JP2022082811A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve work efficiency.

SOLUTION: A work vehicle comprises: a steering member which steers a travel body; a position information acquisition device which acquires position coordinates of the travel body; an automatic straight traveling device which operates the steering member so as to enable the travel body to travel in a straight line; and a control device which controls respective sections. The work vehicle also has a reference position acquisition section which performs operation to register travel reference data to be a reference when the travel body travels in the straight line. The reference position acquisition section can register one point in a farm field as a first reference position and another point as a second reference position. The reference position acquisition section does not register the second reference position when a distance between the point acquired as the first reference position and the point intended to be registered as the second reference position is less than a predetermined distance.

SELECTED DRAWING: Figure 9

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to a work vehicle.

Conventionally, for example, for a work vehicle that performs ground work with a work device attached to the running body while traveling in a field with a running body, position information of work start and work end is acquired when the work device is turned on and off. However, there is a device having a function of creating a reference line from the acquired work start position and work end position and automatically steering the handle along the created reference line (see, for example, Patent Document 1).

In such a work vehicle, since the positions where the work devices are turned on and off are acquired as the work start position and the work end position, the operation of acquiring the work start position and the work end position becomes unnecessary.

Japanese Unexamined Patent Publication No. 2016-21890

However, the conventional work vehicle as described above does not consider the possibility of erroneous operation in the process of creating the reference line.

For example, there is a problem that the operator unintentionally touches the automatic straight-ahead setting member and the reference line becomes short.

The present invention has been made in view of the above, and an object of the present invention is to provide a work vehicle capable of improving workability.

In order to solve the above-mentioned problems and achieve the object, the work vehicle according to claim 1 has a steering member (35) for steering and operating the traveling vehicle body (2) and the position coordinates of the traveling vehicle body (2). A position information acquisition device (200) to be acquired, an automatic straight-ahead device (205) that operates the steering member (35) to drive the traveling vehicle body (2) in a straight-ahead manner, and a control device (100) that controls each part. In the work vehicle (1) provided with the above, a reference position acquisition unit for performing an operation of registering the travel reference data that is the reference for the straight running of the traveling vehicle body (2) is provided, and the reference position acquisition unit registers the vehicle at one point in the field. The first reference position (A) to be created and the second reference position (B) registered at another point in the field can be registered, and when the second reference position (B) is registered, the first reference position (B) is registered. When the distance from the position where the reference position (A) is acquired is less than a predetermined distance, the second reference position (B) is not registered.

In the work vehicle according to claim 2, the straight line (R) connecting the first reference position (A) and the second reference position (B) is the reference for straight running in the work vehicle according to claim 1. It is characterized in that it is the driving standard data.

The work vehicle according to claim 3 registers the first reference position (A) when the reference position acquisition unit is operated in the work vehicle according to claim 1 or 2, and the reference position acquisition unit is used for a predetermined time. When operated, the registration of the first reference position (A) and the second reference position (B) is canceled, and the straight line (R) connecting the first reference position (A) and the second reference position (B) is drawn. It is characterized by being deleted.

According to the work vehicle according to the present invention, workability in registering or deleting an automatic straight running standard can be improved.

FIG. 1 is a left side view of a work vehicle. FIG. 2 is a plan view of the work vehicle. FIG. 3 is a plan view of a main part showing the configuration of a traveling vehicle body. FIG. 4 is a rear view of a main part showing a configuration of a control unit including a steering member. FIG. 5A is a rear view of a main part showing the configuration of an automatic steering device of a steering member. FIG. 5B is a left side view of a main part showing the configuration of the automatic steering device of the steering member. FIG. 6 is a functional block diagram showing members related to various controls. FIG. 7 is a flowchart showing a control for correcting the acquired position coordinates. FIG. 8 is a flowchart showing automatic straight-ahead control by the automatic steering device. FIG. 9 is a flowchart showing the acquisition of the first reference position and the second reference position by the operation of the automatic straight-ahead setting member and the on / off of the automatic straight-ahead control. FIG. 10 is a flowchart showing an operation of erasing the first reference position and the second reference position. FIG. 11 is a flowchart showing a control for erasing the first reference position by operating the steering wheel after acquiring the first reference position. FIG. 12 is a schematic work explanatory diagram showing a first reference position, a second reference position, a reference line, and a target position. FIG. 13 is a flowchart showing a control for erasing the first reference position, the second reference position, and the reference line by running on the headland of the field. FIG. 14 is a flowchart (No. 1) showing a control for automatically erasing the reference line. FIG. 15 is a flowchart (No. 2) showing a control for automatically erasing the reference line. FIG. 16 is a flowchart (No. 3) showing a control for automatically erasing the reference line. FIG. 17 is a flowchart (No. 4) showing a control for automatically erasing the reference line. FIG. 18 is a left side view showing another example of the work vehicle. FIG. 19A is an explanatory diagram (No. 1) of the antenna frame. FIG. 19B is an explanatory diagram (No. 2) of the antenna frame. FIG. 20A is a front view of the antenna frame. FIG. 20B is a perspective view of the antenna frame. FIG. 20C is a perspective view from below of the antenna frame. FIG. 21 is an explanatory diagram of the monitor.

Hereinafter, embodiments of the work vehicle disclosed in the present application will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments shown below.

The overall configuration of the work vehicle (seedling transplanting machine) 1 according to the embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a left side view of a work vehicle (seedling transplanting machine) 1. FIG. 2 is a plan view of the work vehicle (seedling transplanting machine) 1. In FIG. 2, wheels (front wheels, rear wheels) and the like are omitted for convenience of explanation. Further, in the following, a seedling transplanting machine for planting seedlings in the field while traveling in the field as the work vehicle 1 will be described as an example.

Further, in the following description, the front-rear direction is the traveling direction when the work vehicle (hereinafter referred to as a seedling transplanting machine) 1 goes straight, and the front side of the traveling direction is defined as "front" and the rear side is defined as "rear". ing. The traveling direction of the seedling transplanting machine 1 is a direction from the cockpit 41 toward the steering member (hereinafter referred to as a steering wheel) 35 when going straight (see FIG. 1).

Further, the left-right direction is a direction horizontally orthogonal to the front-back direction. In the following, the left and right are specified toward the "front" side. That is, the left hand side is "left" and the right hand side is "right" in a state where the worker (also referred to as a driver) is seated in the driver's seat 41 and faces forward. The vertical direction is the vertical direction. The front-back direction, the left-right direction, and the up-down direction are orthogonal to each other.

It should be noted that these directions are defined for convenience in order to make the explanation easy to understand, and the present invention is not limited to these directions. Further, in the following, the seedling transplanting machine 1 may be referred to as an airframe.

As the work vehicle according to the embodiment, the passenger-type seedling transplanter 1 shown in FIG. 2 has an eight-row planting configuration, but such a configuration may be used for a rice transplanter having a different number of planting rows. As shown in FIGS. 1 and 2, the seedling transplanting machine 1 takes seedlings from the seedling tank 53 via the elevating link mechanism 3 on the rear side of the traveling vehicle body 2, and uses a plurality of seedling planting devices 55 to plant seedlings in the field. A work device 4 such as a seedling planting section for planting seedlings, a sowing device for supplying seeds, or a rotary for cultivating a field is provided so as to be able to move up and down, and the main body portion of the fertilizer application device 5 is arranged on the upper rear side of the traveling vehicle body 2. ing.

First, the main frame 15 constituting the traveling vehicle body 2 will be described. As shown in FIG. 3, the main frame 15 includes a front beam frame 16 at the front of the machine body, a rear beam frame 17 at the rear of the machine body, and a central beam between the front and rear of the front beam frame 16 and the rear beam frame 17. A frame 18 is provided, and the front beam frame 16 and the center beam frame 18 are connected by a pair of left and right front connecting frames 19 and 19, and the center beam frame 18 and the rear beam frame 17 are connected by a pair of left and right rear connecting frames 20. , 20 to connect.

The front beam frame 16, the center beam frame 18, and the rear beam frame 17 have a longitudinal direction in the left-right direction, and the front connecting frame 19 and the rear connecting frame 20 have a longitudinal direction in the front-rear direction. The left and right spacing between the left and right front connecting frames 19 and 19 and the rear connecting frames 20 and 20 are substantially the same. Further, the left-right lengths of the central beam frame 18 and the rear beam frame 17 are longer than the left-right lengths of the front beam frame 16. Since the left and right front connecting frames 19 and 19 and the rear connecting frames 20 and 20 are welded at the lower part of the central beam frame 18, the left and right front connecting frames 19 and 19 and the rear connecting frames 20 and 20 are connected. It may be composed of an integral metal square member.

The driving force is transmitted to the left and right front wheels 10, 10, the rear wheels 11, 11, the working device 4, and the like in the space formed by the front beam frame 16, the center beam frame 18, and the left and right front connecting frames 19, 19. A transmission case 13 and a hydraulic continuously variable transmission (HST) 14 that outputs the driving force supplied from the engine 30 to the mission case 13 are provided. Then, the left and right lifting frames 21 and 21 are provided at the rear portion of the rear beam frame 17 so as to project rearward at a space narrower than the left and right spacing of the left and right rear connecting frames 20 and 20, and the left and right lifting frames 21 and 21 are held. The rear support frame 22 is attached to the lower part of the upper frames 21 and 21.

Rear wheel transmission cases 11a and 11a for driving the left and right rear wheels 11 and 11 of the traveling vehicle body 2 are provided on both left and right sides of the rear support frame 22, and the elevating link mechanism is provided on the upper portion of the rear support frame 22. The left and right link frames 23, 23 that support 3 are provided so as to face upward.

The elevating link mechanism 3 is provided with a pair of left and right lower link arms 24, 24 on the lower side of the left and right link frames 23, 23 and between the left and right, and an elevating cylinder 25 is provided between the left and right lower link arms 24, 24. And an upper link arm 26 is provided above the elevating cylinder 25. The left and right lower link arms 24 and 24, the elevating cylinder 25, and the upper link arm 26 on the opposite side of the traveling vehicle body 2 are mounted on the front side of the work device 4.

Further, the front wheel transmission case 1 is transmitted to the left and right front wheels 10 and 10 of the traveling vehicle body 2 on the front left and right ends of the central beam frame 18 and on the left and right outside of the left and right front connecting frames 19 and 19, respectively.
0a and 10a are provided, respectively, and the left and right ends of the central beam frame 18 and the rear beam frame 17 are connected by the left and right extension frames 27 and 27, respectively. The left and right extension frames 27, 27 have a longitudinal direction in the front-rear direction.

Further, a central connecting frame 28 in the front-rear direction is provided below the central beam frame 18, the rear beam frame 17, and the rear support frame 22, and is between the front and rear of the central beam frame 18 and the rear beam frame 17 and behind the left and right sides. Front and rear support plates 29 and 29 for supporting the engine 30 are provided between the left and right sides of the side connecting frames 20 and 20.

The front and rear support plates 29 and 29 are provided with receiving plates 29a for receiving the engine 30 on both the left and right sides of the central connecting frame 28. The left and right auxiliary frames 31, 31 that pass under the rear beam frame 17 and project rearward are provided on the left and right sides of the front and rear support plates 29, 29, and the rear portions of the left and right auxiliary frames 31, 31 are provided. Are connected by a rear auxiliary frame 32 in the left-right direction. The rear ends of the left and right auxiliary frames 31, 31 are connected to the left and right rear wheel transmission cases 11a, 11a.

As described above, the mainframe 15 is configured. Of the main frame 15, the front-rear width from the front beam frame 16 to the rear beam frame 17, and the left-right width of the left and right front connecting frames 19, 19 and the rear connecting frames 20, 20 are the floors on which the operator board. Cover with step 33. The floor step 33 is integrally formed to improve strength or reduce the number of parts, or is configured to be separable on the front side and the rear side, and on the left side and the right side, so that it can be easily attached and detached.

In the above, as shown in FIG. 3, the periphery of the left and right side ends of the central beam frame 18 and the rear beam frame 17 and the left and right extension frames 27 and 27 are not covered by the floor step 33 and are exposed. At this time, the floor step 33 may be expanded to cover the entire main frame 15, but the floor step 33 may be shared among the aircraft having different sizes and number of planting work rows. The left and right extension steps 34 and 34 are arranged on both the left and right sides of the above.

With the above configuration, since the main frame 15 is configured by connecting a plurality of frame configurations, the strength is improved as compared with the conventional case. Further, by arranging the central connecting frame 28 under the front and rear support plates 29 and 29 on which the engine 30 is mounted and connecting the front and rear support plates 29 and 29 with the left and right rear auxiliary frames 32 and 32, a heavy object is used. The engine 30 can be firmly held.

On the front side of the traveling vehicle body 2, as shown in FIGS. 1 and 2, a steering wheel 35 for steering the aircraft, a speed change operating lever 36 for operating the continuously variable transmission 14 and the working device 4, and the traveling vehicle body 2 are traveling. A bonnet 39 is provided at the top, which is provided with an auxiliary transmission operation lever 37 for operating an auxiliary transmission changeover device (not shown) for switching transmission and a control panel 38 for operating each part of the machine body. A front cover 40 that can be opened and closed is provided on the front side of the bonnet 39, and inside the front cover 40, a fuel tank, a battery, the left and right front wheels 10 and 10 for steering the handle 35, and left and right front wheel transmission cases are provided. An interlocking mechanism (not shown) that rotates the lower side of 10a and 10a is installed.

Further, in front of the front cover 40, various information such as the work state of the work device 4, the reduction of work materials consumed during the work, and the operation and non-operation of the automatic steering device 205, which will be described later, are lit by LEDs or the like. A center mascot 70 to be displayed is provided. The center mascot 70 is composed of, for example, a work display unit 71 arranged on the lower side of the machine body and on the rear side of the machine body, and an automatic straight display part 72 arranged on the upper side of the machine body and on the front side of the machine body in a side view. ..

An engine cover 30a that covers the upper side and the side of the engine 30 is provided on the rear side of the bonnet 39 and above the engine 30, and the driver's seat 41 on which the operator sits on the engine cover 30a. Is provided.

Further, the fertilizer application device 5 is loaded on the rear side of the cockpit 41, specifically on the rear end side of the main frame 15. The driving force of the fertilizer application device 5 is transmitted by the fertilizer application transmission mechanism 5a arranged from the left and right sides of the left and right rear wheel transmission cases 11a toward the fertilizer application device 5.

The front side of the mission case 13 is a front transmission shaft (not shown) that transmits to the left and right front wheel transmission cases 10a and 10a, and the rear part of the mission case 13 is transmitted to the left and right rear wheel transmission cases 11a and 11a. Left and right drive shafts 42, 42 are provided. Side clutch mechanisms 43, 43 for turning on / off the transmission to the left and right drive shafts 42, 42 are arranged on the upper side in the transmission direction than the left and right drive shafts 42, 42, and the handle 35 is turned off. When the traveling vehicle body 2 is turned, the side clutch mechanism 43 located inside the turn is turned off, and the transmission to the rear wheels 11 inside the turn is stopped.

As shown in FIG. 3, left and right clutch on / off shafts 44, 44 are provided in the vertical direction near the center of the left and right on the rear side of the mission case 13, and the left and right clutch on / off shafts 44, 44 are placed on the upper side of the machine on the outside of the machine body. Clutch on / off arms 45 and 45 facing each other are provided. Then, side clutch pedals 43a, 43a for turning on and off the left and right side clutch mechanisms 43, 43 are provided on the lower front side and one side on the left and right sides of the driver's seat 41.

Further, as shown in FIGS. 1 and 2, below the work device 4, a center float 62C and left and right side floats 62L and 62R that slide in contact with the field scene are provided, and the center float 62C and the left and right sides are provided. A ground leveling rotor 63 for leveling unevenness in the field scene is provided on the front side of the machine body with respect to the side floats 62L and 62R. The driving force to the leveling rotor 63 is transmitted by the leveling transmission shaft 65 provided on the rear wheel transmission case 11a on one side on the left and right sides. Further, the rear wheel transmission case 11a on one side on the left and right sides is provided with a leveling clutch for turning on / off the transmission to the leveling rotor 63.

The center float 62C is provided with a rotation potentiometer 64 (see FIG. 6) for detecting the rotation angle of the center float 62C, and when the rotation angle of the rotation potentiometer 64 changes by a predetermined angle or more, the depth of the field increases. Upon determining that the change has been made, the control device 100 expands and contracts the elevating cylinder 25 to rotate the elevating link mechanism 3 up and down, so that the vertical height of the work device 4, that is, the work position corresponds to the depth of the field. ..

When planting seedlings, sowing seeds, or performing topdressing or weeding after seedlings have grown using the work device 4 in the field, the vehicle body 2 travels from one side of the field to the other. It is common to drive straight ahead. However, when the wheels of the traveling vehicle body 2 face a direction deviated from the straight-ahead direction due to the unevenness of the tillage board in the field or the viscosity of the topsoil, the traveling vehicle body 2 may gradually move in the deviated direction. Further, depending on the maneuvering technique of the operator, the traveling vehicle body 2 may not be aligned in the straight-ahead direction and may be moved in a direction deviated from the straight-ahead direction.

As a result, the work trajectory of planting and sowing seedlings, weeding and topdressing becomes diagonal, and the place where seedlings can be planted and sowed becomes an empty space, and the worker can manually plant the seedlings later. It becomes necessary to sow, which causes extra labor for the worker, and the space between the planting rows and the seeding rows of the seedlings becomes narrower than the gaps of the working device 4, resulting in poor ventilation and pest damage. Sometimes. Alternatively, when performing post-planting or sowing work such as weeding work or topdressing work, the seedlings may be trampled, resulting in a decrease in yield, or by maneuvering so as not to trample the seedlings. Problems that reduce work efficiency may occur.

In order to solve these problems, it is conceivable to install a so-called automatic straight-ahead system in which the traveling vehicle body 2 is automatically steered and the straight-ahead traveling posture is maintained without the hands of an operator.

First, as shown in FIGS. 1 and 2, an antenna frame 201 for mounting a GPS (GNSS) antenna 200 as a position information acquisition device is provided on the traveling vehicle body 2. The antenna frame 201 includes a gate-shaped front frame 201a in front view, in which left and right bases are attached to left and right antenna stays 202 and 202 provided on the front side of the main frame 15, and an airframe from the left and right center portions of the front frame 201a. It is composed of a rear frame 201b that faces rearward and faces the left and right center portions on the rear side of the traveling vehicle body 2. It is assumed that the bonnet 39 and the driver's seat 41 are located behind the space portion of the gate-shaped front frame 201a.

Further, the vertical height of the antenna frame 201 is set to be the highest in the airframe. The upper end of the antenna frame 201 is located about 2.5 to 3.5 m from the ground surface in order to prevent the operator from hitting his head while standing on the floor step 33 and to improve the reception accuracy. It shall be. As a result, the operator can easily move on the floor step 33, the work efficiency is improved, and the GPS antenna 200 can be separated upward from the ground surface, so that the reception accuracy can be improved.

The GPS antenna 200 is mounted near the connection portion between the front frame 201a and the rear frame 201b. The connection portion between the front frame 201a and the rear frame 201b is close to the front and rear of the bonnet 39 and the driver's seat 41, and is near the center of the traveling vehicle body 2 in the front-rear direction.

As a result of the above, since the mounting position of the GPS antenna 200 is near the center in the front-rear and left-right directions of the aircraft, it is difficult for the acquired coordinates of the aircraft to deviate from the actual position of the aircraft, and the straight-ahead traveling position by the automatic straight-ahead system is used. The setting of is appropriate and the work accuracy is improved.

Further, by locating the driver's seat 41 behind the space portion of the front frame 201a, it is possible to prevent the antenna frame 201 from obstructing the operator's field of view, so that visibility is improved and the alignment before going straight is accurate. At the same time, since the state of the field in front of the machine and obstacles can be found early, it is possible to switch to manual operation by the operator and safely and suppress the deviation of the work position. As the GPS antenna 200, it is preferable to use a single positioning method, a DGPS (relative positioning) method, an RTK (interference positioning) method, or the like, which is suitable for the area where the work is performed.

However, if the ground height of the GPS antenna 200 fluctuates due to the influence of the tilt or vibration of the aircraft, the coordinate position different from the actual aircraft position is measured, the reception accuracy is lowered, and the aircraft travels in a direction deviating from the straight line. There is a problem that it ends up.

In order to prevent this, as shown in FIG. 6, an IMU (Inertial Measurement Unit) 203 is provided in addition to the GPS antenna 200. The IMU 203 was acquired by the GPS antenna 200 based on the difference between the height from the ground surface to the GPS antenna 200 when the traveling vehicle body 2 is in the tilted posture and the height from the ground surface to the GPS antenna 200 when the traveling vehicle body 2 is not tilted. The position coordinates are corrected by the control device 100.

The height from the ground surface to the GPS antenna 200 is determined by measuring the behavior such as the inclination of the traveling vehicle body 2 with the three-axis acceleration sensor and the angular velocity sensor built in the IMU 203.

In addition to this, the directional sensor 204 is provided so that the control device 100 can more reliably determine whether or not the traveling direction of the aircraft by the automatic straight-ahead system is correct. The correction of the position coordinates at this time is as shown in S101 to S105 of FIG. As a result, the course of the aircraft can be determined by the measured direction, so that the accuracy of straight running is further improved.

The position information acquired by the GPS antenna 200 is corrected by the control device 100 based on the information detected by the IMU 203 and the directional sensor 204. Then, the control device 100 compares the current position information with the previously acquired position information, and if the difference in the position information exceeds the allowable range, the left and right front wheels 10 in order to return the aircraft to the straight traveling position. , 10 are steered in the left-right direction.

In order to automate the steering of the left and right front wheels 10 and 10 or the turning of the crawler and the like, an automatic steering device 205 for rotating the steering wheel 35 with the steering actuator 206 is provided. As shown in S201 to S204 of FIG. 8, the automatic steering device 205 has a difference between the X coordinate of the current position information calculated by the control device 100 and the X coordinate of the reference position information previously acquired. Based on this, the operating amount of the steering actuator 206 is changed, so that the steering wheel 35 is turned left and right in order to direct the aircraft to the straight running position, and when the steering actuator 206 is reached, the steering actuator 206 is stopped and the steering actuator 35 is automated. It stops steering.

The steering actuator 206 is composed of an electric or hydraulic motor or a cylinder.

With the above configuration, the handle 35 is automatically steered according to the difference in the X coordinates of the calculated position information, and the machine body can be automatically adjusted to the straight running position, so that the working position by the working device 4 is in the left-right direction. It is prevented from shifting, and it is less likely that there will be places in the field where work is not performed. As a result, it is not necessary to manually perform the work later in the place where the work was not performed, and the labor of the worker is reduced.

In addition, since it is possible to prevent the work position of the work line of the previous process and the work position of the current work line from overlapping, it is possible to prevent extra consumption of work materials such as seedlings, seeds and fertilizers, and to reduce work costs. At the same time, the occurrence of poor growth due to excessive supply of work materials is prevented.

The tractor equipped with the tiller, the seedling transplanter, and the sowing machine travel to the field edge of the work line, turn about 180 degrees, and move to the next work line. If the automatic straight-ahead system is operating during turning, it may be determined that the aircraft is deviated from the position where it should be running straight, and the steering actuator 206 may be operated to disturb the turning locus. Therefore, the automatic straight-ahead system needs to be configured to be turned off when turning the aircraft. It is conceivable that the automatic straight-ahead system will be turned off when the steering wheel 35 is turned, but the traveling direction of the aircraft may be significantly deviated depending on the conditions of the field, or the operator may turn the steering wheel 35 to avoid obstacles. Since the automatic straight-ahead system is turned off when the operation is made larger than the operation, the operator has to turn on the automatic steering system again while going straight, which increases the labor of the operator and the automatic straight-ahead system. There is a problem that the work accuracy is lowered because the aircraft runs while the work position is shifted without noticing that it is turned off.

In addition, it is conceivable to turn on the automatic straight-ahead system by returning the handle 35 from turning to straight-ahead. It is necessary to perform steering operation. If the automatic steering system is turned on during this operation, the steering actuator 206 will operate when the control device 100 determines that the aircraft has deviated from the straight traveling position, and the position of the aircraft will be adjusted to the position where the aircraft should originally travel straight. There is a problem that it cannot be done.

An automatic straight-ahead system capable of preventing the occurrence of such a problem, allowing the aircraft to travel straight in an appropriate direction, and operating in an appropriate section will be described with reference to FIGS. 6 and 8 to 11. .. The position coordinates in the forward / backward traveling direction of the traveling vehicle body 2 are defined as Y coordinates, and the position coordinates in the direction orthogonal to the traveling vehicle body 2 in the forward / backward traveling direction, that is, in the left-right direction are defined as X coordinates.

First, the automatic straight-ahead setting member 207 is made to acquire the coordinates of one side of the field which is the start point of the automatic straight-ahead and the other side of the field which is the end point of the automatic straight-ahead, and turns on / off the automatic straight-ahead system. Is provided. The automatic straight-ahead setting member 207 is equipped with at least one member that can be operated in at least two directions such as a vertical direction, a horizontal direction, a pushed state and a return state, or is equipped with two or more operating members. ..

In the present embodiment, as the automatic straight-ahead setting member 207, a finger up lever that can be operated in the vertical direction is attached as shown in FIG. 4, but a toggle switch, a push switch, a joystick, or the like may be used. As a result, the number of parts can be reduced, and the acquisition operation of the reference position (first reference position A, second reference position B) and the on / off operation of the automatic steering device 205 are automatically performed with one hand on the same side. Since the straight-ahead setting member 207 may be operated, the operability is improved.

As shown in FIG. 4, when the automatic straight-ahead setting member 207 is operated toward the first direction W1 or the upper part of the machine body in the present embodiment, the GPS antenna 200 is acquired at the operated position, and the IMU 203 and the azimuth sensor 204 are obtained. The position coordinates calculated by the control device 100 using the detection result of the above are recorded. The operation of the automatic straight-ahead setting member 207 in the first direction W1 corresponds to the operation of the reference position acquisition member.

When the automatic straight-ahead setting member 207 is operated, as shown in S301 to S302 of FIG. 9, when there is no recording of other position coordinates, the calculated position coordinates are recorded as the first reference point A, and the first reference point is recorded. When the point A is recorded, the calculated position coordinates are recorded as the second reference point B. When the automatic straight-ahead setting member 207 is operated while the first reference point A and the second reference point B are recorded, the position coordinates are not recorded.

In addition, when the automatic straight movement cannot be performed accurately during the work in the field, it is necessary to reacquire the first reference point A and the second reference point B, so that shown in FIGS. 10 (S401 to S406). As shown, at this time, when the automatic straight-ahead setting member 207 is operated in the first direction W1 for a predetermined time (for example, 2 to 3 seconds), the recorded first reference point A and the second reference point are recorded. It is preferable to set B to be erased. Alternatively, a record erasing button (not shown) may be provided in which the first reference point A and the second reference point B are deleted when operated.

As for the first reference point A and the second reference point B, which are the reference positions for the straight running of the automatic straight running system, the deviation of the X coordinate is smaller as the distance is shorter, but if the distance between the two points is short, the automatic straight running is used. It is possible to drive straight ahead without it. Further, when the distance between the two points becomes short, it is conceivable that the operator unintentionally touches the automatic straight-ahead setting member 207 and acquires the second reference point B.

In order to prevent the occurrence of such a problem, when the automatic straight-ahead setting member 207 is operated to acquire the second reference point B, the distance from the position where the first reference point A is acquired is less than a predetermined distance, for example. When it is less than 8 to 12 m, the control device 100 deletes the second reference point B and prevents recording. After that, if the automatic straight-ahead setting member 207 is operated again and the distance from the position where the first reference point A is acquired is equal to or greater than a predetermined distance, the control device 100 shall record the second reference point B.

As shown in FIGS. 11 (S501 to S505), in a state where the first reference point A is acquired, the steering wheel 35 is operated by a predetermined amount or more within a predetermined time without acquiring the second reference point B, and the vehicle travels. When the vehicle body 2 is turned, the control device 100 deletes the recorded first reference point A. After that, when the automatic straight line setting member 207 is operated in the first direction W1, the control device 100 records the position coordinates of the place acquired by the GPS antenna 200 as the first reference point A, and records the position coordinates as the first reference point A. It may be configured to prevent the line connecting the Y coordinate of the point A and the Y coordinate of the second reference point B from becoming straight.

As a result, the first position is a predetermined position at one end and the other end of the field, for example, a position where the traveling vehicle body 2 starts turning after the straight running and a position where the working device 4 is lowered to start the straight running after the turning is completed. A reference point A and a second reference point B can be set, and the automatic straight-ahead system is operated at a position where the work device 4 is lowered to travel straight, and the work position does not shift in the left-right direction with respect to the traveling direction. Accurate work is possible.

In addition, since it is possible to prevent the second reference point B from being different from the actual position to be set due to an erroneous operation by the operator, there is no need to reacquire the first reference point A and the second reference point B in the next work section. , The number of work lines that use automatic straight-ahead can be increased, and the work accuracy in the field can be further improved.

In the work line where the work is performed first after entering the field, the automatic straight-ahead setting member 207 is operated in the first direction W1 at a predetermined position to acquire the first reference point A and the second reference point B. Since the work to be performed is indispensable, the operator operates the handle 35 to drive the machine straight ahead without using the automatic straight movement.

As described above, when the first reference point A and the second reference point B are acquired by the operation of the automatic straight-ahead setting member 207, the reference connecting the Y coordinates of the first reference point A and the second reference point B. The line R becomes a line that serves as a guideline for automatic straight-ahead, and it is determined whether or not the X-coordinate of the position coordinate of the running aircraft matches the X-coordinate of the line that serves as a guideline for automatic straight-ahead. For example, by automatically steering the steering wheel 35 in the matching direction by the automatic steering device 205, automatic straight running can be realized.

In the above automatic straight running, the automatic straight setting member 207 is operated in the second direction W2, in the present embodiment, toward the lower side of the machine body while the first reference point A and the second reference point B are recorded. It starts with. When the automatic straight-ahead setting member 207 is operated in the second direction W2, the control device 100 compares the Y coordinate of the position coordinate acquired by the GPS antenna 200 with the Y coordinate of the reference line R, and operates the steering actuator 206. The handle 35 is rotated in the left-right direction, and control for moving the traveling vehicle body 2 to a position where the traveling vehicle body 2 should travel straight is started. The operation of the automatic straight-ahead setting member 207 in the second direction W2 corresponds to the operation of the on / off member.

This automatic steering control ends when the steering wheel 35 is operated to an angle at which the traveling vehicle body 2 is turned within a predetermined time, or when the automatic straight-ahead setting member 207 is operated in the second direction W2. The steering angle of the steering wheel 35 shall be detected by the steering wheel potentiometer 35a. The automatic straight-ahead control may be terminated when the traveling vehicle body 2 reaches a place that coincides with the Y coordinate of the first reference point A or the second reference point B.

As described above, the automatic straight-ahead control is terminated by turning the steering wheel 35 or reaching the vicinity of the start point of the turning run at the field edge. Since the position where the traveling vehicle body 2 turns is close to the field edge, if the operator is performing work other than maneuvering by leaving it to the automatic straight-ahead control, if the turning operation is delayed, the seedlings will be placed in an unplanned position. Along with the planting, the traveling vehicle body 2 moves to the edge of the field, and it is necessary to move backward to the position where the turning is performed, which causes a problem that the work efficiency is lowered. Note that FIG. 12 is a schematic diagram showing the first reference position A, the second reference position B, the reference line R, the target position, and the current position of the aircraft.

In order to prevent such a problem, as shown in FIG. 6, a work detection sensor 209 for detecting the on / off of the ground leveling rotor 63 due to the on / off (operation) and off (stop) of the ground leveling clutch is provided to detect the work. When the sensor 209 detects the entry (operation) of the leveling rotor 63, the control device 100 acquires the target position coordinates (end reference position) which are the position coordinates (X coordinate and Y coordinate) of the traveling vehicle body 2. The target position coordinates can be simultaneously held in the control device 100 or the memory area attached to the control device 100 at at least two locations.

The acquisition of the target position coordinates (end reference position) by the work detection sensor 209 is performed by raising or lowering the work device 4, turning on or off the transmission to the work device 4, and handling the handle 35, instead of turning the ground leveling rotor 63 on and off. It may be configured to perform the turning start steering or the turning end steering on condition.

Then, in the work line following the work line for which the position coordinates have been acquired, when the automatic steering device 205 is operated to automatically drive the traveling vehicle body 2 in a straight line, the control device 100 receives the current position coordinates obtained by the GPS antenna 200. The distance from the Y coordinate to the Y coordinate of the target position coordinate acquired in the immediately preceding work line (the latest work line) is sequentially calculated. At this time, the control device 100 may be configured to correct the X coordinate of the target position coordinate to the X coordinate of the current position coordinate.

Then, when the traveling vehicle body 2 reaches the notification position where the distance from the current position coordinates to the target position coordinates is a predetermined distance, for example, 8 to 12 m, the traveling vehicle body 2 approaches the field edge, and the automatic straight-ahead setting member In order to inform the operator that it is necessary to operate the 207 in the second direction W2 to end the automatic straight-ahead control, a buzzer, a lamp, or a configuration in which a notification device 208 that displays numerical values or characters on the screen is operated. And.

The notification device 208 displays numerical values and characters by providing a display panel (not shown) on the traveling vehicle body 2 or by transmitting information to an information terminal (smartphone, tablet, etc.) brought by the operator. The configuration to make it is conceivable.

In addition, since the distance between the traveling vehicle body 2 and the target position cannot be calculated for the work line for which the target position coordinates have not been acquired, the operator visually confirms the field edge and determines that automatic straight-ahead control is unnecessary. It is necessary to operate the automatic straight-ahead setting member 207.

Regarding the distance from the current position coordinates to the target position coordinates, the rear wheel rotation sensors 210 and 210 for detecting the rotation of the left and right drive shafts 42 and 42 to the left and right rear wheels 11 and 11 are provided, and the ground leveling rotor 63 is provided. The control device 100 calculates the moving distance from the turned-in position based on the number of rotations detected by the rear wheel rotation sensors 210 and 210, and reaches the Y-coordinate position of the moving distance and the position where the ground leveling rotor 63 is turned on. The distance may be calculated and the notification device 208 may be operated if it is within a predetermined distance.

However, even if the notification device 208 is activated, the traveling vehicle body 2 cannot be turned at an appropriate position unless the operator notices and ends the automatic straight-ahead control. In order to cope with this, the traveling vehicle body 2 moves forward for a predetermined distance (for example, 2 to 5 m) after the notification device 208 is activated, without the automatic straight-ahead setting member 207 being operated in the second direction W2. When traveling, the control device 100 rotates the trunnion shaft 14a of the continuously variable transmission 14 to decelerate the traveling vehicle body 2.

Alternatively, instead of the distance, the traveling vehicle body 2 does not operate the automatic straight-ahead setting member 207 in the second direction W2 for a predetermined time (for example, 2 to 5 seconds) after the notification device 208 is activated. When traveling forward, the control device 100 reduces the output of the continuously variable transmission 14 and decelerates the traveling vehicle body 2.

To decelerate the traveling vehicle body 2, the HST servomotor 211 that rotates the trunnion shaft 14a of the continuously variable transmission 14 via a trunnion arm (not shown) is operated, and the trunnion shaft 14a is rotated to the deceleration side. It is done by letting.

As a result, when the traveling vehicle body 2 approaches the field edge, the traveling speed of the traveling vehicle body 2 decreases, so that the operator can be made to recognize that the turning position of the field edge is approaching, and the turning traveling can be performed with an appropriate trajectory. Therefore, it is prevented that the working device 4 performs the ground work overlappingly on the four sides of the outer periphery of the field, that is, the so-called headland, and consumes extra work materials (seedlings, fertilizers, chemicals, etc.).

Further, since the position where the ground leveling rotor 63 is turned on after turning and the ground leveling work is started can be adjusted to the position where the ground leveling work is completed before turning, there are some places where the ground leveling work is not performed by the ground leveling rotor 63, and The occurrence of places where the work device 4 does not perform ground work is prevented. As a result, problems such as the planting depth of seedlings being disturbed, the fertilizer permeation degree being different, and the running being disturbed are prevented in the places where the ground leveling work was not performed, and the position where the ground work was not performed. As for, the worker does not have to perform the work manually, and the labor of the worker is reduced.

In the above automatic deceleration, the traveling speed is gradually reduced with the passage of time, and if the control configuration is such that the speed is gradually decelerated, the ground leveling accuracy of the work device 4 and the ground leveling rotor 63 are lowered, and the operator Is prevented from being shaken. Alternatively, if the control configuration is such that abrupt deceleration is performed once or a plurality of times at predetermined time intervals after the start of automatic deceleration, the operator can easily notice the approach of the field edge due to the shaking of the traveling vehicle body 2.

Further, when the automatic straight-ahead setting member 207 is operated to cancel the automatic straight-ahead control within a predetermined time (second predetermined time) in which the automatic deceleration control is performed, the control device 100 maintains the traveling speed at that time. It may be configured to be used. As a result, since the work running does not stop, it is possible to quickly shift to the turning running at the field edge, and the deterioration of the work efficiency is prevented.

Alternatively, in order to shift to a preset running speed or a running speed at the time when automatic deceleration is started, the control device 100 operates the HST servomotor 211 of the stepless speed changer 14 to operate the trunnion shaft 14a. May be configured to rotate to the speed increasing side. Since the traveling speed is automatically increased, it is not necessary for the operator to operate the speed change operation lever 36 to increase the traveling speed, so that the operability is improved.

In addition to the operation of the notification device 208, it is expected that the traveling vehicle body 2 recognizes the turning position at the field edge, specifically, the turning position near the field edge by the automatic deceleration control of the traveling vehicle body 2. It is assumed that the person may not notice the automatic deceleration of the running speed because the person is absorbed in another work or the worker faints.

Therefore, the automatic deceleration control of the traveling vehicle body 2 is performed until the continuously variable transmission 14 is in a neutral state in which the traveling speeds of both forward and reverse are not increased or decreased. At this time, the engine 30 is not stopped. As a result, the traveling vehicle body 2 can be stopped on the spot, so that it is prevented from moving forward until the aircraft comes into contact with the field edge, the so-called ridge, and the aircraft is damaged or the distance for moving the aircraft backward to return to work is reduced. It can be suppressed.

When the traveling vehicle body 2 automatically stops traveling due to the approach to the field edge, when the shifting operation lever 36 for operating the traveling speed of the traveling vehicle body 2 is increased or decreased and the forward / backward movement is returned to the neutral position, the control device 100 changes continuously. The device 14 is set to accept the operation of increasing / decreasing the traveling speed. Then, when the shift operation lever 36 is operated to the forward side, the traveling vehicle body 2 is restarted. As a matter of course, when the auxiliary transmission operation lever 37 is operated to the neutral position and the driving force is not transmitted to the traveling system, the traveling is continued until the auxiliary transmission operation lever 37 is operated to the position where the traveling transmission is performed. Not started.

The reference line R connecting the first reference point A and the second reference point B and the first reference point A and the second reference point B, which is the reference for the automatic straight-ahead control, goes straight from one end to the other end of the field. It is necessary for work running and straight work running from the other end to one end of the field.

However, although the work running on the four sides of the field, the so-called headland, is a straight-ahead work run, there is one work side that has a different traveling direction from the above-mentioned straight-ahead work run, and the reference line R is used for that work side. However, automatic straight-ahead control cannot be performed.

Further, when the aircraft is moved to the loading platform of a truck for transfer or stored in a barn outside the field, the automatic straight-ahead setting member 207 is mistakenly operated in the second direction W2 to be an automatic steering device. When the 205 is in an operable state, the X coordinate of the reference line R and the X coordinate of the aircraft do not match when the aircraft is moved, and it is determined that the 205 is deviated from the straight running position. It may happen that the steering wheel is automatically steered. As a result, the course of the aircraft is deviated from the originally intended course, and extra labor is required for loading and storing the aircraft.

As an example for preventing this, there is a method of erasing the first reference point A, the second reference point B, and the reference line R before the aircraft leaves the field. As shown in FIGS. 6 and 13 (S601 to S606), when the traveling vehicle body 2 travels on three sides of the four sides of the field, including at least one side in the traveling direction orthogonal to the traveling direction in which the vehicle travels straight. Upon determining that the headland work has been performed, the control device 100 causes the first reference point A, the second reference point B, and the reference line R to be deleted.

The traveling direction of the traveling vehicle body 2 on the headland is determined by the continuous change of the X-axis coordinate or the Y-axis coordinate among the position coordinates of the traveling vehicle body 2 acquired by the GPS antenna 200. As a result, the first reference point A, the second reference point B, and the reference line R can be deleted while the aircraft is traveling in the field, so that the automatic straight-ahead setting member 207 can be used after going out of the field. Even if it is operated, it does not automatically go straight, it is prevented from traveling in a direction deviating from the planned traveling direction, a decrease in work efficiency is prevented, and work safety is improved.

In addition, when the aircraft is moved to another field, the first reference point A, the second reference point B, and the reference line R are not recorded, so that the automatic operation is based on the reference line R that is not suitable for the field being worked on. Since it is possible to prevent straight-ahead control, the accuracy of automatic straight-ahead is improved.

When the vehicle is moved out of the field, the auxiliary shift operation lever 37 is operated to the traveling position in order to move the truck to the truck for transfer or to the barn in a short time. When the auxiliary shift position detection switch 37a for detecting the operation of the auxiliary shift operation lever 37 to the traveling position is provided and the auxiliary shift position detection switch 37a detects that the auxiliary shift operation lever 37 is operated to the traveling position, the first step is made. The reference point A, the second reference point B, and the reference line R may be deleted.

By deleting the first reference point A, the second reference point B, and the reference line R based on the operation of the auxiliary shift operation lever 37 to the traveling position that is not used in the field, the first reference point is traveled on the headland. When A, the second reference point B, and the reference line R are not deleted, they can be reliably deleted, so that automatic straight-ahead control is not performed when the traveling vehicle body 2 is moved or when working in another field. The deterioration of work accuracy is prevented.

Further, since it is possible to prevent the first reference point A, the second reference point B, and the reference line R from being accidentally deleted in the field due to the erroneous operation of the auxiliary shift operation lever 37, the first reference point A and the second reference point A and the second reference point R can be prevented. The work line for reacquiring the point B prevents the automatic straight movement from becoming unusable, and the work accuracy is improved. Alternatively, when the traveling vehicle body 2 is tilted forward by a predetermined angle or more (for example, 10 to 15 degrees) by using the IMU 203 or the inclination sensor 212 that detects the inclination of the traveling vehicle body 2 in the front-rear and left-right directions, the control device is used. Reference numeral 100 may be configured to delete the first reference point A, the second reference point B, and the reference line R.

When leaving the field, the traveling vehicle body 2 passing through the entrance / exit of the field is in a forward-upward tilting posture at an angle that cannot be abbreviated during work. Therefore, when this tilting angle is detected, it is time to leave the field. Can be judged. As a result, when the first reference point A, the second reference point B, and the reference line R are not deleted when traveling on the headland, they can be reliably deleted, so that the traveling vehicle body 2 can be moved or work in another field. Occasionally, automatic straight-ahead control is not performed, and deterioration of work accuracy is prevented.

Depending on the field and the content of the work, it is conceivable that the traveling vehicle body 2 is moved backward to exit from the doorway. A control configuration may be used in which B and the reference line R are deleted.

In addition, when moving to another field to work after the work in the field is completed, the reference line R (that is, running standard data) used in the work in the previous field remains at the start of the work in the other field. For example, if the automatic steering function is accidentally turned on (on), the vehicle travels in a direction unsuitable for the field being worked on, resulting in reduced workability. In addition, since the direction in which the aircraft travels is also a direction not intended by the operator, the operator is forced to perform extra operations.

In order to prevent this, the control device 100 automatically controls to erase the reference line R when a predetermined condition is satisfied. In the automatic erasing control of the reference line R described below, it is possible to detect the headland more accurately than the above-mentioned automatic erasing control. Next, the automatic erasing of the reference line R will be described with reference to FIGS. 14 to 17. 14 to 17 are flowcharts showing a control for automatically erasing a reference line (traveling reference data). The following control by the control device 100 is a control when the machine is performing ground work in the field.

As shown in FIG. 14, the control device 100 detects the automatic straight running of the machine body (traveling vehicle body 2) (step S701). When the machine body is in automatic straight running (step S701: Yes), the control device 100 detects a running state other than the straight running of the machine by the detecting means (step S702). When the control device 100 detects a traveling state other than the straight traveling of the aircraft by the detecting means (step S702: Yes), the control device 100 controls to erase the acquired reference line R (step S703).

If the control device 100 does not detect the automatic straight running of the aircraft in the process of step S701 (step S701: No), this process is repeated until the automatic straight running is detected. Further, in the process of step S702, when the control device 100 does not detect a traveling state other than the straight traveling of the machine (step S702: No), this process is repeated until the traveling state other than the straight traveling is detected.

According to such a configuration, when the detection means detects a traveling state set other than the straight traveling of the aircraft, the reference line R is erased, so that the reference line R of the previous field is used in the work in another field. Therefore, it is possible to prevent the automatic steering from working in a direction unsuitable for the field being worked on or in a direction not intended by the operator. As a result, workability can be improved and labor can be saved by preventing the occurrence of extra operations.

Further, the control device 100 detects a traveling state other than the straight traveling of the aircraft by detecting, for example, the deviation angle of the aircraft from the reference line R. In this case, when the detecting means detects a deviation angle of a predetermined value (for example, 45 degrees) or more from the reference line R, the control device 100 determines the traveling state as described above.

In this case, as shown in FIG. 15, when the aircraft is automatically traveling straight (step S801: Yes), the control device 100 detects a deviation angle of a predetermined value or more with respect to the reference line R by the detecting means (step S802). .. When the control device 100 detects a deviation angle equal to or greater than a predetermined value with respect to the reference line R by the detecting means (step S802: Yes), the control device 100 controls to erase the acquired reference line R (step S803).

If the control device 100 does not detect the automatic straight running of the aircraft in the process of step S801 (step S801: No), this process is repeated until the automatic straight running is detected. Further, in the process of step S802, when the control device 100 does not detect a deviation angle equal to or larger than a predetermined value (step S802: No), this process is repeated until a traveling state other than straight traveling is detected.

Further, the control device 100 may erase the first reference position A and the second reference position B in addition to the reference line R acquired in the field.

As the detection means for detecting the deviation angle of the aircraft from the reference line R by a predetermined value or more, in addition to the means for determining the traveling route from the position information acquired by the GPS antenna 200, the azimuth sensor 204 and the inclination sensor 212. (See FIG. 6) and the like can be used.

According to this configuration, by detecting a deviation angle of the aircraft above a predetermined value with respect to the reference line R, for example, the work of planting the outer edge in the field, which is the final step of the planting work in the field, the so-called headland planting work, can be performed. Can be recognized. By recognizing the headland planting work, it is understood that the straight running of the aircraft in the field being worked is no longer necessary. It is possible to prevent the automatic steering from working in a direction unsuitable for the field during work or in a direction not intended by the operator, and it is possible to improve workability. Further, since it is not necessary to manually erase the reference line R, the time and effort required for the reference line R can be saved. This makes it possible to improve operability.

Further, when the machine is automatically traveling straight, other than the running state of the machine, the working state of the work device 4 may be detected (recognized) and the reference line R may be erased. As shown in FIG. 16, the control device 100 detects the automatic straight running of the aircraft (step S901). When the control device 100 detects a deviation angle equal to or greater than a predetermined value with respect to the reference line R by the detection means (step S902: Yes) when the machine is automatically traveling straight (step S901: Yes), the control device 100 is set as being working on the work device. When the detected work state is detected by the detection means (step S903) and the work state set as being in progress of the work device 4 is detected by the detection means (step S903: Yes), the control for erasing the acquired reference line R is controlled. (Step S904).

If the control device 100 does not detect the automatic straight running of the aircraft in the process of step S901 (step S901: No), this process is repeated until the automatic straight running is detected. If the control device 100 does not detect a deviation angle of a predetermined value or more in the process of step S902 (step S902: No), this process is repeated until a deviation angle of a predetermined value or more is detected. If the control device 100 does not detect the working state of the working device 4 in the process of step S903 (step S903: No), this process is repeated until the working state is detected.

According to such a configuration, by detecting the working state (bedland planting work) of the work device 4, it is possible to recognize the headland planting work of planting the outer edge in the field, which is the final step of the planting work in the field. .. By recognizing the headland planting work, it can be seen that the traveling vehicle body 2 does not need to travel straight in the field during work. Therefore, by erasing the reference line R, the vehicle is moving to another field or another field. It is possible to prevent the automatic steering from working in a direction unsuitable for the field being worked on or in a direction not intended by the operator during the work, and the workability can be improved. Further, since it is not necessary to manually erase the reference line R, it is possible to save the trouble of erasing the reference line R. This makes it possible to improve operability.

Further, the control device 100 may detect (recognize) the working state of the working device 4, detect the traveling of the machine body at a predetermined value or more, and erase the reference line R. As shown in FIG. 17, the control device 100 detects whether or not the aircraft is in automatic straight running (step S1001). When the machine body is automatically traveling straight (step S1001: Yes) and the detection means detects a deviation angle equal to or greater than a predetermined value with respect to the reference line R (step S1002: Yes), the control device 100 is set as working on the work device. The work state is detected by the detection means (step S1003). When the control device 100 detects the work state set as the work of the work device 4 by the detection means (step S1003: Yes), the control device 100 detects continuous running of the machine body at a predetermined value (for example, 5 m) or more (step S1004). ). When the control device 100 detects continuous traveling of the aircraft above a predetermined value (step S1004: Yes), the control device 100 controls to erase the acquired reference line R (step S1005).

If the control device 100 does not detect the automatic straight running of the aircraft in the process of step S1001 (step S1001: No), this process is repeated until the automatic straight running is detected. If the control device 100 does not detect a deviation angle of a predetermined value or more in the process of step S1002 (step S1002: No), this process is repeated until a deviation angle of a predetermined value or more is detected. If the control device 100 does not detect the working state of the working device 4 in the process of step S1003 (step S1003: No), this process is repeated until the working state is detected. Further, in the process of step S1004, when the control device 100 does not detect the traveling of the aircraft above the predetermined value (step S1004: No), this process is repeated until the traveling of the predetermined value or more is detected.

A rear wheel rotation sensor 210 (see FIG. 6) or the like can be used as a detection means for detecting the traveling of the aircraft above a predetermined value.

Further, the detection means detects the work state of the work device 4 by turning on / off the work detection sensor 209 (see FIG. 6). In this case, as the detecting means for detecting the working state of the working device 4, for example, a planting clutch on / off sensor for detecting on / off of the planting clutch is preferable. By turning on the on / off sensor of the planting clutch, it is possible to recognize that the headland planting work has been started as the above-mentioned work state.

Further, when the machine is in automatic straight running, the control device 100 detects a running state other than the straight running of the machine by the detecting means, and then detects the working state set as being in progress of the working device 4 by the detecting means. Then, the acquired reference line R may be erased.

According to this configuration, by detecting the working state of the work device 4 and detecting the traveling of the machine body above a predetermined value, the headland planting to plant the outer edge in the field, which is the final step of the planting work in the field. The work can be recognized more reliably. By recognizing the headland planting work, it is understood that the straight running of the aircraft in the field being worked is no longer necessary. It is possible to prevent the automatic steering from working in a direction unsuitable for the field during work or in a direction not intended by the operator, and it is possible to improve workability. Further, since it is not necessary to manually erase the reference line R, it is possible to save the trouble of erasing the reference line R. This makes it possible to improve operability.

Further, the control device 100 detects traveling of a predetermined value or more when it detects the deviation angle of the machine body from the reference line R, when it detects the working state of the working device 4, or when it detects both of them. Erase the mileage set for. This makes it possible to prevent malfunction in the work after erasing the reference line R.

Further, the control device 100 may control the notification device 208 (see FIG. 6) to emit a notification sound for a predetermined time (about 2 seconds) when the reference line R is erased. As a result, the operator can recognize that the reference line R has been erased. Further, the control device 100 may control to display characters or the like on the monitor when erasing the reference line R, for example. As a result, the operator can recognize that the reference line R has been erased.

Although the working device 4 is configured to be capable of planting seedlings and sowing at the same time, a plurality of partial line clutches (also referred to as ridge clutches) for turning on / off the operation of the device are provided for each work line, and all of the working device 4 are provided. When the drive of a part of the work strips is stopped and the work is performed only with the remaining part of the work strips, the detection means is used to detect that the operation is turned off by the partial strip clutch. Based on this, the reference line R may be erased. The detection means in such a configuration may be configured to detect the disengaged state of the partial strip clutch in addition to the detection function of the detection means described above.

Further, another example of the work vehicle (seedling transplanting machine) will be described with reference to FIG. FIG. 18 is a left side view showing another example of the work vehicle (seedling transplanter). As shown in FIG. 18, the seedling transplanting machine according to another example includes a rear-view camera 400 and a monitor (tablet monitor) 401 in place of a rear-view mirror or the like, or in addition to the rear-view mirror or the like. The back camera 400 is provided on the rear frame 201b of the antenna frame 201 to which the GPS antenna 200 is attached. The monitor 401 is provided on the front frame 201a of the antenna frame 201.

According to such a configuration, in addition to the confirmation of the rear part of the airframe, it is possible to confirm the planting trace behind the airframe and the straight-ahead state of the airframe in the field. Further, by processing the image taken by the back camera 400, it is possible to recognize the continuous stock shortage at the rear of the machine body. In addition, for example, the notification device 208 (see FIG. 6) may emit a notification sound at the time of continuous stock shortage. This allows the worker to recognize that a continuous stock shortage has occurred.

Further, the seedling transplanting machine according to another example includes a seedling reduction switch 403 for detecting a decrease in the loaded seedlings in the working device (planting device) 4. When the seedling reduction switch 403 detects the reduction of seedlings during the seedling planting work during the automatic straight running of the aircraft, for example, the control device 100 (see FIG. 6) controls the HST (electric HST) 14 to automatically decelerate the aircraft. do. According to such a configuration, the aircraft can safely supply seedlings at a safe speed (for example, a speed of 0.3 m / s or less).

Further, in the seedling transplanting machine according to another example, the GPS antenna 200 detects the rolling of the machine body by, for example, a gyro sensor. If the rolling of the machine is above a predetermined value due to unevenness in the field during the automatic straight running of the machine, for example, the control device 100 uses the HST (electric HST) 14 to move the machine to a predetermined speed (for example, 0. It is controlled to automatically decelerate to 5 m / s). According to such a configuration, the straight running stability of the airframe can be improved.

Further, as shown in FIGS. 3, 4, 5A and 5B, the work materials consumed by the work device 4 and the like are consumed even when the traveling vehicle body 2 is automatically driven straight by the automatic steering device 205. It is necessary for the operator to stop the running when replenishment work or when some problem occurs in the aircraft or the field. In this running stop operation, the speed change operation lever 36 is operated to the neutral position to neutralize the continuously variable transmission device 14, the brake pedal is stepped on to apply the brake, and the side clutch pedal 43a is stepped on to disengage the side clutch mechanism 43. The method of making it into a state is conceivable.

Even when the traveling vehicle body 2 is stopped by any of the above methods, the control device 100 is configured not to stop the automatic steering device 205. As a result, when the running stop is released by moving the shift operation lever 36 forward, canceling the operation of the brake pedal or the side clutch pedal 43a, etc., it becomes possible to immediately return to the automatic straight running, and the work efficiency becomes high. Is prevented from decreasing.

However, if the steering wheel 35 is manually steered while stopped, or if the automatic steering device 205 is activated and the steering wheel 35 is automatically steered, the traveling direction at the time of restarting the automatic straight running will deviate from the traveling direction at the time of stopping. , There is a risk that the traveling direction of the traveling vehicle body 2 will not be linear. In particular, when the traveling vehicle body 2 is stopped, the position coordinates acquired by the GPS antenna 200 are easily affected by the rotation of the earth, the revolution of the GPS satellite, etc., and are different from the actual positions where the traveling vehicle body 2 exists. Coordinates may be acquired, and it is easy to be mistaken for being at a position away from the reference line R.

In order to prevent this, a lever potentiometer 36a that detects the operation position of the shift operation lever 36 and a stepping detection switch 213 that detects the stepping operation of the brake pedal or the clutch pedal are provided to detect the operation of stopping the running during automatic straight running. Then, the control device 100 does not reflect the steering operation of the steering wheel 35, or the steering wheel 35 is configured to be immobile.

The configuration that does not reflect the steering operation of the steering wheel 35 means that the steering actuator 206 is not operated even if the X coordinate of the position coordinate of the traveling vehicle body 2 when the vehicle is stopped deviates from the X coordinate of the reference line R by a predetermined value or more. .. Further, the configuration in which the steering wheel 35 is immobile means that the operating torque of the steering actuator 206 is increased to bring the steering wheel into a locked state.

With the above configuration, it is possible to prevent the traveling direction from shifting after resuming the traveling, so that the working traveling is performed in a straight line and the working accuracy is improved.

The steering wheel 35 is automatically steered by the steering actuator 206 during automatic straight running, but the state of the field on the course is not suitable for automatic straight running (rough, deep field depth, etc.), and there are obstacles. In such situations, it is necessary to take evasive action by manual operation. The steering operation of the steering wheel 35 by the steering actuator 206 is performed by the following configuration. An input gear 352 is provided at the lower part of the steering wheel shaft 351 that rotates in conjunction with the steering operation of the steering wheel 35, and an output gear 353 is provided at the steering actuator 206.

The input gear 352 and the output gear 353 are housed in a steering gear case 354 arranged below the steering wheel 35 and the steering actuator 206. Then, a relay gear 355 for transmitting the driving force by changing the transmission ratio is provided between the input gear 352 and the output gear 353.

The gear ratios of the input gear 352, the output gear 353, and the relay gear 355 are the gear ratios in which the torque due to the manual operation becomes stronger even when the steering actuator 206 is operating in order to prevent the manual operation of the handle 35 from being hindered. do. As a result, it is possible to prevent the force required for the manual operation of the steering wheel 35 from increasing even during automatic straight running, so that the operability is improved and the fields and obstacles in a state that may affect the running are surely avoided. Because it can be done, the safety of work is ensured.

Further, in the seedling transplanting machine 1, a GNSS unit having a built-in GPS antenna 200 (see FIG. 1) is arranged in the traveling vehicle body 2. The GNSS unit can acquire position information on the earth at predetermined intervals by acquiring GNSS coordinates at predetermined intervals in time with the GPS antenna 200. Further, in addition to the GPS antenna 200, the GNSS unit incorporates, for example, an inertial navigation system using a gyro sensor or an acceleration sensor, and a control board for controlling these.

19A and 19B are explanatory views of the antenna frame 201. Note that FIG. 19A shows the front surface of the seedling transplanting machine 1, and FIG. 19B shows the left side surface of the seedling transplanting machine 1. 20A is a front view of the antenna frame 201. FIG. 20B is a perspective view of the antenna frame 201. FIG. 20C is a perspective view of the antenna frame 201 from below.

As shown in FIGS. 19A and 19B, the GNSS unit incorporating the GPS antenna 200 has an antenna frame whose base end is connected to the front end side of the traveling vehicle body 2 so as to be located directly above the axle 10b of the front wheel 10. It is attached to the top of 201. The height of the antenna frame 201 in the normal state is set to a height that does not interfere with the head even if a standard general male stands on the floor step 33.

As shown in FIGS. 20A to 20C, the antenna frame 201 includes a lower portion of the left and right front frame 201a (front lower frame 201aa), an upper portion of the front frame 201a (front upper frame 201ab), and an upper L-shaped frame 201c. It is composed of a rear frame 201b.

A pair of brackets 201e and 201e are provided at the base ends of the left and right front lower frames 201a and 201a, and the front lower frame 201a is attached to the bumper 500 of the traveling vehicle body 2 via the brackets 201e and 201e.

The front upper frame 201ab has left and right vertical frames 2011, 20102 in which the base ends are rotatably connected to the left and right front lower frames 201aa, 201aa via the rotary couplers 201f, 201f, respectively, which is substantially the same in a plan view. It is a U-shaped frame.

As shown in FIGS. 20A to 20C, the left and right rotary connecting tools 201f and 201f are connected and fixed by a knob bolt 201g, and between the rotary connecting tools 201f and 201f and the front cover 40 (see FIG. 19B). The reinforcing frame 201h (see FIG. 19B) is hung. As described above, the simple configuration prevents the front lower frames 201aa and 201aa and the left and right vertical frames 2011 and 20102 from rattling.

As shown in FIG. 19A, the left and right front lower frames 201aa and 201aa are erected diagonally inward so that the upper end side does not come into contact with the front cover 40. Therefore, for example, a space is formed between the control unit 41 and the spare seedling mounting tables 501 and 501 arranged on the left and right sides of the machine body so that the worker M can move between the front side of the machine body and the floor step 33. ..

A GNSS unit (GPS antenna 200) is arranged on an aluminum block 201i spanned between the upper portions of the left and right vertical frames 2011 and 2012. In this way, by interposing the aluminum block 201i between the GNSS unit and the antenna frame 201 made of steel pipe, the reception sensitivity is improved as compared with the case where the aluminum block 201i is directly attached to the GPS antenna 200.

The upper end of the upper L-shaped frame 201c is connected to the rear end of the front upper frame 201ab, and wiring such as a harness extending from the GNSS unit is routed along the upper L-shaped frame 201c.

The lower end of the rear frame 201b is connected to the rear step on the rear side of the driver's seat 41. The storage hoppers 5b of the fertilizer application device 5 are arranged on the left and right behind the driver's seat 41, but since the rear frame 201c is located between the left and right storage hoppers 5b, the storage hopper 5b is provided. There is no interference when opening and closing.

In this way, the antenna frame 201 for arranging the GNSS unit is connected to the bumper 500 and the front cover 40 on the front side and to the rear step on the rear side, and is structurally stable at three points. It can be attached to the traveling vehicle body 2 in an extremely stable state.

At the upper end of the rear frame 201b, a connecting portion 201j for detachably connecting the other end of the upper L-shaped frame 201c is provided, and the upper L-shaped frame 201c is detachably connected. The connecting portion 201j includes, for example, a pin insertion hole (not shown) formed at the connecting end portion of the upper L-shaped frame 201c and the rear frame 201b, and a fastening pin (not shown) that can be inserted into and removed from the pin insertion hole. (Not shown). As described above, with a simple configuration, the upper L-shaped frame 201c and the rear frame 201b can be detachably connected to each other.

In this way, the upper L-shaped frame 201c is separated from the rear frame 201b, and as shown in FIG. As shown in FIG. 19B, the height of the antenna frame 201 can be lowered by a simple operation of rotating the 201c toward the lower part of the rear part.

Therefore, for example, when the seedling transplanting machine 1 is transported or stored in a barn, if the thickness of the GNSS unit becomes a height obstacle, the overall vehicle height can be lowered without removing the GNSS unit. can.

Further, since the antenna frame 201 (front upper frame 201ab and upper L-shaped frame 201c) is rotated by a simple configuration provided with the rotary connecting tool 201f, the cost increase is suppressed and the antenna frame 201 is suppressed. The overall rattling can be minimized. Moreover, it has the convenience of being able to perform a rotation operation with one action.

Further, as shown in FIG. 19B, a frame receiver 201k formed in a substantially Y shape is provided near the upper end of the rear frame 201b. Therefore, when the antenna frame 201 is folded to lower the height, the upper L-shaped frame 201c can be stably held by locking the upper L-shaped frame 201c to the frame receiver 201k.

Further, as shown in FIGS. 20A and 20B, the upper parts of the front side frames 201a and 201a of the antenna frame 201, that is, the front side upper frames 201aa and 201aa are viewed from the front toward the upper L-shaped frame 201c side which is the tip side. It is formed so that the intervals are narrow. As a result, the strength of the antenna frame 201 is increased.

Further, the seedling transplanting machine 1 is provided with a monitor 300 in the control unit, which informs the operator of the above-mentioned automatic straight-ahead state. FIG. 21 is an explanatory diagram of the monitor 300. The monitor 300 is provided with a straight-ahead assist lamp 301 that lights up when the machine body automatically travels straight, an A-point lamp 302, and a B-point lamp 303. The monitor 300 informs the operator of various information related to the automatic straight-ahead state by the display mode of the three lamps 301, 302, 303. Therefore, the monitor 300 can be configured simply and inexpensively.

On the monitor 300, for example, when the direction of the aircraft is shifted to the right side, the point A lamp 302 blinks. By blinking the point A lamp 302, the operator is urged to turn the steering wheel 35 (see FIG. 1) to the left. Further, on the monitor 300, for example, when the direction of the machine body is shifted to the left side, the point B lamp 303 blinks. By blinking the B point lamp 303, the operator is urged to turn the steering wheel 35 to the right. In this way, by setting the point A lamp 302 and the point B lamp 303 in the same display mode as the direction indicator, it is possible to inform the operator of the direction in which the steering wheel 35 is turned in an easy-to-understand manner.

Further, on the monitor 300, when the aircraft is in a state where it can automatically travel straight, the A point lamp 302 and the B point lamp 303 are both lit. Further, when the automatic straight running is turned on, for example, when the leveling rotor 63 is turned off, the automatic straight running cannot be turned on. In this case, for example, a notification sound (warning) is emitted from the notification device 208 (see FIG. 6). Sound) is emitted, and the straight-ahead assist lamp 301 in the center blinks twice, for example. With such a display mode, the operator is informed that automatic straight running is not possible. Therefore, the monitor 300 can be configured simply and inexpensively.

Further, on the monitor 300, the A point lamp 302 and the B point lamp 303 are both lit when the aircraft is in a state where it can travel straight ahead, and when the automatic straight travel is turned on, for example, the GPS antenna 200. In the case of poor GPS reception due to GPS reception, automatic straight-ahead driving cannot be turned on. In this case, for example, a notification sound (warning sound) is emitted from the notification device 208 (see FIG. 6), and the central straight-ahead assist lamp 301, for example. Flashes 3 times. With such a display mode, the operator is informed that automatic straight running is not possible. Therefore, the monitor 300 can be configured simply and inexpensively. Further, by changing the number of blinks of the straight-ahead assist lamp 301 to that of other warnings, the warning content can be notified to the operator depending on the display mode.

Further, the monitor 300 is provided with a GPS lamp 304. The GPS lamp 304 has three indicator lamps, and the number of indicator lamps is changed according to the GPS reception state. The monitor 300 informs the operator of the GPS reception status by such a display mode. Therefore, it is possible to prevent automatic straight running in a state of poor GPS reception. The lamps 301, 302, 303, 304 and the notification device 208 described above are controlled by the control device 100 (see FIG. 6).

Further effects and variations can be easily derived by those skilled in the art. For this reason, the broader aspects of the invention are not limited to the particular details and representative embodiments described and described above. Thus, various modifications can be made without departing from the spirit or scope of the overall concept of the invention as defined by the appended claims and their equivalents.

1 Work vehicle (seedling transplanter)
2 Traveling vehicle body 35 steering wheel (steering member)
100 Control device 200 GPS antenna (position information acquisition device)
205 Automatic steering device (automatic straight-ahead device)
210 Rear wheel rotation sensor A 1st reference position B 2nd reference position R Reference line (straight line)

Claims (3)

Steering members that steer the traveling vehicle body and
A position information acquisition device that acquires the position coordinates of the traveling vehicle body,
In a work vehicle including an automatic straight-ahead device that operates the steering member to drive the traveling vehicle body straight-ahead and a control device that controls each part.
A reference position acquisition unit is provided to perform an operation of registering the driving reference data that is the reference for the straight running of the traveling vehicle body.
The reference position acquisition unit can register a first reference position registered at one point in the field and a second reference position registered at another point in the field.
When registering the second reference position, if the distance from the position where the first reference position is acquired is less than a predetermined distance, the work vehicle is characterized in that the second reference position is not registered. The work vehicle according to claim 1, wherein a straight line connecting the first reference position and the second reference position is travel reference data that serves as a reference for straight-ahead travel. When the reference position acquisition unit is operated, the first reference position is registered, and when the reference position acquisition unit is operated for a predetermined time, the registration of the first reference position and the second reference position is canceled, and the first reference position and the reference position are registered. The work vehicle according to claim 1 or 2, wherein the straight line connecting the second reference positions is deleted.

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