JP2021176273A - Work vehicle - Google Patents

Abstract

To solve a problem with unavailability of vehicle body turning control for a conventional work vehicle like a rice planting machine.SOLUTION: A rice planting machine comprises: a steering motor 44 which drives a steering handle 52; a control device 200 which controls the steering motor 44; and a rear wheel rotation speed sensor 210 and a positioning system 300 which detect a turning state of a vehicle body 10. The control device 200 performs turning control to cause the vehicle body 10 which has been in straight travel operation to turn. The control device 200 also determines a turning state on the basis of a detection result and controls a steering angle on the basis of the determination on the turning state.SELECTED DRAWING: Figure 4

Description

The present invention relates to a work vehicle such as a rice transplanter.

A rice transplanter having a planting device attached to the vehicle body so as to be able to move up and down, a steering motor for driving the steering handle, and a control device for controlling the straight movement of the vehicle body by driving the steering handle with the steering motor is known. (See, for example, Patent Documents 1 and 2).

Japanese Unexamined Patent Publication No. 2016-24541 Japanese Unexamined Patent Publication No. 2002-335720

However, a work vehicle such as the conventional rice transplanter described above cannot control the turning of the vehicle body.

An object of the present invention is to provide a work vehicle capable of controlling the turning of a vehicle body in consideration of the above-mentioned conventional problems.

The first aspect of the present invention includes a steering member driving device (44) that drives the steering member (52).
A control device (200) that controls the steering member drive device (44), and a control device (200).
Detection mechanisms (210, 300) that detect the turning state of the vehicle body (10),
With
A work vehicle in which the control device (200) performs turning control when turning the vehicle body (10) that has been made to go straight.
The control device (200) is a work vehicle characterized in that the turning state determination is performed based on the detection result and the steering turning angle is controlled based on the turning state determination.

In the second aspect of the present invention, the control device (200) sets the steering turning angle return timing for returning the steering turning angle in order to make the turned vehicle body (10) go straight again based on the turning state determination. It is the first work vehicle of the present invention characterized in that the steering turning angle is controlled by changing the steering angle.

In the third aspect of the present invention, the difference between the steering turning angle return timing and the direction in which the vehicle body (10) is being turned and the direction in which the vehicle body (10) is driven straight again is predetermined. The second work vehicle of the present invention is characterized in that the timing is lower than the steering turning angle return level.

A fourth aspect of the present invention is the third work vehicle of the present invention, wherein the steering turn angle return timing can be adjusted based on a manual operation for adjusting the steering turn angle return level. Is.

In the fifth aspect of the present invention, the control device (200) uses the constant angle for the turning state determination after maintaining the steering turning angle until the turning state determination timing for determining the turning state so as to be a constant angle. It is the first work vehicle of the present invention characterized in that the steering turning angle is controlled by changing based on the above.

In the sixth aspect of the present invention, the control device (200) determines the steering turning angle return speed for returning the steering turning angle in order to make the turned vehicle body (10) go straight again based on the turning state determination. It is the first work vehicle of the present invention characterized in that the steering turning angle is controlled by changing the steering angle.

A seventh aspect of the present invention includes a steering member driving device (44) that drives the steering member (52).
A control device (200) that controls the steering member drive device (44), and a control device (200).
Detection mechanisms (210, 300) that detect the turning state of the vehicle body (10),
With
A work vehicle in which the control device (200) controls turning when the vehicle body (10) that has been driven straight is stopped, moved backward, stopped again, and then turned.
When the vehicle body (10) is moved backward, the control device (200) maintains the steering turning angle to a predetermined timing so as to be zero, and then sets the steering turning angle to a predetermined steering turning angle. It is a work vehicle characterized by changing the turning direction by the amount of angle.

According to the eighth aspect of the present invention, the predetermined steering turning angle amount is a steering turning angle amount in which the transmission of the driving force to the predetermined wheels (32) attached to the vehicle body (10) is not turned off. The seventh working vehicle of the present invention is characterized.

According to the first invention, it is possible to control the turning of the vehicle body.

According to the second invention, in addition to the effect of the first invention, it is possible to realize highly precise control.

According to the third invention, in addition to the effect of the second invention, it is possible to realize highly convenient control.

According to the fourth invention, in addition to the effect of the third invention, it is possible to realize highly flexible control.

According to the fifth invention, in addition to the effect of the first invention, it is possible to realize highly precise control.

According to the sixth invention, in addition to the effect of the first invention, it is possible to realize highly precise control.

According to the seventh invention, it is possible to control the turning of the vehicle body.

According to the eighth invention, in addition to the effect of the seventh invention, it is possible to realize highly precise control.

Perspective view of the rice transplanter according to the embodiment of the present invention Block diagram of the power transmission system of the rice transplanter according to the embodiment of the present invention Block diagram of the control system of the rice transplanter according to the embodiment of the present invention Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 1) An enlarged explanatory view of the turning control of the rice transplanter according to the embodiment of the present invention. Explanatory drawing of back turn control of rice transplanter of embodiment of this invention Partial perspective view of the rice transplanter according to the embodiment of the present invention Partial plan view of the rice transplanter according to the embodiment of the present invention Enlarged partial plan view of the vicinity of the auxiliary wheel of the rice transplanter according to the embodiment of the present invention. Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 2) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 3) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 4) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 5) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 6) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 7) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 8) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 9) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 10) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 11) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (the twelve) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (the thirteenth) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (No. 14) Explanatory drawing of rotation control of rice transplanter of embodiment of this invention (15) Partial perspective view of the vicinity of the operation unit of the rice transplanter according to the embodiment of the present invention.

Embodiments of the present invention will be described in detail with reference to the drawings.

Similar below, but some components may not be shown in the drawings or may be shown fluoroscopically or abbreviated.

The rice transplanter of the present embodiment is an example of a work vehicle in the present invention or an invention related to the present invention.

In the embodiment of the modified example, for example, the work vehicle in the present invention or the invention related to the present invention may be an agricultural tractor.

The steering handle 52 is an example of a steering member in the present invention or an invention related to the present invention. The steering motor 44 is an example of a steering member driving device that drives the steering handle 52 in the present invention or the invention related to the present invention.

The control device 200 is an example of a control device that controls the steering motor 44 in the present invention or the invention related to the present invention.

The vehicle body 10 is an example of a vehicle body in the present invention or an invention related to the present invention. The rear wheel rotation speed sensor 210 and the positioning system 300 are examples of the detection mechanism for detecting the turning state of the vehicle body 10 in the present invention or the invention related to the present invention.

The auxiliary wheel 33 is an example of one or more auxiliary wheels attached to at least one side of the inner side and the outer side of the vehicle body 10 in the vehicle body left-right direction in the present invention or the invention related to the present invention.

The rear wheel 32 on the inside of the turn is an example of a predetermined wheel in the present invention or an invention related to the present invention.

First, the configuration and operation of the rice transplanter according to the present embodiment will be specifically described with reference to FIGS. 1 and 2.

Here, FIG. 1 is a perspective view of the rice transplanter according to the embodiment of the present invention, and FIG. 2 is a block diagram of a power transmission system of the rice transplanter according to the embodiment of the present invention.

While explaining the operation of the rice transplanter of the present embodiment, the traveling control method of the invention related to the present invention will also be described.

The rice transplanter of the present embodiment is a riding mat seedling rice transplanter for eight-row planting, the planting device 100 has four planting units, and each planting unit has two pairs of left and right planting tools.

The rice transplanter is not limited to the 8-row planting riding mat sapling planting machine, and may be, for example, a 10-row planting riding pot sapling planting machine.

First, the basic configuration and operation of the rice transplanter of the present embodiment will be described. Therefore, turning control and the like will be described in detail later.

The driving unit 50 has a seat 51 provided above the engine 20.

A steering handle 52 for operating the front wheels 31 is provided in front of the seat 51. Horizontal step floors are provided on both the left and right sides of the engine 20. Further, the vehicle body 10 is provided with a spare seedling stand 101.

The traveling device 30 is a device for traveling the vehicle body 10 on the front wheels 31 and the rear wheels 32.

The ground leveling device 60 is a device for leveling a field with a ground leveling rotor mechanism 61 and a ground leveling float mechanism 62.

The line drawing marker 80 that forms a straight line marking that serves as a guideline for the next planting travel route in the field is storably attached to the vehicle body 10.

The planting device 100 is attached to the rear side of the vehicle body 10 via the planting device elevating device 90.

The rotational power of the engine 20 attached to the main frame is transmitted to the main transmission mechanism 41 or the like, which is an HST (Hydr Static Transmission) mechanism. The rotational power shifted by the main transmission mechanism 41 and the auxiliary transmission mechanism 42 is separated into a traveling power used in the traveling device 30 and the like and an external extraction power used in the planting device 100 and the like.

A part of the running power is transmitted to the left and right front wheel final cases to drive the pair of left and right front wheels 31, and the rest of the running power is transmitted to the left and right rear wheel gear cases 43 to drive the pair of left and right rear wheels 32. Then, a part of the traveling power transmitted to the rear wheel gear case 43 is transmitted to the ground leveling device 60 and the fertilizer application device 70.

Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 1 to 3.

Here, FIG. 3 is a block diagram of the control system of the rice transplanter according to the embodiment of the present invention.

The control device 200 includes not only lever operation by the main shift lever 53, auxiliary shift lever 54 or straight-ahead assist lever 55, and switch operation by the assist mode switch 56, but also detection results by the rear wheel rotation speed sensor 210 or the planting device elevating sensor 220. It is a device that performs various controls by using such as.

The positioning system 300 is, for example, a system that performs positioning by DGPS (Differential Global Positioning System) technology that uses GPS (Global Positioning System), which is a typical GNSS (Global Navigation Satellite System).

In the traveling control, the size of the vehicle body 10, the responsiveness of the steering motor 44, the state of the field, and the like must be comprehensively considered. Therefore, even if the positioning by the positioning system 300 is extremely accurate, it is precise. It is difficult to realize various driving controls, and various attempts are known.

In straight-ahead control, point A corresponding to the start point of straight-ahead running for planting work and point B corresponding to the end point of straight-ahead running using the positioning system 300 that acquires the current orientation information of the vehicle body 10 are used. Coordinates are registered in advance. Then, the straight-ahead control is realized by driving the steering motor 44 to perform steering so that the straight-ahead running based on the virtual line connecting the points A and B is performed.

However, since the straight-ahead control must be turned on and off every time a turn requires manual steering, the burden on the operator is not small, and the operability and workability are not always sufficient.

Therefore, it is desirable to realize not only straight-ahead control but also turning control in which striping is automatically performed according to the distance between planted rows, and the following basic turning control can be considered.

Of course, it goes without saying that the turning control method described below can be used in various turning controls. Specifically, one of these various turning controls includes, for example, a straight-ahead motion during turning, the steering angle is kept substantially constant during turning, and the turning path of the vehicle body 10 is a substantially semicircular path. There is a turning control.

(A1) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 4 and 5.

Here, FIG. 4 is an explanatory view (No. 1) of the turning control of the rice transplanter according to the embodiment of the present invention, and FIG. 5 is an enlarged explanatory view of the turning control of the rice transplanter according to the embodiment of the present invention.

The rice transplanter of the present embodiment is a rice transplanter in which the control device 200 controls turning when the vehicle body 10 that has been driven straight is turned.

The control device 200 determines the turning state based on the detection result, and controls the steering turning angle based on the turning state determination.

For example, in the automatic turning control of a rice transplanter, the steering is controlled so that the steering angle is fixed at a constant α (for example, 45 degrees) during the automatic turning so as not to include a straight-ahead operation during the turning. In the control of setting a turning path with GPS and turning along the turning path, control may be difficult and unstable. Further, if the steering is moved during turning, the rotation of the rear wheels inside the turning changes, and so-called Z-turns and other controls are not stable. By keeping the steering angle constant, it is easy to control and has great versatility for aircraft with various specifications. Since the steering angle is constant, the rotation of the inner rear wheel is stable, and if the number of rotations of the inner rear wheel is small, it is possible to make a small turn, and if it is large, it is possible to easily judge that the rotation is large without an additional sensor or the like.

The control device 200 controls the steering turning angle by changing the steering turning angle return timing for returning the steering turning angle in order to make the turned vehicle body 10 go straight again based on the turning state determination.

The steering turn-off angle return timing is a timing at which the difference between the direction in which the vehicle body 10 is being turned and the direction in which the vehicle body 10 is driven straight again is less than a predetermined steering turn-off angle return level.

For example, the steering turning angle return level is 30 degrees.

The steering turning angle return timing can be adjusted based on a manual operation for adjusting a predetermined steering turning angle return level.

For example, the steering turning angle return level may be reduced to 25 degrees or increased to 35 degrees by dialing the threshold adjusting device 400 based on the experience of the operator.

The timing at which the turning state determination is performed is the timing of the position of the arrow A, which is determined based on the direction, distance, time, GNSS position, vehicle speed, etc., such as the direction of the aircraft or the right-angled orientation of the aircraft. The turning state is determined based on the direction, distance, time, GNSS position, vehicle speed, and the like.

For example, at the timing of the position where the body direction is 45 degrees, which is the difference between the direction of the vehicle body 10 being turned and the direction of moving the vehicle body 10 straight again, the turning locus has a time margin. The size is determined.

When it is determined that the turning locus of the vehicle body 10 starting from the turning start position Ps on the straight line Lv0, which is the previous process line, is the turning locus C0 of a standard size, the steering turning angle return timing is changed. Without, the steering turning angle is returned at the timing of position P0 of the standard steering turning angle return level of 30 degrees. Even if there is no change in the steering turning angle return timing, the vehicle body 10 can enter the straight-ahead control delivery zone Z as it reaches the virtual line Lh0 before the planting start line Lh, so that it is along the straight-ahead line Lv. The smooth delivery to the straight-ahead control for automatically moving the vehicle body 10 straight again is performed.

The delivery from the turning control to the straight-ahead control is performed, for example, at the timing when the entry into the straight-ahead control delivery zone Z is recognized based on the GNSS position.

In order for smooth delivery to the straight-ahead control, the straight-ahead control is not only the plunge angle to the straight-ahead line Lv but also the steering turning angle is not so large as the next process line approaches the straight-ahead line Lv. It is desirable that this is realized before the delivery zone Z.

By changing the steering turning angle return timing for returning the steering turning angle based on the turning state determination, the present inventor can achieve such straight-ahead control regardless of the turning state that is easily changed due to the influence of the field state and the like. We have reached the idea of guaranteeing smooth delivery.

Specifically, the steering angle return timing is changed as follows based on the determination of the size of the turning locus.

When it is determined that the turning locus is a turning locus C1, the steering turning angle is not at the timing of the standard 30-degree steering turning angle return level position P1, but is greater than, for example, 35 degrees. It is returned at the timing of position Q1 of the steering turning angle return level. Then, even if the turning locus is a turning locus C1 with a small turn, the vehicle body 10 can approach the straight-ahead line Lv and enter the straight-ahead control delivery zone Z, so that smooth delivery to the straight-ahead control is performed in the same manner. ..

When it is determined that the turning locus is a large turning locus C2, the steering turning angle is not at the timing of the standard 30-degree steering turning angle return level position P2, but is, for example, 25, which is smaller than 30 degrees. It is returned at the timing of position Q2 of the steering turning angle return level. Then, even if the turning locus is a turning locus C2, the vehicle body 10 can enter the straight-ahead control delivery zone Z without moving away from the straight-ahead line Lv, so that smooth delivery to the straight-ahead control is performed in the same manner. Will be.

Of course, the steering turn angle return timing may be changed based on the direction in this way, but the distance, time, and GNSS are modified so that the movement path is modified for smooth delivery to the straight-ahead control. It may be done based on the position or the vehicle speed.

By the way, in the turning assist correction control using the rear wheel pulse, the turning inner rear wheel pulse during turning is measured from the start of the automatic turning control in order to know the rear wheel rotation speed used for determining the size of the turning locus. do. The number of pulses inside the rear wheels during automatic turning is less affected by slipping and the like, and it can be determined whether the turning operation is normally performed.

In the automatic turning control of the rice transplanter, the number of pulses of the rear wheels inside the turning is measured from the start of the automatic turning control to the predetermined direction (θ0) of the aircraft. Regarding θ0, it is set to 45 degrees or more. Whether or not to include the correction of automatic turning control is determined based on the number of rear wheel pulses at the time of the aircraft direction θ0. If θ0 is 45 degrees or less, even if a correction is added to the automatic turning control, the control may not be in time and the turning accuracy may deteriorate.

When the number of pulses at this time is from p1 to p2, it is determined that the turning is normally performed, and the correction control is not performed. By providing a width from p1 to p2 to the appropriate value of the rear wheel pulse inside the turning during the automatic turning control, it is possible to improve the turning accuracy without unnecessary correction control and the like.

When the number of pulses p is p ≧ p2, it is determined that the turning is in a large turn, the steering return is started, the direction is delayed, and the aircraft is controlled so as to be aligned inward. When it is determined from the number of rotations of the rear wheels that the turn is large, the start of planting can be aligned by controlling the direction of the steering return so that the aircraft comes inward, and the turning accuracy can be improved.

When the number of pulses p is p ≦ p1, it is determined that the turning is a small turn, and the steering return is started, the direction is delayed, and the aircraft is moved outward and the planting is controlled so as to be aligned. When it is determined from the number of rotations of the rear wheels that the turn is small, the start of planting can be aligned by controlling the direction of the steering return so that the aircraft comes to the outside, and the turning accuracy can be improved.

The magnitude of the turning locus may be determined based on the magnitude of the rear wheel rotation speed at the timing of the position where the aircraft direction reaches a predetermined angle in this way, but conversely, the rear wheel rotation speed is determined. The determination may be made based on the magnitude of the aircraft orientation at the timing of the position where the predetermined number of times is reached. For example, if the size of the aircraft orientation at the timing when the rear wheel rotation speed reaches a predetermined number of times is small, it is judged that the turning is a large turn, and the steering return is started and the orientation is delayed to delay the aircraft. It may be controlled so that the beginnings of group planting are aligned on the inside.

After all, the timing at which the turning state determination is performed is determined based on one or more physical quantities selected from the direction, distance, time, GNSS position, vehicle speed, etc., and the turning state is determined based on the same physical quantity. However, the combination of these physical quantities is arbitrary. For example, the timing at which the turning state determination is performed may be determined based on the distance and the GNSS position, and the turning state determination may be determined based on the direction and the vehicle speed.

Then, the steering turn-off angle return timing is changed based on one or a plurality of physical quantities selected from the orientation, distance, time, GNSS position, vehicle speed, etc., but steering such as changing the steering turn-off angle return timing is performed. The physical quantity based on the control of the turning angle may be determined independently of the above-mentioned combination of physical quantities or may be determined subordinately. For example, the timing at which the turning state determination is performed may be determined based on time, the turning state determination may be determined based on the vehicle speed, and the steering turning angle return timing may be changed based on the directional direction and the GNSS position.

Even if the control device 200 controls the steering turning angle by changing the constant angle based on the turning state determination after maintaining the steering turning angle until the turning state determination timing for determining the turning state so as to be a constant angle. good.

When the number of pulses p is p ≧ p2, it is determined that the turning is a large turn, and the steering turning angle α, which is a constant angle, is increased to make a small turning. When it is determined from the number of rotations of the rear wheels that the turn is large, the turning accuracy can be improved by controlling the steering so that the turn is small.

When the number of pulses p is p ≦ p1, it is determined that the turning is small, and the steering turning angle α, which is a constant angle, is controlled to turn back and make a large turning. When it is determined from the number of rotations of the rear wheels that the turn is small, the turning accuracy can be improved by controlling the steering so that the turn is large.

Needless to say, a constant angle change such as turning the steering angle α may be increased or returned at the same time as the turning state determination, or may be performed 0.2 seconds after the turning state determination, for example. stomach.

The control device 200 may control the steering turning angle by changing the steering turning angle return speed for returning the steering turning angle in order to make the turned vehicle body 10 go straight again based on the turning state determination.

Of course, the steering turning angle return speed may be changed instead of changing the steering turning angle return timing so that the movement path can be corrected well, or the steering turning angle return timing may be changed together with the change of the steering turn angle return timing. You may be broken. For example, the aircraft direction for returning the steering turning angle may be constant, and only the steering turning angle returning speed may be changed.

Needless to say, the steering turning angle may be returned at the same time as the turning state determination, or may be performed 0.2 seconds after the turning state determination, for example.

In the configuration in which the steering turning angle return speed can be adjusted, even if the timing for determining the turning state is considerably close to the steering turning angle return timing, the steering turning angle return speed is increased to maintain the steering turn angle without delay. Can be returned.

(A2) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIG.

Here, FIG. 6 is an explanatory diagram of backturn control of the rice transplanter according to the embodiment of the present invention.

The rice transplanter of the present embodiment is a rice transplanter that controls turning when the control device 200 stops the vehicle body 10 that has been driven straight, moves backward, stops again, and then turns.

After going straight back from point S1 to point S2, a turn from point S2 through points S3 and R4 to point S5 is made automatically or semi-automatically.

Of course, it is also conceivable that the turning assist control is not started in the mode in which the HST is automatically controlled such as the so-called pita planting control and the pita gathering control by the turning control. This is because if the turning assist is accidentally started due to the pita approaching, an operation unintended by the HST may occur. Therefore, it is desirable to prevent unintended HST operation.

Here, the first to eighth reverse movement patterns in the back turn control, in which the vehicle body 10 that has been made to go straight is stopped, moved backward, stopped again, and then turned, will be described.

(First backward pattern)
The first reverse pattern is a reverse pattern that reverses straight.

In the rice transplanter turning assist control, it is conceivable that the steering wheel is kept straight by motor control during the back turn control from the start of reverse movement to the stop of reverse movement (1.1 m). By moving straight backward when backing up, it is possible to prevent the position from shifting until the next target line is reached by turning.

(Second reverse pattern)
The second reverse pattern is a reverse pattern in which the steering wheel is turned in front.

When the vehicle body 10 is moved backward, the control device 200 maintains the steering turning angle to a predetermined timing so as to be zero, and then moves the steering turning angle toward the turning direction with a predetermined steering turning angle amount. To change.

That is, in the rice transplanter turning assist control, it is conceivable that the steering wheel is kept straight by motor control during the back turn control from the start of reverse movement to 30 cm before the reverse movement stop (1.1 m). By moving straight backward when backing up, it is possible to prevent the position from shifting until the next target line is reached by turning.

Then, during the back turn control in the rice transplanter turning assist control, after the above control, that is, from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m), the handle is rotated at a constant angle in the turning direction by the motor control. A configuration to cut is conceivable. If you turn the steering wheel from the start of forward movement, the running trajectory will not be stable due to the vehicle speed. It may turn around and hit the shore. In addition, if the steering wheel is not turned while driving, the motor may lose the load in the field and the steering wheel may not be turned. By turning the steering wheel in the turning direction to some extent before turning, the traveling locus when moving forward and turning is stable, and a large turn can be prevented. Therefore, it is desirable to turn the steering wheel while traveling backward.

The predetermined steering turning angle amount is the steering turning angle amount at which the transmission of the driving force to the rear wheels 32 on the inside of the turning surface attached to the vehicle body 10 is not turned off.

That is, it is conceivable that the steering wheel turning angle is aimed at the extent that the rear wheel clutch is not disengaged (handle 220 degrees). This is because if you turn the steering wheel until the rear wheel clutch is disengaged, the running trajectory will change suddenly as if you were quick, and you will move backward, so not only will the planting marks be roughened with tires, but you will also be out of stock. This is because the traveling locus of turning becomes unstable.

(Third backward pattern)
The third reverse pattern is a reverse pattern in which backing is performed according to the last straight direction.

In the rice transplanter turning assist control, it is conceivable that the steering wheel is steered based on the direction in which the straight-ahead assist was last performed during the back-turn control from the start of reverse movement to the stop of reverse movement (1.1 m). This is because the straight-ahead assist control usually forcibly stops 3 m in front of the shore, so it is necessary for a person to manually plant for at least 3 m, and the manually planted part is the route for straight-ahead assist. This is because there is a possibility that the route may shift, and the route after the turning assist and the route in front of the route may not be 30 cm (depending on the model). Especially in deformed rice fields, people have a habit of turning the steering wheel when trying to enter vertically on the shore, so they rush into a bow and back in that state, and back in a direction different from the original planting route. In addition, it is possible to reduce the harmful effect that the turning path is not stable.

(Fourth reverse pattern)
The fourth reverse pattern is a reverse pattern that matches the last straight path line.

In the rice transplanter turning assist control, it is conceivable that the steering wheel is steered based on the route in which the straight-ahead assist was last performed during the back-turn control from the start of reverse movement to the stop of reverse movement (1.1 m).

(Fifth backward pattern)
The fifth reverse pattern is a reverse pattern that matches the ideal reverse stop position coordinates obtained from the last path.

Coordinates orthogonal to the last straight path and the vertical line obtained by rotating the last straight path 90 degrees from the current aircraft position during the back turn control in the rice transplanter turning assist control from the start of reverse movement to the reverse stop (1.1 m). A configuration is conceivable in which the steering wheel is steered with a coordinate point moved by an arbitrary reverse distance (1.1 m) from the point in the backward direction of the last straight path as a target point.

(Sixth backward pattern)
The sixth reverse pattern is a reverse pattern in which a period for intentionally cutting in the direction opposite to the turning direction is provided.

In the rice transplanter turning assist control, a configuration is conceivable in which a period is provided during the back turn control from the start of reverse movement to the stop of reverse movement (1.1 m) by turning the steering wheel at a constant angle in the direction opposite to the turning direction by motor control.

(Seventh backward pattern)
The seventh reverse pattern is a reverse pattern in which a period for intentionally cutting in a different direction is provided.

In the rice transplanter turning assist control, during back turn control, there is a configuration in which a period is provided between the start of reverse movement and the stop of reverse movement (1.1 m) to steer the steering wheel in a direction deviated from the direction in which the last straight assist was performed. ,Conceivable.

(Eighth reverse pattern)
The eighth reverse pattern is a reverse pattern in which a period for intentionally cutting a different route is provided.

During the back turn control in the rice transplanter turning assist control, the route (traveling route, 10 cm closer to the turning route) deviated in any direction from the route where the last straight assist was performed between the start of reverse movement and the stop of reverse movement (1.1 m). , Move away, etc.) is conceivable.

For backward patterns such as the 1st to 8th reverse patterns when turning back, the control is such that the vehicle automatically stops after moving backward for a certain distance (1.1 m), but if the vehicle stops suddenly when moving backward at high speed, The stop shock is large and may pose a danger to the operator. In addition, from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m), there is a control to turn the steering wheel in advance to the extent that the rear wheel clutch does not disengage in the turning direction (aiming at the handle 220 degrees). However, if the steering wheel is turned at high speed, the traveling route may not be stable, and the vehicle may reach the reverse stop (1.1m) position by the time the steering wheel is turned, and the steering wheel may have to be turned while the vehicle is stopped. .. Especially in the case of deep wet fields, there is a risk that the motor will lose the load on the field and will not be able to turn the steering wheel when the vehicle is stopped. Therefore, in backturn control, it is desirable to control the vehicle speed in consideration of ensuring safety.

When the forward operation is performed after the reverse movement is completed in the various configurations described above, a configuration in which the steering wheel is turned at a constant angle in the turning direction by motor control is conceivable. By turning the steering wheel in the turning direction, automatic turning is possible without the need for a person to operate the steering wheel.

That is, at the start of turning, the state of turning off the handle has already been realized.

Here, the so-called U-shaped turning control turning assist steering wheel steering, which includes a straight-ahead operation during turning, will be described.

The U-shaped turn is a turn-like turn from the point S2 to the point S5 via the points S3 and R4 regardless of whether or not the above-mentioned back straight movement is performed.

Turning start (1) The steering wheel off control completion step will be described. When the steering wheel off state has already been realized at the start of turning in the immediately preceding step, the steering wheel turning operation is completed when the deviation of the aircraft with respect to the target direction becomes a certain angle (75 degrees) or more. The configuration is conceivable. Clarification of the end condition of the handle turning operation is realized, and the start condition of the 8-row U-shaped turn is given.

During turning (2) The handle central control step will be described. When the steering wheel turning operation is completed in the immediately preceding step, a configuration in which the steering is driven by a motor in a straight-ahead state can be considered. When turning in a U shape, turn the steering wheel for a certain distance and then straighten the steering wheel once. Clarification of turning operation is realized.

During turning (2) The handle central control completion step will be described. It is conceivable that the steering wheel straight-ahead operation is completed when the counter of the rotation sensor of the rear wheel reaches a certain value or more in the immediately preceding step, that is, when the vehicle finishes traveling in the straight-ahead portion of the U-shaped turn. Clarification of the conditions for ending the straight-ahead operation of the handle is realized.

Turning start (2) The handle off control step will be described. When the straight-ahead operation of the steering wheel is completed in the immediately preceding step, a configuration in which the steering wheel is turned by a certain angle toward the turning direction is conceivable (end-off in the turning direction). When turning in a U shape, the steering wheel is turned after traveling straight for a certain distance, so that the turning operation is clarified.

Turning start (3) The steering wheel off control completion step will be described. If the aircraft is traveling in the direction of travel after turning in the previous step and the deviation of the aircraft's direction from the target direction is less than a certain angle (depending on the conditions), the configuration to complete the steering wheel turning operation is considered. Be done. Clarification of the conditions for ending the handle turning operation is realized.

Turning start (4) The steering wheel straight-ahead control step will be described. When the steering wheel turning operation is completed in the immediately preceding step, a configuration in which the steering wheel is driven straight forward can be considered. After turning the U-shape, turn the steering wheel straight. Clarification of turning operation is realized.

Turning start (4) The steering wheel straight-ahead control completion step will be described. A configuration is conceivable in which the steering wheel straight-ahead operation is completed when the steering wheel returns within a certain straight-ahead range in the immediately preceding step. Clarification of turning assist operation end conditions is realized.

The straight-ahead assist control start step will be described. A configuration is conceivable in which the straight-ahead assist is started after the straight-ahead operation of the steering wheel is completed in the immediately preceding step. Start of turning (4) When the steering wheel straight-ahead control is completed, the aircraft automatically starts straight-ahead assist after turning is completed based on the path after turning, so that turning and planting work can be continued only by operating the HST lever. Further, since the traveling route is based on the route after turning, the distance between the adjacent strips and the strips is appropriately maintained at 30 cm (depending on the model).

The turning assist control completion step will be described. A configuration is conceivable in which the turning assist control is completed when one turning operation is completed in the immediately preceding step. Clarification of turning assist operation end conditions is realized.

It is conceivable that the straight-ahead assist after turning in the straight-ahead assist control start step is automatically steered with parameters different from the steering parameters of the normal straight-ahead assist until the aircraft gets on the target line. After turning assist, if the aircraft deviates from the target path, it may take time to return to the target path by steering the steering wheel, but after turning assist, the steering parameters are strongly strengthened (steering). By increasing the amount), you can return to the target route faster and the planting marks will be cleaner.

It is conceivable that the steering parameters can be changed by operating the checker, dial, switch, etc. The return response can be changed depending on the field conditions.

It is conceivable that the steering parameters will be returned to the normal straight-ahead assist steering parameters after getting on the target line. If the steering remains tight even after getting on the target line, the steering wheel may hunt (diverge), but since the parameter switching conditions are clarified, it is normal to get on the target line without operating it. Steering parameters Automatic steering is possible.

During turning (2) It is conceivable that the counter setting of the rotation sensor of the rear wheel in the straight-ahead range can be arbitrarily changed in the handle central control completion step. By setting the counter to 0, the contents from the turning start (1) steering wheel turning control completion step to the turning start (2) steering wheel turning control step can be skipped, and a large turning one-point turning becomes possible.

It is conceivable that the contents from the turning start (1) steering wheel turning control completion step to the turning start (2) steering wheel turning control step are omitted. When U-shaped turning is performed, the turning locus may not be stable due to field conditions (slip, etc.), but the stability of turning is increased by omitting U-shaped turning in the first place. In addition, the wheel marks will be clean when turning and the field will not be roughened.

Turning start (3) It is conceivable that the turning end angle is reduced when the vehicle speed is slow in the steering wheel turning control completion step. If the vehicle speed is slow, the distance traveled from turning the steering wheel to the center of the steering wheel will be short, so it may take a large turn, but if the vehicle speed is slow, reduce the turning end angle and set the timing to return the steering wheel to the center. By delaying, the turning path can be made appropriate toward the target path.

Turning start (3) At the steering wheel off control completion step, the turning end angle may be increased when the vehicle speed is high. If the vehicle speed is high, the distance traveled from turning the steering wheel to the center of the steering wheel will be long, resulting in a small turn. When the vehicle speed is slow, the turning end angle can be increased and the timing of returning the steering wheel to the center can be made earlier so that the turning path can be made appropriate toward the target path.

Turning start (3) It is conceivable that the turning end angle is changed according to the number of lines of the aircraft in the steering wheel off control completion step. Since the turning radius and working width differ depending on the number of rows, the target route to be aimed at differs. By changing the turning end angle according to the number of rows, the turning path can be made appropriate toward the target path.

Turning start (3) When the turning end angle is set to 7 in the steering wheel off control completion step, a configuration in which the so-called 3-row straddle and 5-row straddle are changed can be considered. Since the turning radius and working width of Article 7 differ depending on the number of straddling lines, the target path to be aimed at may differ, but by changing the turning end angle depending on the number of straddling lines, the turning path is made appropriate toward the target path. be able to.

It is conceivable that the turning end angle is corrected (-2 degrees) when the internal auxiliary wheel is provided in the turning start (3) steering wheel off control completion step. If an auxiliary wheel is attached, the turning radius becomes large and the turning locus may change, but the turning end angle should be changed according to the auxiliary wheel setting to make the turning path appropriate toward the target path. (3) It is conceivable that the turning end angle is corrected (-2 degrees) when the external auxiliary wheel is provided at the steering wheel turning control completion step. If an auxiliary wheel is attached, the turning radius becomes large and the turning locus may change, but the turning end angle should be changed according to the auxiliary wheel setting to make the turning path appropriate toward the target path. When both internal and external auxiliary wheels are attached (triple configuration), an external priority configuration that gives priority to the external auxiliary wheel setting and makes corrections is conceivable. In the case of the triple configuration, the influence of the external wheels is large, but the double correction of the internal and external is prevented. By changing the turning end angle by setting the auxiliary wheel, the turning path can be made appropriate toward the target path.

When both the internal and external auxiliary wheels are attached to the turning end angle (triple configuration), a triple setting configuration in which a dedicated correction is performed can be considered. By changing the turning end angle by setting the auxiliary wheel, the turning path can be adjusted appropriately toward the target path, so it is possible to set the correction unique to the triple configuration. The correction value can be set to any value in the checker or monitor setting. A modifiable configuration is conceivable. The parameters can be changed by the user according to the field conditions.

Not only in the turning assist handle steering of the U-shaped turning control, but also in the first to eighth reverse patterns in the back turn control described above, the configuration in which the timing to start turning the steering wheel is changed according to the number of threads is provided. Conceivable. In the case of 6 rows, turn the handle from 60 cm before, and in the case of 7 or 8 rows, turn the handle from 30 cm before. This is because, in the case of Article 6, if the steering wheel is turned from 30 cm before, the turning locus may not match and it may not be possible to properly enter the target path after turning.

(B) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 7 to 9.

Here, FIG. 7 is a partial perspective view of the rice transplanter according to the embodiment of the present invention, FIG. 8 is a partial plan view of the rice transplanter according to the embodiment of the present invention, and FIG. 9 is a partial plan view of the rice transplanter according to the present invention. It is an enlarged partial plan view near the auxiliary wheel 33 of the rice transplanter.

The rice transplanter of the present embodiment is a rice transplanter in which the control device 200 controls turning when the vehicle body 10 that has been driven straight is turned.

The control device 200 changes the steering turning angle return timing for returning the steering turning angle in order to make the turned vehicle body 10 go straight again based on the mounting state of the auxiliary wheels 33.

The standard steering turning angle return timing is provided as the steering turning angle return timing when the auxiliary wheel 33 is not attached.

In the automatic turning control of the rice transplanter, the number of pulses p of the rear wheels inside the turning is measured from the start of the automatic turning control to the time when the aircraft direction becomes θ0. When the number of pulses at this time is from p1 to p2, it is determined that the turning is normally performed, and the correction control is not performed.

When the auxiliary wheel 33 is attached to the inside in the left-right direction of the vehicle body, but is not attached to the outside in the left-right direction of the vehicle body, the steering turn-off angle return timing is controlled to be later than the standard steering turn-off angle return timing. The device 200 changes the steering turning angle return timing.

When the internal auxiliary wheel 33 is installed, the value of p1 to p2 changes from the appropriate value. Therefore, when the internal auxiliary wheel 33 is installed, the turning state is performed without adjusting the standard steering turning angle return timing itself. The controller may be set to adjust the judgment standard, and the control may change the values of the appropriate values p1 and p2. By providing a width from p1 to p2 to the appropriate value of the rear wheel pulse inside the turning during the automatic turning control, it is possible to improve the turning accuracy without unnecessary correction control and the like. Further, when the internal auxiliary wheel 33 is attached, the resistance of the rear wheels during turning changes and the appropriate number of rotations of the rear wheels also changes. By changing the values of p1 and p2 in the controller setting, highly accurate automatic turning control becomes possible even when the internal auxiliary wheel 33 is attached.

When the auxiliary wheel 33 is attached to the outside in the left-right direction of the vehicle body, but is not attached to the inside in the left-right direction of the vehicle body, the steering turn-off angle return timing is controlled to be earlier than the standard steering turn-off angle return timing. The device 200 changes the steering turning angle return timing.

When the external auxiliary wheel 33 is attached, the value of p1 to p2 changes from the appropriate value. Therefore, when the external auxiliary wheel 33 is attached, the turning state is performed without adjusting the standard steering turning angle return timing itself. The controller may be set to adjust the judgment standard, and the control may change the values of the appropriate values p1 and p2. By providing a width from p1 to p2 to the appropriate value of the rear wheel pulse inside the turning during the automatic turning control, it is possible to improve the turning accuracy without unnecessary correction control and the like. Further, when the external auxiliary wheel 33 is attached, the resistance of the rear wheels during turning changes and the appropriate number of rotations of the rear wheels also changes. By changing the values of p1 and p2 in the controller setting, highly accurate automatic turning control becomes possible even when the external auxiliary wheel 33 is attached.

When the auxiliary wheels 33 are attached to the inside and the outside in the left-right direction of the vehicle body, the control device 200 changes the steering turn-off angle return timing so that the steering turn-off angle return timing is earlier than the standard steering turn-off angle return timing. ..

The control device 200 determines the turning state based on the detection result, and changes the steering turning angle return timing not only based on the mounting state of the auxiliary wheel 33 but also based on the turning state determination.

(C) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 4 and 6.

The rice transplanter of the present embodiment is a rice transplanter in which the control device 200 controls turning when the vehicle body 10 that has been driven straight is turned.

The control device 200 controls the vehicle speed in turning control.

During U-turn control in rice transplanter turning assist control, after starting control by planting operation, that is, during turning from planting, the maximum forward speed of 1.86 m / s (depending on the model) is 0.9 m / s. A configuration that regulates up to is conceivable. This is because the mileage from the start of forward movement to the end of turning the steering wheel to the target position changes depending on the vehicle speed, and if the steering wheel is turned while moving forward at high speed, it naturally becomes a large turn and the running trajectory is not stable. By regulating the vehicle speed, the traveling locus when turning is stabilized.

During U-turn control, the vehicle speed regulation for the maximum forward speed is 0.9 m / s when the HST lever reaches the maximum forward speed position, instead of cutting at a uniform peak when it reaches 0.9 m / s or more. It is conceivable that the regulation will be carried out step by step. This is because when the vehicle speed is regulated at a uniform peak of 0.9 m / s or more, the HST lever reaches the regulation upper limit of 0.9 m / s at an intermediate position, and in that case, fine adjustment is difficult and the lever is operated. However, the vehicle speed does not change, so the operation feeling may be poor. Even when the vehicle speed is regulated, fine adjustment of the vehicle speed is facilitated and the operation feeling is improved.

The control device 200 controls the vehicle speed by regulating the vehicle speed by using the first regulated speed and the second regulated speed smaller than the first regulated speed. The second vehicle speed regulation period in turning control, in which the vehicle speed is regulated so as not to exceed the second regulated speed, is the first vehicle speed in turning control, in which the vehicle speed is regulated so as not to exceed the first regulated speed. The period after the regulatory period.

The vehicle speed is regulated so as not to exceed the second regulated speed at least in the vicinity of the turning control end timing at which the turning control is terminated.

During U-turn control, when turning ends during the above-mentioned control and the difference between the target direction and the traveling direction of the aircraft becomes less than or equal to the predetermined angle (50 degrees) while traveling in the direction of the next turning target line. A configuration is conceivable in which the maximum forward speed regulation of 0.9 m / s (first regulated speed) is further regulated to 0.6 m / s (second regulated speed). As a control specification, when the aircraft approaches the direction of the target line, after returning the steering wheel to the center, automatic steering is started toward the turning target line, but it is running at high speed while turning the steering wheel. This is because the traveling route may not be stable and the entry angle with respect to the target line may be disturbed. By regulating the vehicle speed, the traveling locus when turning is stabilized.

The control device 200 performs straight-ahead control after turning when the swiveled vehicle body 10 goes straight again. The vehicle speed is regulated so as not to exceed the second regulated speed at least in the vicinity of the straight-ahead control start timing for starting the straight-ahead control after turning.

Of course, there may be an example in which the vehicle speed is regulated so as not to exceed the second regulated speed even after the straight-ahead control start timing.

For example, during U-turn control, the maximum forward speed of 0.6 m / s is regulated by automatic steering after the turn is completed, and the vehicle speed continues until the target line is reached even while the trajectory is being corrected toward the target line. A configuration that regulates is conceivable. This is because if the vehicle speed regulation is lifted after the vehicle is automatically steered after turning, the vehicle speed until it gets on the target line will be faster, so the distance until the planting mark will be straight will be longer. This is because it may end up. Even after the turn is completed, the vehicle speed is regulated to stabilize the traveling trajectory until the vehicle reaches the target line.

When the vehicle body 10 reaches the vicinity of the straight-line control target line for straight-line control after turning, the vehicle speed regulation is lifted.

Of course, there may be an embodiment in which the vehicle speed regulation is not lifted even after the vehicle body 10 reaches the vicinity of the straight-line control target line for straight-line control after turning.

For example, during U-turn control, the maximum forward speed of 0.6 m / s is regulated by automatic steering after turning, and continues until the planting clutch is engaged even while correcting the trajectory toward the target line. It is conceivable that the vehicle speed will be regulated up to that point. This is because if the vehicle speed regulation is lifted after the vehicle is automatically steered after turning, the vehicle speed until it gets on the target line will be faster, so the distance until the planting mark will be straight will be longer. This is because it may end up. Even after the turn is completed, the vehicle speed is regulated to stabilize the traveling trajectory until the vehicle reaches the target line.

In the first vehicle speed regulation period, the vehicle speed regulation is prioritized even if the vehicle speed is manually adjusted so that the vehicle speed exceeds the first regulation speed.

In the second vehicle speed regulation period, the vehicle speed regulation is prioritized even if the vehicle speed is manually adjusted so that the vehicle speed exceeds the second regulation speed.

It is conceivable that the vehicle speed return response speed of the HST when the vehicle speed regulation is released during the U-turn control is set to return more slowly than when the normal lever is operated. This is because if the vehicle speed suddenly returns after the end of control, it may pose a danger to the operator, but safety is ensured.

It is conceivable that the vehicle speed regulation regulates the HST trunnion opening based on the theoretical value of the vehicle speed at the HST lever position. The vehicle speed regulation method has been clarified, and the vehicle speed can be easily regulated because the judgment is made only by the lever position.

If the current vehicle speed is detected by the rear wheel rotation sensor during vehicle speed regulation and it is determined that the vehicle speed is slower than the target vehicle speed, the trunnion opening is increased to increase the vehicle speed, and the rear wheel rotation sensor is used for detection. Depending on the field conditions, the vehicle speed may fluctuate even with the same trunnion opening, but the vehicle speed can be stably turned according to the field conditions.

If the current vehicle speed is detected by the rear wheel rotation sensor during vehicle speed regulation and it is determined that the vehicle speed is faster than the target vehicle speed, the trunnion opening is lowered to reduce the vehicle speed, and the rear wheel rotation sensor is used for detection. Depending on the field conditions, the vehicle speed may fluctuate even with the same trunnion opening, but the vehicle speed can be stably turned according to the field conditions.

If the current vehicle speed is detected by GPS during vehicle speed regulation and it is determined that the vehicle speed is slower than the target vehicle speed, the trunnion opening is increased to increase the vehicle speed, and GPS detection is conceivable. Depending on the field conditions, the vehicle speed may fluctuate even with the same trunnion opening, but the vehicle speed can be stably turned according to the field conditions.

If the current vehicle speed is detected by GPS during vehicle speed regulation and it is determined that the vehicle speed is faster than the target vehicle speed, the trunnion opening is lowered to lower the vehicle speed, and GPS detection is conceivable. Depending on the field conditions, the vehicle speed may fluctuate even with the same trunnion opening, but the vehicle speed can be stably turned according to the field conditions.

It is conceivable that the GPS vehicle speed is detected by GPS using the average value for a certain period of time (0.5 seconds, 1 second, etc.). Since the GPS vehicle speed is not stable, blurring occurs when it is judged by an instantaneous value, but the vehicle speed detection accuracy is improved by using the average value.

It is conceivable that the GPS vehicle speed acquired at regular time intervals (0.1 seconds) is detected by GPS, in which the average vehicle speed is calculated by omitting the maximum and minimum values when calculating the average value. If the GPS vehicle speed is judged by the instantaneous value due to poor stability, blurring may occur and an abnormal value may be received momentarily due to its characteristics, but the maximum and minimum values are thinned out to improve the vehicle speed detection accuracy.

When the currently obtained GPS vehicle speed average value Vn changes significantly from the GPS vehicle speed average value Vn-1 obtained one cycle ago (1.0 m / s or more, etc.), the currently obtained GPS vehicle speed average value Vn is abnormal. It is conceivable that the GPS detection is performed by determining and controlling the GPS vehicle speed average value Vn-1 obtained one cycle before as positive. If the GPS vehicle speed is judged by an instantaneous value due to poor stability, blurring may occur and an abnormal value may be received momentarily due to its characteristics, but the vehicle speed detection accuracy is improved by thinning out the abnormal value.

It is conceivable that the vehicle speed monitoring (fast or slow) is performed not at the main control cycle (10 ms, etc.) but at regular intervals (0.5 seconds, 1 second, etc.). This is because if the monitoring cycle is too short, the vehicle speed is not stable and the HST is constantly feedback-controlled, resulting in a hunting cap and poor habitability.

It is conceivable that the appropriate range of vehicle speed monitoring (fast or slow) is provided with a certain threshold value (allowing up to ± 0.1 m / s, etc.). This is because if the appropriate range of the vehicle speed is too narrow, the HST is constantly feedback-controlled, resulting in a hunting cap and poor habitability.

A configuration is conceivable in which the opening degree of the HST corrected by vehicle speed monitoring (fast or slow) is aimed at a constant vehicle speed range (0.1 m / s). Since it is necessary to set an appropriate value for how much correction should be made at one time, it is possible to gradually adjust the vehicle speed without making corrections all at once.

If the current vehicle speed is significantly different from the target vehicle speed, it is conceivable that the above-mentioned contents are repeated at regular intervals. By repeating the feedback control, smooth vehicle speed correction becomes possible.

A configuration is conceivable in which the opening degree of the HST to be corrected is stored in a non-volatile state held by the controller and can be changed by a checker or a dial operation of the monitor panel, and the correction opening degree is changed non-volatilely. Depending on the situation, the response of the vehicle speed correction can be made faster or slower.

The opening degree of the HST to be corrected can be changed by operating an external dial, and a configuration in which the correction opening degree is changed by a dial can be considered. The checker operation and the operation of entering a deep layer on the monitor may be troublesome, but depending on the situation, it is easy to speed up or slow down the response of the vehicle speed correction.

It is conceivable that not only the trunnion opening of the electric HST but also the engine speed is feedback-controlled at the same time by the electric accelerator control. This is because in deep fields such as wet fields, if only the HST opening is increased, the engine may stop due to an engine drop.

It is conceivable that the feedback control of the HST and the electric accelerator is performed even during normal driving, not during turning assist. Even during normal running, running control according to the HST lever position is possible regardless of the field conditions.

It is conceivable that the feedback control is not performed when the auxiliary transmission is at the moving speed. This is because if the control that automatically corrects the HST opening is activated when driving on the road, the driving may be different from the driving intended by the operator (automatic acceleration), and a dangerous state occurs. This is because it is desirable not to perform travel correction without permission when traveling on the road.

It is conceivable that the feedback control is not performed when the planting part is raised. This is because when the auxiliary transmission is at the planting speed when driving on the road, if the control that corrects the HST opening is activated without permission, the driving may be different from the driving intended by the operator (automatic acceleration). This is because it is desirable not to perform the running correction without permission during non-working because a dangerous state may occur.

It is conceivable that the feedback control is not performed when the planting clutch is disengaged. This is because when the auxiliary shift is the planting speed when traveling on the road, if the control that automatically corrects the HST opening is activated, the traveling will be different from the traveling intended by the operator (automatic acceleration). There is a risk, dangerous conditions may occur, and depending on the situation, such as avoiding obstacles, there is a possibility that the planting part will be lowered below a certain height and the vehicle will run on the road. This is because it is desirable that the control does not work unless the planting clutch is engaged, that is, the rice is being planted.

A configuration is conceivable in which the switching between the presence and absence of feedback control is stored in a non-volatile device held by the controller, and the setting on / off can be changed in a non-volatile manner, which can be changed by a checker or a dial operation on the monitor panel. This is because there are some users who do not want to correct the vehicle speed because the feeling changes, and it is desirable that the vehicle speed correction can be turned on and off depending on the situation.

It is conceivable that the setting on / off can be changed with a switch so that the presence / absence of feedback control can be changed by operating an ON / OFF switch or the like. This is because there are some users who do not want to correct the vehicle speed because the feeling changes, and it is desirable that the vehicle speed correction can be turned on and off depending on the situation.

In the second vehicle speed regulation period, the vehicle speed is regulated to match the second regulation speed. In the first and second vehicle speed regulation periods, the vehicle body 10 is stopped when a manual operation for adjusting the vehicle speed is performed so that the vehicle speed is lower than the second regulation speed.

During U-turn control, it is conceivable that the opening of the HST is fixed at the neutral position on the ultra-low speed side of the forward movement so that the vehicle cannot travel. This is because if the turning assist is performed at an ultra-low speed, the GPS information may vary widely, or the turning performance may not be stable due to the influence of the field. Therefore, the automatic steering is turned on after the turning is completed. However, at that time, if the speed is not higher than a certain speed, the automatic steering may be cut off due to an error at low speed. By regulating turning assist at unstable speeds, smooth turning with a stable running trajectory and prevention of automatic steering errors after turning are prevented.

A configuration is conceivable in which the maximum forward speed of 1.86 m / s (depending on the model) is restricted to 0.9 m / s when the ridge warning is started during U-turn control (about 8 m in front of the ridge). This is because when U-turn control is started while driving at high speed, the mileage from the start of forward movement to the end of turning the steering wheel to the target position changes depending on the vehicle speed, and the vehicle moves forward at high speed. However, if you turn the steering wheel, it will naturally turn around and the running trajectory will not be stable. Before the start of U-turn control, the vehicle speed is reduced to some extent to enable smooth U-turn control.

It is conceivable that the vehicle speed regulation will be carried out in stages according to the distance to the ridge. The regulated vehicle speed in one configuration example is 1.3 m / s for 8 m or more, 1.2 m / s for 6 m to 8 m, and 1.1 m / s for 4 m to 6 m, in accordance with the shore warning. From 2m to 4m, it is 1.0m / s, and when it is 2m or less, it is 0.9m / s. This is because if the vehicle speed is regulated too much from the front, it will take longer than necessary to reach the target shore position.

It is conceivable that the response speed of the HST at the start of vehicle speed regulation is set to return more slowly than when the lever is normally operated. This is because if the vehicle speed changes, it may pose a danger to the operator, and safety is ensured.

It is conceivable that the vehicle speed regulation control at the ridge is continued until the HST lever is once returned to the vehicle speed regulation position. This is because the shore stop control is basically designed to automatically stop 3 m before, so if you cannot actually drive to the position you want to make a U-turn and drive after the shore stop control is effective once, This is because it is meaningless unless the vehicle speed regulation is effective when driving with the automatic steering turned off by oneself at the shore. If the automatic steering is turned off by yourself at the ridge, even if the HST lever position remains as it is until the U-turn start position, the vehicle speed regulation can be continued until a person voluntarily operates the lever, and smooth U-turn control is possible. Become.

It is conceivable that the vehicle speed regulation control at the ridge is released when the U-turn control is started. This is because if the vehicle speed regulation at the ridge is continued for a long time, it will collide with the vehicle speed regulation at the time of turning assist and the control will not be established. Clarification of vehicle speed regulation release conditions at the ridge will be realized.

It is conceivable that the vehicle speed regulation control at the ridge is released when the U-turn control is turned off (U-turn switch OFF). This is because if the vehicle speed regulation at the ridge is continued for a long time, it will collide with the vehicle speed regulation at the time of turning assist, or if the turning assist is turned off in the first place, the regulation must be lifted, but the regulation continues. This is because it will be lost. Clarification of vehicle speed regulation release conditions at the ridge will be realized.

The control device 200 also performs turning control when the vehicle body 10 that has been driven straight is stopped, moved backward, stopped again, and then turned. When the vehicle body 10 is moved backward, the control device 200 regulates the vehicle speed by using a third regulated speed that does not exceed the second regulated speed.

Of course, there may be an embodiment in which the control device 200 regulates the vehicle speed by using a third regulated speed that does not exceed the first regulated speed when the vehicle body 10 is moved backward.

For example, in the rice transplanter turning assist control, the maximum reverse speed of 1.2 m / s is normally restricted to 0.9 m / s from the start of reverse movement to 30 cm before the reverse stop (1.1 m) during back turn control. ,Conceivable. This is because under the control of automatically stopping after moving backward for a certain distance (1.1 m) when turning back, if the vehicle suddenly stops when moving backward at high speed, the stop shock will be large and may pose a danger to the operator. This is because safety is ensured.

During the back turn control in the rice transplanter turning assist control, the maximum reverse speed regulation of 0.9 m / s is set to 0 after the above-mentioned control, that is, from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m). A configuration that further regulates up to .5 m / s (third regulated speed) is conceivable. This is a control that turns the steering wheel in advance to the extent that the rear wheel clutch does not disengage in the turning direction from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m). However, if you turn the steering wheel at high speed, the driving route may not be stable, and you will reach the reverse stop (1.1m) position by the time you finish turning the steering wheel, and you will have to turn the steering wheel while the vehicle is stopped. This is because problems may occur (especially in the case of deep wetlands, the motor may lose the load of the field and cannot turn the steering wheel when the vehicle is stopped). In addition, the above-mentioned control makes it possible to travel a certain distance without suppressing the vehicle speed too much, and by restricting the vehicle speed to some extent in advance, the shift shock at the time of switching 30 cm before the reverse stop (1.1 m) is suppressed. At the same time, it is possible to suppress a stop shock of a reverse stop (1.1 m).

It goes without saying that the various controls described above in U-turn control can be used not only in U-turn control but also in back-turn control.

For example, during the back turn control in the rice transplanter turning assist control, after the reverse control in the back straight travel described above, that is, during turning from the reverse stop, the normal forward maximum speed of 1.86 m / s (depending on the model) is 0. A configuration that regulates up to 9 m / s is conceivable.

(D) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 4 and 6.

In the rice transplanter of the present embodiment, the control device 200 performs straight-ahead control before turning when the vehicle body 10 to be turned goes straight, and performs turning control when turning the vehicle body 10 which has been made straight. This is a rice transplanter that controls straight-ahead movement after turning when the vehicle body 10 that has been turned is made straight-ahead again.

Switching from straight-ahead control before turning to turning control is based on manual operation.

Of course, there may be an embodiment in which the switching from the straight-ahead control before turning to the turning control is automatically performed in the same manner as the switching from the turning control to the straight-ahead control after turning, and after turning from turning control. There is also an embodiment in which the switching to the straight-ahead control is performed based on a manual operation.

The steering turning angle return timing for returning the steering turning angle in order to make the turned vehicle body 10 go straight again is provided as a timing before the straight running control start timing for starting the straight running control after turning.

The steering turn-off angle return timing is a timing at which the difference between the direction in which the vehicle body 10 is being turned and the direction in which the vehicle body 10 is driven straight again is less than a predetermined steering turn-off angle return level.

As mentioned above, for example, the steering turning angle return level is 30 degrees.

The steering turning angle return timing can be adjusted based on a manual operation for adjusting a predetermined steering turning angle return level.

As described above, for example, the steering turning angle return level may be reduced to 25 degrees or increased to 35 degrees by a dial operation of the threshold adjusting device 400 based on the operator's experience. ..

(E) Next, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically with reference to FIGS. 10 to 24.

Here, FIGS. 10 to 23 are explanatory views (No. 2 to 15) of the turning control of the rice transplanter according to the embodiment of the present invention, and FIG. 24 shows the vicinity of the operation unit 50 of the rice transplanter according to the embodiment of the present invention. It is a partial perspective view of.

<Turning assist correction control using Z-turn (1)> (see Fig. 10)
In the automatic turning control of the rice transplanter, the steering turning angle is fixed at a constant α during the automatic turning. In addition, the Z-turn is designed with the aim of issuing a planting portion lowering signal when the Z-turn is turned 135 °.

There is a problem that the control is difficult and unstable because the control is such that the turning path is set by GPS and the turning is performed along the turning path.

By keeping the steering angle constant, it is easy to control and has great versatility for aircraft with various specifications. Since the steering angle is constant, the rotation of the rear wheels on the inside of the turn is constant, and the Z-turn control accuracy is improved.

<Turning assist correction control using Z-turn (2)> (see Fig. 10)
When the orientation of the rice transplanter during automatic turning control is measured by the IMU and the planting part lowering signal is not output when the machine reaches the angle of θ1 (the rear wheels inside the turning are not rotating from the design value). (Case), it is determined that the vehicle is making a small turn, and correction control is performed to return the steering angle α and make a large turn.

By correcting the turning assist control by utilizing the Z-turn control, it is possible to easily determine whether or not the turning radius is corrected by the existing program and the sensor, and the turning accuracy can be improved.

<Turning assist correction control using Z-turn (3)> (See Fig. 10)
When the orientation of the rice transplanter during automatic turning control is measured by the IMU and the planting part lowering signal is output when the machine reaches an angle of θ2 (the rear wheels inside the turning rotate too much from the design value). If there is), it is determined that the vehicle is making a large turn, and correction control is performed to increase the steering turning angle α and make a small turn.

By correcting the turning assist control by utilizing the Z-turn control, it is possible to easily determine whether or not the turning radius is corrected by the existing program and the sensor, and the turning accuracy can be improved.

<Turning assist correction control using Z-turn (4)> (see FIG. 11)
When the orientation of the rice transplanter during automatic turning control is measured by the IMU and the planting part lowering signal is not output when the machine reaches the angle of θ1 (the rear wheels inside the turning are not rotating from the design value). (Case), it is judged that the vehicle is making a small turn, and the steering is started to return and the direction is advanced so that the planting marks are aligned.

By correcting the turning assist control by utilizing the Z-turn control, it is possible to easily determine whether or not the turning radius is corrected by the existing program and the sensor, and the turning accuracy can be improved.

<Turning assist correction control using Z-turn (5)> (See Fig. 12)
When the orientation of the rice transplanter during automatic turning control is measured by the IMU and the planting part lowering signal is output when the machine reaches an angle of θ2 (the rear wheels inside the turning rotate too much from the design value). If there is), it is judged that it is making a large turn, and the steering is started to return, the direction is delayed, and control is performed so that the planting marks are aligned.

By correcting the turning assist control by utilizing the Z-turn control, it is possible to easily determine whether or not the turning radius is corrected by the existing program and the sensor, and the turning accuracy can be improved.

<Turning assist correction control using Z-turn (6)> (see FIG. 13)
The angles θ1 and θ2 for determining whether to perform turning assist correction control shall be 140 ° or less.

By setting θ1 and θ2 to 140 ° or less, even if the correction control is activated, it is possible to prevent the correction from being in time and the turning accuracy from being deteriorated.

<Turning assist control from 3 points (1)> (see FIG. 14)
In the automatic turning control of the rice transplanter, the steering turning angle is fixed at a constant α during the automatic turning.

There is a problem that the control is difficult and unstable because the control is such that the turning path is set by GPS and the turning is performed along the turning path.

By keeping the steering angle constant, it is easy to control and has great versatility for aircraft with various specifications.

<Turning assist control from 3 points (2)> (see FIG. 14)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information.

By obtaining the coordinates, it is possible to confirm whether the aircraft is turning as planned.

<Turning assist control from 3 points (3)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0).

By obtaining the turning radius, it is possible to determine whether the aircraft is turning at the planned turning radius.

<Turning assist control from 3 points (4)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0). When the obtained turning radius R1 is Ra (lower limit of proper turning radius) ≤ R1 ≤ Rb (upper limit of proper turning radius), it is determined that normal turning is performed, and turning is performed as it is without correction or the like.

The accuracy of turning can be improved by determining from the measured turning radius whether or not the turning is performed normally for each turning.

<Turning assist control from 3 points (5)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0). When the obtained turning radius R1 is Rb ≦ R1, it is determined that the turning radius is large, and the steering angle is controlled to be added so as to make a small turning radius.

When it is determined from the measured turning radius that the turning is large, the steering accuracy can be improved by controlling the steering so that the turning is small.

<Turning assist control from 3 points (6)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0). When the obtained turning radius R1 is R1 ≦ Ra, it is determined that the steering angle is small, and the steering angle is controlled to be returned so that the turning radius is large.

When it is determined from the measured turning radius that the turning is small, the steering accuracy can be improved by controlling the steering so that the turning is large.

<Turning assist control from 3 points (7)> (see FIG. 16)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0). When the obtained turning radius R1 is Rb ≦ R1, it is judged that the turning radius is large, and the steering return start direction at the end of turning is delayed so that the planting trace is inside, and the cultivation trace is controlled so as to be aligned. ..

When it is determined from the measured turning radius that the turning is a large turn, the steering start position at the end of turning is delayed so that the tillage start position can be aligned with the previous process, and the accuracy of turning assist control is improved. ..

<Turning assist control from 3 points (8)> (see FIG. 17)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. Substituting each coordinate into the following equations from the acquired coordinates of the three points, the turning radius R1 is obtained by solving the simultaneous equations, and it is monitored whether the turning radius can be controlled as planned (x ² + y ² + lx + my + n = 0). When the obtained turning radius R1 is R1 ≤ Ra, it is judged that the turning is small, and the steering return start direction at the end of turning is accelerated so that the planting trace is on the outside, and the cultivating trace is controlled so as to be aligned. ..

When it is determined from the measured turning radius that the turning is a small turn, the start of tillage can be aligned with the previous process by accelerating the steering return start direction at the end of turning, and the accuracy of turning assist control is improved.

<Turning assist control from 3 points (9)> (see FIG. 18)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. For θ1, θ2, and θ3, the control is to acquire the position information so that the values are separated by 30 ° or more.

If three points are acquired at a small angle and the turning radius is obtained, the error becomes large and there is a high possibility that an accurate turning radius cannot be obtained.

By acquiring the position coordinates separated by 30 ° or more and obtaining the turning radius, it is possible to obtain a highly accurate turning radius, and the accuracy of turning assist control can be improved.

<Turning assist control from 3 points (10)> (see FIG. 19)
In the automatic turning control of the rice transplanter, the control is such that the aircraft turning angle during automatic turning at a constant steering angle and the coordinates at θ1, θ2, and θ3 are acquired from the GNSS antenna information. For θ1, θ2, and θ3, the control is to acquire the position information so that the values are separated by 30 ° or more. Further, θ3 is set to 120 ° or less.

Even if an attempt is made to correct the turning control from the turning radius acquired at 120 ° or more, the control may not be in time and the turning accuracy may drop.

By determining whether or not to correct the turning control before turning 120 degrees, the effect of the correction can be sufficiently exhibited and the accuracy of the turning assist control is improved.

<Straight assist control (1)>
In a straight-ahead assist rice transplanter, if the IMU detects the tilt of the aircraft in the rolling direction and the state of tilting in one direction continues for a certain period of time, it is determined that the wheels are rutted and the steering amount dial value is automatically set. Is controlled to change to the more side.

If the steering amount remains small in a rutted state, the steering control amount during straight-ahead control is small and the straight-ahead accuracy deteriorates. Also, I can't get out of the rut.

By automatically increasing the steering amount, the straight-line accuracy is improved. In addition, it is possible to escape from the rut at an early stage and improve straightness.

<Straight assist control (2)>
In a straight-ahead assist rice transplanter, if the IMU detects the tilt of the aircraft in the rolling direction and the state of tilting in one direction continues for a certain period of time, it is determined that the wheels are rutted and the steering amount dial value is automatically set. Is controlled to change to the more side. Further, when it is determined that the aircraft remains horizontal for a certain period of time, the control is automatically returned to the original steering amount.

If the steering amount remains large even after escaping from the rut, the steering control amount may be too large and meander.

The straight-line accuracy is improved by automatically returning to the original steering amount when the vehicle returns to the horizontal state.

<Improvement of turning assist control (1)> (see Fig. 20)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control.

The steering was turned off, the steering was returned in the middle of the turn, and the steering was run sideways to perform the alignment. However, the lateral running distance may not be stable depending on the field conditions and the alignment may not be met. Eliminate unstable elements caused by sideways running. Further, it is simpler to turn with the steering fixed than the method of designating and controlling the route by GNSS or the like, and it can be stabilized without being influenced by the GNSS sensitivity.

By fixing the steering angle when turning according to each model and number of lines, unstable elements due to lateral running can be eliminated, the line alignment can be stabilized, and the control is simple and versatile. In addition, the turning can be stabilized without being influenced by GNSS.

The change from U-turn to U-turn is realized.

<Improvement of turning assist control (2)> (see Fig. 20)
In the turning assist control, when the steering turning angle is set for each model, the turning radius is different for each model, but the control is such that the back amount L at the time of back turning is changed according to the turning radius.

When the steering turning angle is changed, the turning radius changes, but if the back turning amount is constant, there is a problem that the seedlings may be crushed due to over-backing or riding on the ridge when the turning radius becomes large. ..

When the steering angle is changed, the turning radius changes and the back amount is set according to the turning radius, so that the optimum turning can be performed and the work efficiency is improved.

<Improvement of turning assist control (3)> (see Fig. 20)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively.

Since the turning radius differs for each aircraft even if the steering angle is the same due to variations in parts, the accuracy of turning assist control can be improved by configuring the steering angle according to each aircraft.

<Improvement of turning assist control (4)> (see Fig. 20)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. In addition, the value can be adjusted with the dial of the monitor (example: 1 memory steering 5 °).

The accuracy of turning assist can be improved by making a configuration that can be finely adjusted according to the field conditions.

<Improvement of turning assist control (5)> (see Fig. 20)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. In addition, the value can be adjusted with the dial of the monitor. In addition, the configuration is such that an appropriate back amount according to the adjusted turning angle is automatically interlocked and changed.

L': Back amount L: Specified back amount K: Adjustment coefficient α: Cutting angle J: Cutting angle adjustment value with dial L'= L · K · (α + J)
When the turning radius becomes large, it is necessary to take a distance to the ridge by that amount, and if the backing distance is constant, there is a problem that when the turning radius is increased, the player rides on the ridge.

By changing the amount of backing in conjunction with changing the turning angle, it is possible to prevent the seedlings from riding on the ridge during turning or crushing the seedlings with the backing, and it is possible to stabilize the turning assist.

<Improvement of turning assist control (6)> (see Fig. 21)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. Further, in order to adjust the turning accuracy according to the field conditions, the azimuth angle β of the aircraft, which starts to return the steering of the circled number 4 in the figure to the straight-ahead state, can be adjusted with the dial of the monitor.

By making it possible to finely adjust the timing at which the steering starts to return to the straight-ahead state, it is possible to perform turning assist according to the field conditions and improve the accuracy.

<Improvement of turning assist control (7)> (see Fig. 21)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. In addition, the value can be adjusted with the dial of the monitor (example: 1 memory steering 5 °). According to the adjusted turning angle, the azimuth angle β of the aircraft, which starts to return the steering of the circled number 4 in the figure to the straight-ahead state, is changed in conjunction with the adjustment.

β': Steering return start aircraft azimuth β: Steering return start aircraft azimuth specified value K: Adjustment coefficient J: Dialing angle adjustment value β'= β · K · (α + J)
The turning assist accuracy can be improved by changing the timing at which the steering starts to return to the straight-ahead state in conjunction with the steering angle.

<Improvement of turning assist control (8)> (see Fig. 21)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. In addition, the value can be adjusted with the dial of the monitor (example: 1 memory steering 5 °). According to the adjusted turning angle, the azimuth angle β of the aircraft that starts to return the steering of the circled number 4 in the figure to the straight-ahead state is changed in conjunction with it, and the back amount at the time of back turning is also changed in conjunction with it. ..

The turning assist accuracy can be improved by changing the timing at which the steering starts to return to the straight-ahead state and the back amount in conjunction with the steering angle.

<Improvement of turning assist control (9)> (see FIG. 22)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. Further, the vehicle speed during turning is detected, and the turning angle α is changed in conjunction with the vehicle speed. The larger the vehicle speed V, the larger the turning angle α, so that the change in the turning radius due to the vehicle speed can be suppressed.

α': Turning angle C: Adjustment coefficient V: Turning vehicle speed α: Specified steering turning angle α'= C ・ V ・ α
The turning radius can be stabilized by changing the turning angle according to the vehicle speed.

<Improvement of turning assist control (10)> (see FIG. 23)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. Further, the angular velocity γ during turning is detected, and the cutting angle α is changed in conjunction with the angular velocity. The larger the vehicle speed V, the larger the turning angle α, so that the change in the turning radius due to the vehicle speed can be suppressed.

α': Turning turning angle C: Adjustment coefficient γ: Turning turning angular velocity α: Specified steering turning angle α'= C, γ, α
The turning radius can be stabilized by changing the turning angle according to the turning mid-angular velocity.

<Improvement of turning assist control (11)> (see FIG. 23)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. Further, the HST lever opening degree during turning is detected, and the turning angle α is changed in conjunction with the HST lever. The larger the HST lever opening R, the larger the turning angle α, so that the change in the turning radius due to the vehicle speed can be suppressed.

α': Turning angle C: Adjustment coefficient R: HST lever opening α: Specified steering angle α'= C ・ R ・ α
The turning radius can be stabilized by changing the turning angle according to the opening degree of the HSTB lever.

<Improvement of turning assist control (12)> (see FIG. 21)
In the turning assist control, the steering turning angle α is set according to the turning target distance for each model, and the steering is controlled to turn at a fixed steering turning angle α during the turning control. The turning angle α can be set for right turn and left turn respectively. In addition, the value can be adjusted with the dial of the monitor. In addition, the appropriate back amount and the steering wheel return start timing are automatically interlocked and changed according to the adjusted turning angle.

L': Back amount L: Specified back amount K: Adjustment coefficient α: Cutting angle J: Cutting angle adjustment value with dial L'= L · K · (α + J)
β': Steering return start aircraft azimuth β: Steering return start aircraft azimuth specified value K: Adjustment coefficient J: Dialing angle adjustment value β'= β · K · (α + J)
When the turning radius becomes large, it is necessary to take a distance to the ridge by that amount, and if the backing distance is constant, there is a problem that when the turning radius is increased, the player rides on the ridge.

By changing the amount of backing in conjunction with changing the turning angle, it is possible to prevent the seedlings from riding on the ridge during turning or crushing the seedlings with the backing, and it is possible to stabilize the turning assist.

<Turn assist Z turn correction (1)>
In the rice transplanter Z-turn control, during the turning assist, the planting portion lowering timing N1 determined by the detection of the rear wheel rotation sensor is corrected (+20 pls).

In the turning assist control, the turning is larger than the normal turning, so the timing of the Z turn does not match (too early). If you want to adjust the timing to the Z turn, the user has to operate the checker and monitor by himself.

At the time of turning assist, the user's trouble can be saved by automatically inserting the correction of Z turn.

<Turn assist Z turn correction (2)>
In the rice transplanter Z-turn control, the timing N2 for engaging the planting clutch, which is determined by the detection of the rear wheel rotation sensor, is corrected (+20 pls) during the turning assist.

In the turning assist control, the turning is larger than the normal turning, so the timing of the Z turn does not match (too early). If you want to adjust the timing to the Z turn, the user has to operate the checker and monitor by himself.

At the time of turning assist, the user's trouble can be saved by automatically inserting the correction of Z turn.

<Turn assist Z turn correction (3)>
In the configuration of turning assist Z turn correction (1), the N1 correction is changed according to the number of lines of the aircraft.

Since the turning radius and working width differ depending on the number of rows, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of rows.

<Turn assist Z turn correction (4)>
In the configuration of turning assist Z turn correction (1), when N1 correction is set to 7 rows, it is configured to be changed between 3 strokes and 5 strokes.

Since the turning radius and working width of Article 7 differ depending on the number of straddling rows, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of straddles.

<Turn assist Z turn correction (5)>
In the configuration of the turning assist Z turn correction (1), the N1 correction is changed when the internal auxiliary wheel is provided (+30 pls).

Since the turning radius and working width differ depending on the auxiliary wheel, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turn assist Z turn correction (6)>
In the configuration of the turning assist Z turn correction (1), the N1 correction is changed when the external auxiliary wheel is provided (+30 pls).

Since the turning radius and working width differ depending on the auxiliary wheel, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turn assist Z turn correction (7)>
In the configuration of turning assist Z turn correction (1), N1 correction is internal and when both external auxiliary wheels are attached (triple) The external auxiliary wheel setting is prioritized and correction is performed (external priority ver). ..

In the case of triple, the influence of the external wheel is large. Double correction prevention of internal and external is realized.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turn assist Z turn correction (8)>
In the configuration of turning assist Z turn correction (1), the N1 correction is internally installed, and when both external auxiliary wheels are attached (triple), a dedicated correction is performed (triple setting ver).

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel. Triple-specific correction settings are possible.

<Turn assist Z turn correction (9)>
In the configuration of turning assist Z turn correction (2), the N2 correction is changed according to the number of lines of the aircraft.

Since the turning radius and working width differ depending on the number of rows, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of rows.

<Turning assist Z turn correction (10)>
In the configuration of turning assist Z turn correction (2), when N2 correction is set to 7 rows, it is configured to be changed between 3 strokes and 5 strokes.

Since the turning radius and working width of Article 7 differ depending on the number of straddling rows, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of straddles.

<Turning assist Z turn correction (11)>
In the configuration of the turning assist Z turn correction (2), the N2 correction is changed when the internal auxiliary wheel is provided (+40 pls).

Since the turning radius and working width differ depending on the auxiliary wheel, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turn assist Z turn correction (12)>
In the configuration of the turning assist Z turn correction (2), the N2 correction is changed when the external auxiliary wheel is provided (+40 pls).

Since the turning radius and working width differ depending on the auxiliary wheel, the target route to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turn assist Z turn correction (13)>
In the configuration of turning assist Z turn correction (2), N2 correction is internal and when both external auxiliary wheels are attached (triple) The external auxiliary wheel setting is prioritized and correction is performed (external priority ver). ..

In the case of triple, the influence of the external wheel is large. Double correction prevention of internal and external is realized.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel.

<Turning assist Z turn correction (14)>
In the configuration of turning assist Z turn correction (2), the N2 correction is internally installed, and when both external auxiliary wheels are attached (triple), a dedicated correction is performed (triple setting ver).

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount with the auxiliary wheel. Triple-specific correction settings are possible.

<Turn assist Z turn correction (15)>
The correction values of the turning assist Z turn corrections (1) to (14) can be changed to arbitrary values by the checker or monitor setting.

The parameters can be changed by the user according to the field conditions.

<Rice transplanter turning assist monitor guidance display (1)> (see Fig. 24)
When turning left from the start to the end of turning assist by the rice transplanter turning assist control, the marker monitor lamp is configured to blink the left lamp in the turning direction periodically (on-time 500 ms cycle 1 second, etc.).

At the time of auto-marker (condition of turning assist), the marker monitor lamp turns on the lamp in the direction opposite to the current direction when the planting part rises without shifting to the turning direction. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction of turning and turning the steering wheel is left, but the lamp is on the right, which makes the operator feel uncomfortable (actually, it is not a turning direction lamp but a marker lamp, so the operation is correct, but a sense of discomfort occurs).

The marker lamp can be used as a turning guidance lamp during turning assist.

<Rice transplanter turning assist monitor guidance display (2)>
When turning right from the start to the end of turning assist by rice transplanter turning assist control, the marker monitor lamp is configured to blink the right lamp in the turning direction periodically (on-time 500 ms cycle 1 second, etc.).

At the time of auto-marker (condition of turning assist), the marker monitor lamp turns on the lamp in the direction opposite to the current direction when the planting part rises without shifting to the turning direction. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction of turning and turning the steering wheel is left, but the lamp is on the right, which makes the operator feel uncomfortable (actually, it is not a turning direction lamp but a marker lamp, so the operation is correct, but a sense of discomfort occurs).

The marker lamp can be used as a turning guidance lamp during turning assist.

<Rice transplanter turning assist monitor guidance display (3)>
The rice transplanter turning assist control is configured to display "Turning assist is turning left" when turning left from the start to the end of turning assist.

At the time of auto-marker (condition of turning assist), the marker monitor lamp turns on the lamp in the direction opposite to the current direction when the planting part rises without shifting to the turning direction. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction of turning and turning the steering wheel is left, but the lamp is on the right, which makes the operator feel uncomfortable (actually, it is not a turning direction lamp but a marker lamp, so the operation is correct, but a sense of discomfort occurs).

You can see the current turning direction.

<Rice transplanter turning assist monitor guidance display (4)>
The rice transplanter turning assist control is configured to display "Turning assist is turning right" when turning right from the start to the end of turning assist.

At the time of auto-marker (condition of turning assist), the marker monitor lamp turns on the lamp in the direction opposite to the current direction when the planting part rises without shifting to the turning direction. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction of turning and turning the steering wheel is left, but the lamp is on the right, which makes the operator feel uncomfortable (actually, it is not a turning direction lamp but a marker lamp, so the operation is correct, but a sense of discomfort occurs).

You can see the current turning direction.

<Rice transplanter turning assist monitor display (1)>
During back turn control by rice transplanter turning assist control The monitor is configured to display an interrupt display "Please set the main shift lever to the reverse side" from the start of back to the completion of back.

At first, it is difficult for the operator to understand what kind of operation should be performed during turning assist.

Inform the operator of the operation method.

<Rice transplanter turning assist monitor display (2)>
During back turn control by rice transplanter turning assist control After the back is completed, the monitor is configured to display an interrupt display "turning assist is in progress" from forward operation to completion of turning assist control.

The operator is informed that the turning assist control is being performed and the HST and steering wheel are being operated differently than usual.

<Rice transplanter turning assist monitor display (3)>
When the rice transplanter turning assist control is set to enter U-turn When the U-turn control start condition is satisfied (only the planting part is raised) An interrupt display is displayed on the monitor. It is configured to display "I will".

At first, it is difficult for the operator to understand what kind of operation should be performed during turning assist. In particular, the start conditions are different for back turn and U-turn control, so it is difficult to understand the difference.

Inform the operator of the operation method.

<Rice transplanter turning assist monitor display (4)>
During U-turn control by rice transplanter turning assist control From the start of U-turn to the completion of turning assist control, the monitor is configured to display an interrupt display "Swirl assist is in progress".

The operator is informed that the turning assist control is being performed and the HST and steering wheel are being operated differently than usual.

<Rice transplanter turning assist monitor display (5)>
When the rice transplanter turning assist control interrupts the turning assist control during the back turn control, "turning assist has been canceled" is displayed.

Notify the operator that the turning assist has been cancelled.

<Rice transplanter turning assist monitor display (6)>
When the rice transplanter turning assist control interrupts the turning assist control during U-turn control, "turning assist has been canceled" is displayed.

Notify the operator that the turning assist has been cancelled.

The program of the invention related to the present invention is for causing a computer to perform all or part of the steps (or steps, operations, actions, etc.) of the traveling control method of the invention related to the present invention described above. It is a program that operates in cooperation with a computer.

In addition, the recording medium of the invention related to the present invention performs all or part of the operation of all or part of the steps (or steps, operations, actions, etc.) of the traveling control method of the invention related to the present invention described above. It is a recording medium on which a program to be executed by a computer is recorded, and is a computer-readable recording medium in which the read program is used in cooperation with the computer.

The above-mentioned "partial step (or process, operation, action, etc.)" means one or several steps among the plurality of steps.

Further, the above-mentioned "operation of a step (or process, operation, action, etc.)" means an operation of all or a part of the above-mentioned steps.

Further, one usage form of the program of the invention related to the present invention is a form in which the program is transmitted in a transmission medium such as the Internet, light, radio waves, sound waves, etc., read by a computer, and operates in cooperation with the computer. It may be.

Further, the recording medium includes a ROM (Read Only Memory) and the like.

Further, the computer is not limited to pure hardware such as a CPU (Central Processing Unit), but may include a firmware, an OS (Operating System), and further peripheral devices.

As described above, the configuration of the present invention may be realized by software or hardware.

The work vehicle in the present invention can control the turning of the vehicle body, and is useful for the purpose of using the work vehicle such as a rice transplanter.

10 Body 20 Engine 30 Traveling device 31 Front wheels 32 Rear wheels 33 Auxiliary wheels 41 Main shift mechanism 42 Auxiliary shift mechanism 43 Rear wheel gear case 44 Steering motor 50 Driving unit 51 Seat 52 Steering handle 53 Main shift lever 54 Secondary shift lever 55 Straight-ahead assist lever 56 Assist mode switch 60 Ground leveling device 61 Ground leveling rotor mechanism 62 Ground leveling float mechanism 70 Fertilizer application device 80 Draw marker 90 Planting device elevating device 100 Planting device 101 Spare seedling stand 200 Control device 210 Rear wheel rotation speed sensor 220 Planting device elevating sensor 300 Positioning System 400 threshold adjuster

Claims (8)

A steering member driving device (44) that drives the steering member (52), and
A control device (200) that controls the steering member drive device (44), and a control device (200).
Detection mechanisms (210, 300) that detect the turning state of the vehicle body (10),
With
A work vehicle in which the control device (200) performs turning control when turning the vehicle body (10) that has been made to go straight.
The control device (200) is a work vehicle characterized in that a turning state determination is performed based on the detection result and the steering turning angle is controlled based on the turning state determination. The control device (200) changes the steering turn-off angle return timing for returning the steering turn-off angle in order to make the turned vehicle body (10) go straight again, based on the turning state determination. The work vehicle according to claim 1, wherein the angle is controlled. The steering turning angle return timing is such that the difference between the direction in which the vehicle body (10) is being turned and the direction in which the vehicle body (10) is driven straight again is less than a predetermined steering turning angle return level. The work vehicle according to claim 2, wherein the work vehicle is characterized by timing. The work vehicle according to claim 3, wherein the steering turn-off angle return timing can be adjusted based on a manual operation for adjusting the steering turn-off angle return level. The control device (200) maintains the steering turning angle until the turning state determination timing for determining the turning state so as to be a constant angle, and then changes the constant angle based on the turning state determination. The work vehicle according to claim 1, wherein the steering turning angle is controlled. The control device (200) changes the steering turning angle return speed for returning the steering turning angle in order to make the turned vehicle body (10) go straight again based on the turning state determination. The work vehicle according to claim 1, wherein the angle is controlled. A steering member driving device (44) that drives the steering member (52), and
A control device (200) that controls the steering member drive device (44), and a control device (200).
Detection mechanisms (210, 300) that detect the turning state of the vehicle body (10),
With
A work vehicle in which the control device (200) controls turning when the vehicle body (10) that has been driven straight is stopped, moved backward, stopped again, and then turned.
When the vehicle body (10) is moved backward, the control device (200) maintains the steering turning angle to a predetermined timing so as to be zero, and then sets the steering turning angle to a predetermined steering turning angle. A work vehicle characterized by changing the turning direction according to the amount of angle. 7. The predetermined steering turning angle amount is a steering turning angle amount at which the transmission of the driving force to the predetermined wheels (32) attached to the vehicle body (10) is not turned off. The work vehicle described.

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