph (2).

(4) Various work vehicles such as combines and tractors provided with the measuring device 29 have traveled in the field in the past (or present), and positioning data indicating the position of the work vehicle that has traveled in the field has been obtained. In this case, the worker uses this positioning data as the position data of the ridges B11 to B41.

(5) If there is a commercially available storage medium on which the position data of the ridges B11 to B41 are recorded, the operator uses this storage medium.

(Setting of travel route)
As shown in FIG. 4, when the passenger-type rice transplanter arrives in the vicinity of the field, the traveling route setting unit 83 determines the traveling routes L01 to L07 based on the position data of the ridges B11 to B41 as described below. Is set.

As shown in FIG. 4, from the ridges B11 and B21, the headland lines LA1 and LA2 are located at the center side of the field by the width of the machine body 11 (seedling planting device 5) along the ridges B11 and B21. Set. From the ridges B31 and B41, headland lines LA3 and LA4 are set at positions on the center side of the field by the width of the machine body 11 (seedling planting device 5) along the ridges B31 and B41.

The traveling paths L01, L02, L03, L04, L05, L06, L07 are parallel to the headland lines LA3 and LA4, and are parallel to each other with a predetermined interval W1 (width of the machine body 11 (seedling planting device 5)). The directions of the traveling paths L01 to L07 (see the arrows of the traveling paths L01 to L07 shown in FIG. 4) are set so as to be set over the headland lines LA1 and LA2.

The starting ends of the traveling paths L01 to L07 are the starting positions C1, C2, C3, C4, C5, C6, and C7. The end portions of the traveling paths L01 to L07 are the end positions D1, D2, D3, D4, D5, D6, D7. As a result, the travel path L01 to L07 connects the start positions C1 to C7 and the end positions D1 to D7.

Since the start positions C1 to C7, the end positions D1 to D7, and the traveling paths L01 to L07 are displayed on the display device 42 (see FIG. 3), when the operator determines that there is no problem, the operator presses the approval button (FIG. 3). Press (not shown) to operate.
As a result, the position data of the travel paths L01 to L07, the start positions C1 to C7, and the end positions D1 to D7 are acquired and stored in the travel route acquisition unit 84 (see FIG. 3).

(Automatic driving of the aircraft)
As described in the above (setting of the traveling route), in the state where the traveling routes L01 to L07 are set, as shown in FIGS. 3, 4 and 5, the worker gets on the aircraft 11 and sits on the seat 12. Then, the control handle 20 and the speed change lever 37 are operated to drive the aircraft 11 and position the aircraft 11 at the start position C1. Next, the operator operates the automatic operation unit 43 to start traveling.

At the same time, the operator operates the operating lever 39 to the descending position DD, operates the seedling planting device 5 to descend to the field, and operates the operating lever 39 to the descending position DD again to operate the planting clutch 26 and fertilizer application. The clutch 27 is operated in the transmission state to start planting seedlings and supplying fertilizer.

When the automatic operation unit 43 is operated, the automatic travel control unit 85 is put into an operating state. In the operating state of the automatic traveling control unit 85, the steering motor 40 is operated based on the detection of the measuring device 29 and the inertial measurement unit 30, and the front wheel 1 is automatically steered.

At the same time, the automatic traveling control unit 85 operates the speed change motor 41, and the speed change lever 37 is automatically operated to the forward high-speed position F1 which is slightly slower than the forward maximum high-speed position FM. It automatically travels at a constant speed along the travel path L01.

The notification control unit 86 displays the position of the aircraft 11, the current travel route L01 on which the aircraft 11 travels, and the travel route L02 on which the aircraft 11 travels next on the display device 42. When the aircraft 11 approaches the end position D1, in addition to the aircraft 11 and the travel paths L01 and L02, the end position D1 of the travel path L01, the start position C2 of the travel path L02, and the turning path LL1 are displayed on the display device 42. ..

When the machine body 11 reaches the end position D1 of the traveling path L01, the operator operates the operating lever 39 to the ascending position UU and operates the seedling planting device 5 ascending from the field to plant seedlings and supply fertilizer. The automatic traveling control unit 85 is stopped as the seedling planting device 5 is raised by operating the operating lever 39 to the raised position UU.

The operator operates the steering handle 20 and the speed change lever 37 to turn the airframe 11 along the turning path LL1 displayed on the display device 42. When the aircraft 11 reaches the start position C2 of the travel path L02, the travel path L01 disappears on the display device 42, and the current travel path L02 on which the aircraft 11 travels and the travel route L03 on which the aircraft 11 travels next are displayed. Is displayed.

With the machine body 11 positioned at the start position C2 of the travel path L02, the operator operates the automatic operation unit 43 to start traveling. At the same time, the operator operates the operating lever 39 to the descending position DD, operates the seedling planting device 5 to descend to the field, and operates the operating lever 39 to the descending position DD again to operate the planting clutch 26 and fertilizer application. The clutch 27 is operated in the transmission state to start planting seedlings and supplying fertilizer.
As a result, the automatic traveling control unit 85 is activated, the same operation as the traveling path L01 is performed, and the aircraft 11 automatically travels along the traveling path L02 at a constant speed.

Next, when the aircraft 11 approaches the end position D2 of the travel path L02, the display device 42 turns the end position D2 of the travel path L02 and the start position C3 of the travel path L03 in addition to the aircraft 11 and the travel paths L02 and L03. Route LL2 is displayed.

When the machine body 11 reaches the end position D2 of the traveling path L02, the operator raises the seedling planting device 5 to turn the machine body 11 in the same manner as described above. When the aircraft 11 reaches the start position C3 of the travel path L03, the travel path L02 disappears on the display device 42, and the current travel path L03 on which the aircraft 11 travels and the travel route L04 on which the aircraft 11 travels next are displayed. Is displayed.

After that, the worker repeats the same operation, and finally, the worker runs the machine body 11 along the ridges B11 to B41 to plant seedlings (round planting) and supply fertilizer to one. End the planting of seedlings and the supply of fertilizer in the field.

If the operator does not operate the automatic operation unit 43 at the start positions C1 to C7 of the travel paths L01 to L07, in the stopped state of the automatic travel control unit 85, the operator looks at the display device 42 and operates the steering wheel. The machine body 11 can be driven along the traveling paths L01 to L07 by operating the 20 and the speed change lever 37.

(Configuration related to the operation of the obstacle sensor)
As shown in FIG. 3, a state detection unit 87, an obstacle detection unit 88, a sensor control unit 89 (corresponding to a control unit), and a travel control unit 90 are provided in the control device 80 as software. A buzzer 57 (corresponding to a notification unit) is provided on the machine body 11, and the buzzer 57 is operated by the notification control unit 86.

When the planting clutch 26 and the fertilizer application clutch 27 are operated in the transmission state by the electric motor 28, the state detection unit 87 detects that the planting clutch 26 and the fertilizer application clutch 27 are in the working state, and the electric motor 28 shuts off the planting clutch 26 and the fertilizer application clutch 27. When it is operated by, it detects that it is in a non-working state.

The obstacle detection unit 88 determines whether there are obstacles in the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52 based on the detection signals and reflection signals of the front and rear obstacle sensors 51 and 52. Detect whether or not.
The sensor control unit 89 operates the electric motors 53 to 56 to change the directions of the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52 in the lateral direction and the vertical direction.

The travel control unit 90 operates the speed change motor 41 and operates the continuously variable transmission device 23 via the speed change lever 37. As described in the above (automatic traveling of the airframe), in the state where the speed change motor 41 is operated by the automatic traveling control unit 85, the traveling control unit 90 gives priority to the automatic traveling control unit 85 to the speed change motor 41. Can be operated.

(Operating state of obstacle sensor on the driving route)
As shown in the above-mentioned (automatic traveling of the aircraft), FIGS. 4 and 5, the state detection unit 87 and the sensor control unit 89 perform the operations as described below in the traveling paths L01 to L07.

As shown in FIGS. 4 and 5, the operator operates the automatic operation unit 43 to move the operation lever 39 to the lower position DD while the aircraft 11 is located at the start positions C1 to C7 of the traveling paths L01 to L07. It is assumed that the seedling planting device 5 is lowered to the field and the planting clutch 26 and the fertilizer application clutch 27 are operated in the transmission state by the electric motor 28.

When the planting clutch 26 and the fertilizer application clutch 27 are operated in the transmission state by the electric motor 28, the state detection unit 87 detects that the planting clutch is in the working state.
In the working state, as shown in FIGS. 3 and 6, a detection signal is transmitted from the front obstacle sensor 51, the electric motor 53 is operated by the sensor control unit 89, and the transmission range of the front obstacle sensor 51. The direction of A1 is reciprocated in the lateral direction within the range of the change angle E11.

At the same time, the electric motor 55 is operated by the sensor control unit 89, and the direction of the transmission range A1 of the front obstacle sensor 51 is the change angle E12 over the range of diagonally downward and diagonally upward as shown in FIG. The change operation is performed back and forth in the vertical direction within the range.
The above state is a state in which the working state is detected by the state detecting unit 87, and the transmission range A1 of the front obstacle sensor 51 is set toward the traveling direction of the machine body 11.

The change angle E11 is set in a range in the left-right lateral direction centered on the front-rear direction of the aircraft 11, and is the maximum effective detection distance at which the front obstacle sensor 51 can effectively detect an obstacle. The range is set to an angle that can cover the corresponding range of the width of the machine body 11 and the seedling planting device 5.

When the seedlings planted in the field are located next to the machine 11 (see the shaded area in FIG. 6), the change angle E11 is such that the seedlings next to the machine 11 are in the transmission range A1 of the previous obstacle sensor 51. It is set not to enter.

The change angle E12 is the range of the maximum effective detection distance at which the front obstacle sensor 51 can effectively detect the obstacle, and covers the range corresponding to the height of the measuring device 29 (see FIG. 1) from the field. It is set to a possible angle.
As described above, by setting the change angles E11 and E12, an obstacle far from the aircraft 11 on the front side is detected by the obstacle sensor 51.

(A state in which an obstacle is detected in the driving route)
In the state described above (operating state of the obstacle sensor in the traveling path), an obstacle exists in the transmission range A1 of the obstacle sensor 51 based on the detection signal and the reflection signal of the previous obstacle sensor 51. When this is detected by the obstacle detection unit 88, the notification control unit 86 and the travel control unit 90 perform the operations as described below.

As shown in FIG. 3, when an obstacle is detected by the obstacle detection unit 88, the speed change motor 41 is operated by the travel control unit 90 in preference to the automatic travel control unit 85, and the shift lever 37 advances. The deceleration operation is performed at the low speed position F2. At the same time, the notification control unit 86 operates the buzzer 57, and the display device 42 displays that an obstacle has been detected.

In the above-mentioned state, even if the operator manually operates the speed change lever 37 to the high speed side beyond the forward low speed position F2, this operation is blocked by the traveling control unit 90 and the speed change motor 41.

The operator operates the automatic operation unit 43 to stop the automatic travel control unit 85, and operates the shift lever 37 to the neutral position N to stop the machine body 11. In this case, the planting clutch 26 and the fertilizer application clutch 27 are operated in the transmission state, but when the continuously variable transmission 23 is operated to the neutral position N, the seedling planting device 5 and the fertilizer application device 18 are stopped. To do.

When the machine body 11 is stopped, the buzzer 57 is stopped and the display on the display device 42 disappears, and the operator takes appropriate measures such as removing obstacles.
After the removal of obstacles and the like is completed, the operator operates the automatic operation unit 43 to put the automatic travel control unit 85 into an operating state.

As a result, as described in the above-mentioned (operating state of the obstacle sensor in the traveling path), the traveling control unit 90 operates the shift lever 37 to the forward low-speed position F2, and the aircraft 11 starts. When the predetermined time elapses, the automatic driving control unit 85 operates the vehicle to the forward high-speed position F1 and returns to the state described in the above-mentioned (automatic traveling of the aircraft) (operating state of the obstacle sensor in the traveling path). To do.

(Operating state of obstacle sensor in turning path)
As shown in the above-mentioned (automatic traveling of the airframe), FIGS. 4 and 5, the state detection unit 87 and the sensor control unit 89 perform the operations as described below in the turning paths LL1 and LL2.

As shown in FIGS. 4 and 5, when the operator operates the operation lever 39 to the ascending position UU while the machine body 11 is located at the end positions D1 to D7 of the traveling paths L01 to L07, the seedling planting device 5 Is operated to ascend from the field, and the planting clutch 26 and the fertilizer application clutch 27 are operated in the disconnected state by the electric motor 28, and the automatic traveling control unit 85 is stopped.
The operator operates the steering handle 20 and the speed change lever 37 to turn the airframe 11 along the turning paths LL1 and LL2 displayed on the display device 42.

When the planting clutch 26 and the fertilizer application clutch 27 are operated in the disconnected state by the electric motor 28, the state detection unit 87 detects that the planting clutch 26 and the fertilizer application clutch 27 are in the non-working state.
In the non-working state, as shown in FIGS. 3 and 7, a detection signal is transmitted from the front obstacle sensor 51, the electric motor 53 is operated by the sensor control unit 89, and the front obstacle sensor 51 is transmitted. The direction of the range A1 is changed to the steering direction of the front wheel 1 (the steering direction of the aircraft 11).

After the direction of the transmission range A1 of the front obstacle sensor 51 is changed to the steering direction of the front wheel 1 (the steering direction of the aircraft 11), the steering direction of the front wheel 1 (the steering direction of the aircraft 11) is centered. Within the range of the change angle E13 in the lateral direction, the direction of the transmission range A1 of the front obstacle sensor 51 is changed in the lateral direction by reciprocating.

The change angle E13 is set to be smaller than the change angle E11 (see FIG. 6) so that the ridges B1 and B2, a part of the aircraft 11, and the front wheel 1 do not enter the transmission range A1 of the front obstacle sensor 51. The detection signal of the front obstacle sensor 51 is set so that the effective detection distance of the front obstacle sensor 51 is short.

At the same time, the electric motor 55 is operated by the sensor control unit 89, and the direction of the transmission range A1 of the front obstacle sensor 51 is the change angle E12 over the range of diagonally downward and diagonally upward as shown in FIG. It is changed back and forth in the vertical direction within the range.
The above state is a state in which the non-working state is detected by the state detection unit 87, and the transmission range A1 of the front obstacle sensor 51 is set toward the steering direction of the aircraft 11.

(Operating state of obstacle sensor when moving backward)
When the aircraft 11 is moving backward, the state detection unit 87 and the sensor control unit 89 perform the operations as described below.

As shown in FIG. 3, when the operator operates the shift lever 37 in the reverse region R, the continuously variable transmission 23 is operated to the reverse side, and the operating lever 39 is operated to the ascending position UU. The same operation as the operation performed at the time is performed. As described above (the operation of raising and lowering the seedling planting device by the operation lever), the electric motor 28 operates the planting clutch 26 and the fertilizer application clutch 27 in the shutoff state, the automatic raising and lowering control unit 81 is stopped, and the seedlings are stopped. The planting device 5 is raised to the upper limit position.

When the planting clutch 26 and the fertilizer application clutch 27 are operated in the disconnected state by the electric motor 28, the state detection unit 87 detects that the planting clutch 26 and the fertilizer application clutch 27 are in the non-working state, but this is ignored.

As shown in FIGS. 3 and 8, a detection signal is transmitted from the later obstacle sensor 52, and the detection signal of the later obstacle sensor 52 rises to the upper limit position on the lower side of the seedling planting device 5. It is sent to the rear side through.

The electric motor 54 is operated by the sensor control unit 89, and the direction of the transmission range A2 of the obstacle sensor 52 later is changed in the lateral direction by reciprocating within the range of the change angle E21.
The electric motor 56 is operated by the sensor control unit 89, and the direction of the transmission range A2 of the obstacle sensor 52 after that is in the vertical direction within the range of the change angle E22 over the range of diagonally downward and diagonally upward shown in FIG. It is changed in a round trip.
The above state is a state in which the transmission range A2 of the rear obstacle sensor 52 is set toward the traveling direction of the aircraft 11 when moving backward.

The effective detection distance of the rear obstacle sensor 52 is set to be short so that obstacles in a close range on the rear side of the seedling planting device 5 are detected, and the change angle E21 is the change angle E11 (see FIG. 6). It is set to a larger angle than.

When the seedlings planted in the field exist next to the machine 11 (see the shaded area in FIG. 8), the change angle E21 is such that the seedlings next to the machine 11 are in the transmission range A2 of the obstacle sensor 52 later. It is set not to enter.
The change angle E22 is set to an angle smaller than the change angle E12 so that the seedling planting device 5 (float 9) does not enter the transmission range A2 of the obstacle sensor 52 later.

(A state in which an obstacle is detected in the turning path and when moving backward)
Based on the detection signals and reflection signals of the front and rear obstacle sensors 51 and 52 in the state described above (the operating state of the obstacle sensor in the turning path) (the operating state of the obstacle sensor when moving backward). When the obstacle detection unit 88 detects that an obstacle exists in the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52, the notification control unit 86 and the travel control unit 90 describe the following. The operation as described in is performed.

When an obstacle is detected by the obstacle detection unit 88, the traveling control unit 90 operates the speed change motor 41, the speed change lever 37 is operated to the neutral position N, and the machine body 11 is stopped. At the same time, the notification control unit 86 operates the buzzer 57, and the display device 42 displays that an obstacle has been detected.

The reason why the stop operation of the airframe 11 is performed as described above is that the traveling speed of the airframe 11 is set to be sufficiently low when the turning paths LL1 and LL2 and the airframe 11 are moving backward.
After a lapse of a predetermined time from the stop of the machine 11, the buzzer 57 is stopped and the display of the display device 42 disappears, and the operator takes appropriate measures such as removing obstacles.

When a worker moves the machine body 11 backward while the seedlings planted in the field are present on the rear side of the machine body 11, the seedlings on the rear side of the machine body 11 may be detected as an obstacle.
In this case, the operator can temporarily set the travel control unit 90 to the stopped state by manually operating the release switch (not shown). In the stopped state of the travel control unit 90, the operator may move the machine body 11 backward so that the rear wheels 2 do not step on the seedlings on the rear side of the machine body 11.

(Deceleration operation and stop operation based on the shaking of the aircraft)
As described above (configuration for detecting the position of the machine body and the orientation of the machine body) and FIG. 3, the inertial measurement unit 30 is provided with an acceleration sensor 58 for detecting acceleration in three axial directions orthogonal to each other. The acceleration sensor 58 of the inertial measurement unit 30 can detect the acceleration of shaking of the body 11 in the front-rear direction or the left-right direction.

As shown in FIG. 3, the detection value of the acceleration sensor 58 (acceleration of shaking of the aircraft 11 in the front-rear direction or the left-right direction) is set in advance in the traveling paths L01 to L07 and the turning paths LL1, LL2 and the like. When the value is exceeded, if the shift lever 37 is operated to a higher speed side than the forward low-speed position F2, the shift motor 41 is operated and operated by the travel control unit 90 in preference to the automatic travel control unit 85. The speed change lever 37 is decelerated to the forward low-speed position F2. At the same time, the buzzer 57 is operated by the notification control unit 86, and the display device 42 displays that the airframe 11 is violently shaken.

When the detected value of the acceleration sensor 58 (acceleration of shaking of the aircraft 11 in the front-rear direction or the left-right direction) exceeds a preset set value, the shift lever 37 is operated to a lower speed side than the forward low-speed position F2. If so, the shift lever 37 is not operated, the buzzer 57 is operated by the notification control unit 86, and the display device 42 displays that the airframe 11 is violently shaken.

In the above-mentioned state, even if the operator manually operates the speed change lever 37 to the high speed side beyond the forward low speed position F2, this operation is blocked by the traveling control unit 90 and the speed change motor 41.

When the detected value of the acceleration sensor 58 (acceleration of shaking of the aircraft 11 in the front-rear direction or the left-right direction) exceeds a limit set value larger than a preset value, the vehicle travels in preference to the automatic traveling control unit 85. The speed change motor 41 is operated by the control unit 90, the speed change lever 37 is operated to the neutral position N, and the machine body 11 is stopped.

At the same time, the buzzer 57 is operated by the notification control unit 86, and the display device 42 displays that the airframe 11 is violently shaken. After a predetermined time has elapsed since the machine 11 stopped, the buzzer 57 is stopped and the display on the display device 42 disappears.

(Deceleration operation and stop operation based on the seating sensor)
As shown in FIGS. 1 and 3, a seating sensor 59 for detecting whether or not an operator is seated on the seat 12 is provided under the seat 12, and the detection signal of the seating sensor 59 is a control device. It is input to 80.

When the worker sits on the seat 12, the seat 12 is slightly displaced downward due to the weight of the worker. The seating sensor 59 detects whether or not an operator is seated on the seat 12 depending on whether or not the seat 12 is displaced downward.

When it is detected by the seating sensor 59 that the worker is not seated on the seat 12 in the traveling paths L01 to L07 and the turning paths LL1 and LL2, the shift lever 37 is operated to the higher speed side than the forward low speed position F2. If this is done, the speed change motor 41 is operated by the travel control unit 90 in preference to the automatic travel control unit 85, and the speed change lever 37 is decelerated to the forward low speed position F2. At the same time, the buzzer 57 is operated by the notification control unit 86, and a comment prompting seating is displayed on the display device 42.

When the seating sensor 59 detects that the worker is not seated on the seat 12, if the speed change lever 37 is operated at a speed lower than the forward low speed position F2, the speed change lever 37 is not operated and is notified. The buzzer 57 is operated by the control unit 86, and a comment prompting seating is displayed on the display device 42.

In the above-mentioned state, even if the operator manually operates the speed change lever 37 to the high speed side beyond the forward low speed position F2, this operation is blocked by the traveling control unit 90 and the speed change motor 41.

(First alternative form of carrying out the invention)
The above-mentioned (state in which an obstacle is detected in the traveling path) (state in which an obstacle is detected in the turning path and when moving backward) (deceleration operation and stop operation based on the shaking of the aircraft) (deceleration operation and stop based on the seating sensor) In the operation), instead of the configuration in which the speed change lever 37 is decelerated to the forward low-speed position F2 by the traveling control unit 90, the configuration may be as described below.

Regardless of the operating position of the shifting lever 37, the traveling control unit 90 operates the shifting lever 37 from the current operating position to the low speed side by a preset amount.
Regardless of the operating position of the shifting lever 37, the traveling control unit 90 causes the shifting lever 37 to move from the current operating position to the low speed side by a certain ratio (for example, 10% or 20%) with respect to the current operating position of the shifting lever 37. Is operated by.

(Second alternative form of carrying out the invention)
In the above-mentioned (deceleration operation and stop operation based on the seating sensor), the speed change lever 37 may be decelerated to the forward low-speed position F2 by the traveling control unit 90 as described below. ..

In a state where the seating sensor 59 detects that the worker is not seated on the seat 12, when the worker manually operates the shift lever 37 to the high speed side, a preset acceleration acceleration is set. The operation of the speed change lever 37 (continuously variable transmission 23) to the high speed side beyond the above is blocked by the traveling control unit 90 and the speed change motor 41. It is possible for the operator to slowly operate the shift lever 37 toward the high speed side at an acceleration equal to or lower than the above-mentioned acceleration of acceleration.

In the above-mentioned (state in which an obstacle is detected in the traveling path) (state in which an obstacle is detected in the turning path and when moving backward) (deceleration operation and stop operation based on the shaking of the aircraft), the speed change lever is operated by the traveling control unit 90. Instead of the configuration in which the 37 is decelerated to the forward low-speed position F2, as described above, the speed change lever 37 (continuously variable transmission 23) exceeds the preset acceleration of acceleration to the high speed side. The operation may be configured to be blocked by the travel control unit 90 and the speed change motor 41.

(Third alternative form of carrying out the invention)
When the automatic operation unit 43 is operated by an operator and the automatic travel control unit 85 is put into an operating state, the following operations may be performed.

By operating the automatic operation unit 43 (corresponding to the operation of setting the traveling state of the aircraft), the speed change motor 41 is operated by the travel control unit 90 in preference to the automatic travel control unit 85, and the speed change lever 37 is operated. Is operated to the forward low-speed position F2, which is slower than the forward high-speed position F1 (corresponding to the deceleration operation of the continuously variable transmission 23).

When a preset predetermined time elapses after the speed change lever 37 is operated to the forward low-speed position F2, the automatic travel control unit 85 is prioritized, and the speed change motor 41 is operated by the automatic travel control unit 85. Then, the speed change lever 37 is operated to the forward high-speed position F1. While the shift lever 37 is being operated to the forward low-speed position F2, the automatic travel control unit 85 is operating the steering motor 40.

In the operating state of the automatic traveling control unit 85, the seedling planting depth (set depth) by the seedling planting device 5 is used by the touch panel (not shown), the operation lever (not shown), the operation dial (not shown), or the like. When an operation (corresponding to the operation of the work device) such as a change of the fertilizer application device 18 (feeding section 14) or a change of the fertilizer supply amount by the fertilizer application device 18 (feeding section 14) is performed, the automatic traveling control section 85 is similarly subjected to the above. Preferentially, the speed change motor 41 may be operated by the traveling control unit 90 so that the speed change lever 37 is operated to the low speed position F2 of the low speed forward (corresponding to the deceleration operation of the continuously variable transmission 23). ).

After that, when a predetermined time set in advance elapses after the shift lever 37 is operated to the forward low-speed position F2, the automatic travel control unit 85 is prioritized, and the automatic travel control unit 85 gives priority to the shift motor 41. Is operated so that the speed change lever 37 is operated to the forward high-speed position F1.

(Fourth alternative form of carrying out the invention)
It is not necessary to provide a configuration such as a steering motor 40, a speed change motor 41, and an automatic operation unit 43 for automatic traveling of the machine body 11.
According to this configuration, in the traveling paths L01 to L07, the turning paths LL1, LL2, etc., the operator operates the control handle 20 and the speed change lever 37 while visually observing the display of the aircraft 11 on the display device 42, and the aircraft 11 To run.

It is not necessary to provide all the configurations of the measuring device 29, the inertial measuring unit 30, the steering motor 40, the speed change motor 41, the automatic operation unit 43, and the like related to the automatic traveling of the machine body 11.

The later obstacle sensor 52 may be provided in the seedling planting device 5. According to this configuration, the seedling planting device 5 (working device) is also a part of the machine body 11.
Instead of the ultrasonic type obstacle sensors 51 and 52, radio wave type or infrared type obstacle sensors 51 and 52 may be provided.
Instead of the ultrasonic type obstacle sensors 51 and 52, obstacle sensors 51 and 52 for capturing the detection range with a camera (not shown) are provided, and image processing for detecting obstacles by image processing the captured image is provided. A unit may be provided.

The present invention is not only a riding type rice transplanter in which the seedling planting device 5 is provided in the machine body 11, but also a riding type direct seeding machine and a rotary tilling device in which a seeding device (not shown) (corresponding to a working device) is provided in the machine body 11. (Not shown) (corresponding to a working device), a tractor equipped with a chemical spraying device (not shown) (corresponding to a working device) on the machine body 11, and a cutting unit (not shown) (corresponding to a working device) Can also be applied to work vehicles such as combines provided on the machine body, and can also be applied to work vehicles of construction machines such as wheel loaders and backhoes.

5 Seedling planting device (working device)
11 Aircraft 12 Seats 18 Fertilizer application device (working device)
23 Continuously variable transmission (transmission)
42 Display device (display unit)
51 Obstacle sensor 52 Obstacle sensor 53 Electric motor (actuator)
54 Electric motor (actuator)
55 Electric motor (actuator)
56 Electric motor (actuator)
57 Buzzer (display)
58 Acceleration sensor 59 Seating sensor 87 State detection unit 89 Sensor control unit (control unit)
90 Travel control unit A1 Transmission range (detection range)
A2 transmission range (detection range)
F2 low speed position

Claims (14)

An obstacle sensor that detects obstacles in a preset detection range, and
An actuator that can change the orientation of the detection range with respect to the aircraft,
A work vehicle provided with a control unit for operating the actuator. The work vehicle according to claim 1, further comprising a notification unit for notifying that the obstacle sensor has detected an obstacle. The work vehicle according to claim 1 or 2, wherein the control unit operates the actuator so that the detection range is changed laterally with respect to the machine body. The work vehicle according to claim 3, wherein the control unit operates the actuator so that the detection range is changed in the vertical direction with respect to the machine body. The front obstacle sensor whose detection range is set to face the front side from the aircraft, and the front actuator whose detection range of the front obstacle sensor can be changed in a range facing the front side from the aircraft. And are provided,
After the obstacle sensor after the detection range is set to face the rear side from the aircraft, and after the detection range of the later obstacle sensor can be changed within a range facing the rear side from the aircraft. The work vehicle according to any one of claims 1 to 4, which is provided with the actuator. A state detection unit for detecting a working state in which the working device mounted on the machine is operating and a non-working state in which the working device is stopped is provided.
The control unit operates any of claims 1 to 5 so that when the non-working state is detected by the state detection unit, the detection range is directed in the steering direction of the machine body. The work vehicle described in item 1. The work vehicle according to claim 6, wherein the control unit operates the actuator so that the detection range is set in the traveling direction of the machine body when the work state is detected by the state detection unit. .. A driving control unit that operates a traveling transmission and
It is equipped with an acceleration sensor that detects the acceleration of shaking in the front-back direction or the left-right direction of the aircraft.
The traveling control unit
The work vehicle according to any one of claims 1 to 7, wherein when the detected value of the acceleration sensor exceeds a preset value set in advance, the transmission is decelerated. The traveling control unit
The work vehicle according to claim 8, wherein when the detected value of the acceleration sensor exceeds the limit set value larger than the set value, the machine is stopped. It is equipped with a travel control unit that operates the transmission for travel.
The traveling control unit
The work vehicle according to any one of claims 1 to 9, wherein when an obstacle is detected by the obstacle sensor, the transmission is decelerated. A driving control unit that operates a traveling transmission and
A seat on which the worker is seated and a seating sensor that detects whether or not the worker is seated on the seat are provided.
The traveling control unit
The work vehicle according to any one of claims 1 to 10, wherein when the seating sensor detects that an operator is not seated in the seat, the transmission is decelerated. A driving control unit that operates a traveling transmission and
A seat on which the worker is seated and a seating sensor that detects whether or not the worker is seated on the seat are provided.
The traveling control unit
When the seating sensor detects that no worker is seated in the seat, the transmission is moved to the low speed position if the transmission is operated to a higher speed side than the preset low speed position. The work vehicle according to any one of claims 1 to 11, wherein the deceleration operation is performed and the operation of the transmission is prevented from being operated to the high speed side beyond the low speed position. A driving control unit that operates a traveling transmission and
A seat on which the worker is seated and a seating sensor that detects whether or not the worker is seated on the seat are provided.
The traveling control unit
When the seating sensor detects that an operator is not seated in the seat, claims 1 to prevent the transmission from operating toward the high speed side beyond a preset acceleration acceleration. The work vehicle according to any one of 12. It is equipped with a travel control unit that operates the transmission for travel.
The traveling control unit
The work according to any one of claims 1 to 13, which decelerates the transmission when the work device equipped on the machine body is operated or the running state setting operation of the machine body is performed. car.

Images