JP2022085681A - Work machine and vehicle speed control system - Google Patents

Abstract

To provide a work machine that performs non-working travelling in a short time and improves work efficiency.SOLUTION: A work machine includes a travelling device and a travelling control unit that controls the travelling device. When a straight traveling is continuously performed for a predetermined first distance TS1 or more in non-working traveling that leads to work traveling in automatic travelling, the travelling control unit increases the vehicle speed to a second vehicle speed V2, which is faster than a first vehicle speed V1 which is the vehicle speed immediately before.SELECTED DRAWING: Figure 29

Description

The present invention relates to a work machine that performs work while automatically traveling to a work area such as a field, and a vehicle speed control system that controls the vehicle speed of the work machine.

As disclosed in Patent Document 1, the work vehicle (working machine) performs work such as planting work while traveling in a field (working area). In addition, the work vehicle (working machine) performs work running by automatic running. The work vehicle (working machine) calculates a travel route and automatically travels along the travel route based on the position of its own machine calculated using GNSS (Global Navigation Satellite System) or the like.

JP-A-2019-154394

In such a work vehicle (working machine), further improvement in convenience in automatic work running is required.

In order to achieve the above object, the working machine according to the embodiment of the present invention includes a traveling device and a traveling control unit that controls the traveling device, and the traveling control unit leads to work traveling in automatic traveling. In the non-working running, when the straight running is continuously performed for a predetermined first distance or more, the vehicle speed is increased to the second vehicle speed which is faster than the first vehicle speed which is the immediately preceding vehicle speed.

Further, the vehicle speed control system according to the embodiment of the present invention is a vehicle speed control system for a work machine that performs work travel and non-work travel by automatic travel, and is the non-work travel that leads to the work travel in the automatic travel. In the above, when the straight-ahead traveling is continuously performed for a predetermined first distance or more, the vehicle speed of the working machine is increased to a second vehicle speed faster than the first vehicle speed which is the immediately preceding vehicle speed.

If the distance or time for non-working travel is long, work efficiency may deteriorate. When the straight running in the non-working running is performed for a predetermined first distance or more, the non-working running can be performed in a short time by increasing the vehicle speed, and the working efficiency can be improved.

In addition, the work equipment includes a satellite antenna that receives satellite signals from satellites, a satellite positioning unit that outputs positioning data corresponding to the vehicle position based on the satellite signals, and a vehicle body orientation measurement unit that measures the orientation of the vehicle body. And an automatic traveling control unit that controls the traveling control unit so as to automatically travel on a predetermined traveling route based on the own vehicle position, and the traveling control unit is the vehicle body measured by the vehicle body direction measuring unit. If the amount of change in the direction within a predetermined time is within a predetermined range, it may be determined that the vehicle is traveling straight ahead.

Further, in the vehicle speed control system, the working machine has a satellite antenna that receives a satellite signal from the satellite, a satellite positioning unit that outputs positioning data corresponding to the position of the own vehicle based on the satellite signal, and a vehicle body orientation. The vehicle speed control system includes a vehicle body direction measuring unit for measuring, and the vehicle speed control system is described when the amount of change in the orientation within a predetermined time is within a predetermined range based on the vehicle body orientation measured by the vehicle body orientation measuring unit. It may be determined that the vehicle is traveling straight.

With the above configuration, it can be easily and appropriately determined that the working machine is traveling straight.

Further, the working machine according to the embodiment of the present invention includes a traveling device, a traveling control unit that controls the traveling device, a satellite antenna that receives a satellite signal from a satellite, and a vehicle position based on the satellite signal. The travel control unit includes a satellite positioning unit that outputs positioning data corresponding to the above, and an automatic travel control unit that controls the travel control unit so as to automatically travel on a predetermined travel route based on the position of the own vehicle. When the distance from the own vehicle position to the start position of the work travel is a predetermined second distance or more in the straight travel region of the non-work travel that leads to the work travel in the automatic travel, the vehicle speed is the immediately preceding vehicle speed. The speed is increased to the second vehicle speed, which is faster than the first vehicle speed.

The vehicle speed control system according to an embodiment of the present invention is a vehicle speed control system for a work machine that automatically travels on a predetermined travel route based on the position of the own vehicle, and is a straight-ahead non-working vehicle that leads to a work vehicle in the automatic vehicle. In the traveling area, when the distance from the own vehicle position to the start position of the work travel is a predetermined second distance or more, the vehicle speed of the work machine is increased to the second vehicle speed faster than the first vehicle speed which is the immediately preceding vehicle speed. Accelerate.

In non-working driving, even if the vehicle speed is increased, if the working driving is performed immediately, it is necessary to adjust the vehicle speed frequently, which complicates control and worsens work efficiency. In some cases. With the above configuration, the vehicle speed can be increased only when the distance traveled at the increased second vehicle speed is a predetermined second distance or more. As a result, non-working travel can be performed in a short time while efficiently increasing the vehicle speed, and work efficiency can be improved.

Further, in the working machine, the traveling control unit reduces the increased vehicle speed to the first vehicle speed when the distance from the own vehicle position to the starting position of the working traveling becomes a predetermined third distance. Is preferable.

Further, it is preferable that the vehicle speed control system decelerates the increased vehicle speed of the working machine to the first vehicle speed when the distance from the own vehicle position to the start position of the work travel becomes a predetermined third distance. ..

Even if the vehicle speed is increased in non-working driving, it is necessary to return the vehicle speed when shifting to working driving. With the above configuration, the vehicle speed is controlled to be returned to the front by a predetermined third distance of the start position of the work run, so that the vehicle speed can be accurately controlled to be suitable for the work run at the start of the work run. It becomes easy to maintain proper work running while improving efficiency.

Further, the work run may be a reciprocating work run, and the non-work run may include a turning run performed so as to connect the two reciprocating work runs.

With such a configuration, the vehicle speed can be increased under predetermined conditions even in the straight running of the turning running performed in the non-working running, so that the turning running can be efficiently performed and the work efficiency can be improved. ..

Further, the working machine according to the embodiment of the present invention includes a traveling device, a working device that performs work using materials, a traveling control unit that controls the traveling device, and a satellite antenna that receives satellite signals from the satellite. And, the satellite positioning unit that outputs the positioning data corresponding to the position of the own vehicle based on the satellite signal and the predetermined traveling route for working and non-working based on the position of the own vehicle are automatically traveled. The work running includes a plurality of reciprocating work runs, and the non-work run includes a turning run performed so as to connect the two reciprocating work runs. The automatic travel control unit can manually drive the aircraft straight from the end region of the reciprocating work travel toward the material supply position, and the travel control unit can reach the supply position in the straight travel. When the distance is equal to or greater than the predetermined second distance, the vehicle speed is increased to the second vehicle speed, which is faster than the first vehicle speed, which is the immediately preceding vehicle speed.

The vehicle speed control system according to an embodiment of the present invention automatically travels on a predetermined travel route for work travel and non-work travel based on the position of the own vehicle, and the work travel includes a plurality of reciprocating work travels. The non-working run includes a turning run performed so as to connect the two reciprocating work runs, and the machine can be manually run straight from the terminal area of the reciprocating work run toward the material supply position. In the vehicle speed control system, when the distance to the replenishment position is a predetermined second distance or more in the straight running, the vehicle speed of the working machine is increased to the second vehicle speed faster than the first vehicle speed which is the immediately preceding vehicle speed. Speed up.

With the above configuration, even in non-working running for replenishing materials such as choi gathering, efficient running can be performed by increasing the vehicle speed, and working efficiency can be improved.

Further, in the working machine, the traveling control unit may reduce the increased vehicle speed to the first vehicle speed when the distance to the replenishment position reaches a predetermined third distance.

Further, the vehicle speed control system may reduce the increased vehicle speed of the working machine to the first vehicle speed when the distance to the replenishment position reaches a predetermined third distance.

After traveling to the replenishment position, the work equipment stops to replenish the materials. With the above configuration, the vehicle is decelerated by the predetermined third distance of the replenishment position, so that the vehicle can be easily stopped at the replenishment position, and the work efficiency can be improved while properly replenishing the materials. can.

Further, at least one of the acceleration and the deceleration may be gradually performed.

With such a configuration, a sudden change in vehicle speed can be suppressed, smooth running can be maintained, and work efficiency can be improved.

Further, at least one of the first distance, the second distance, and the third distance may be variable.

With such a configuration, it is possible to optimize the conditions for changing the vehicle speed according to the surrounding conditions such as the field and the work conditions, and it is possible to improve the work efficiency more appropriately.

It is a side view of a rice transplanter that can run automatically. It is a plan view of the rice transplanter which can run automatically. It is a front view of the rice transplanter which can run automatically. It is a schematic diagram explaining the work running of a rice transplanter. It is a functional block diagram which shows the control system of a rice transplanter. It is a top view of a remote controller. It is a top view of an information terminal. It is a functional block diagram which shows the functional part about a map selection process and a field shape acquisition process. It is a functional block diagram which shows the functional part about route creation. It is a schematic diagram explaining the connecting turn. It is a schematic diagram explaining the connecting turn. It is a functional block diagram which shows the functional part about the stop instruction invalidation process. It is a figure which shows the running mode when a stop instruction is invalidated. It is a functional block diagram which shows the functional part about a cross-border determination process. It is explanatory drawing about the boundary line. It is explanatory drawing about the cross-border determination. It is a functional block diagram about a route search and a complementary route setting. It is explanatory drawing which shows an example of the traveling route in the route search. It is explanatory drawing which shows the line feed on a touch panel. It is explanatory drawing of the turning running which does not require a complementary route. It is explanatory drawing for demonstrating the example which uses the reverse movement at the time of a turning run. It is explanatory drawing for demonstrating the turning run complementated by a complementary path. It is explanatory drawing which shows the special area set in the vicinity of a doorway. It is a functional block diagram of a control system for executing work running in a special area using a remote controller. It is explanatory drawing which shows the power distribution to a planting mechanism, and the control of each line clutch. It is a figure which exemplifies the traveling route from the non-working traveling route to the working traveling route which travels straight by advancing for a long time. It is a figure which exemplifies the traveling route from the non-working traveling route to the working traveling route which travels straight in the reverse direction for a long time. It is a figure explaining the Example of the amplification function at the time of long-distance running at the time of advancing. It is a figure explaining the Example of the amplification function at the time of long-distance running in reverse. It is a functional block diagram which illustrates the structure of the functional part for carrying out the amplification function at the time of long-distance running. It is a figure which illustrates the structure which carries out the amplification function at the time of long-distance running in a deformed field. It is a figure explaining the Example of the turning function only for a high load field. It is a functional block diagram which illustrates the structure of the functional part for carrying out a manual operation regulation function. It is a figure explaining the manual operation regulation function along the time chart. It is a functional block diagram which illustrates the structure of the functional part for carrying out the automatic driving stop function.

Hereinafter, a rice transplanter that runs on a field will be described.

Here, in order to facilitate understanding, in the present embodiment, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means front in the front-rear direction (traveling direction) of the aircraft, and " "Rear" (direction of arrow B shown in FIG. 1) means rearward in the front-rear direction (traveling direction) of the aircraft. Further, the left-right direction or the lateral direction is the aircraft crossing direction (aircraft width direction) orthogonal to the aircraft front-rear direction, that is, "left" (direction of arrow L shown in FIG. 2) and "right" (arrow R shown in FIG. 2). Direction) shall mean the left and right directions of the aircraft, respectively.

[Overall structure]
As shown in FIGS. 1 to 3, the rice transplanter includes a passenger-type, four-wheel drive type machine 1. The machine body 1 includes a parallel quadruple link type link mechanism 13 connected to the rear part of the machine body 1 so as to be able to move up and down, a hydraulic lift link 13a for swinging the link mechanism 13, and a rear end region of the link mechanism 13. The seedling planting device 3 is rotatably connected to the seedling planting device 3, the fertilizer application device 4 installed from the rear end region of the machine body 1 to the seedling planting device 3, and the rear end region of the seedling planting device 3. A chemical spraying device 18 and the like are provided. The seedling planting device 3, the fertilizer application device 4, and the chemical spraying device 18 are examples of working devices.

The airframe 1 includes wheels 12, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as a main transmission as a mechanism for traveling. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Movement), and by adjusting the angles of the motor swash plate and the pump swash plate, the driving force (rotation speed) output from the engine 2 is changed. The wheels 12 have left and right front wheels 12A that can be steered and left and right rear wheels 12B that cannot be steered. The engine 2 and the continuously variable transmission 9 are mounted on the front portion of the machine body 1. The power from the engine 2 is supplied to the front wheels 12A, the rear wheels 12B, the working device, and the like via the continuously variable transmission 9 and the like.

The seedling planting device 3 is configured as an eight-row planting type as an example. The seedling planting device 3 includes a seedling loading table 21, a planting mechanism 22 for eight rows, and the like. The seedling planting device 3 can be changed to a form such as 2-row planting, 4-row planting, 6-row planting, etc. by controlling each row clutch (not shown).

The seedling pedestal 21 is a pedestal on which eight mat-shaped seedlings are placed. The seedling stand 21 reciprocates in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped seedling, and the vertical feed mechanism 23 moves on the seedling stand 21 each time the seedling stand 21 reaches the left and right stroke ends. Each mat-shaped seedling is vertically fed at a predetermined pitch toward the lower end of the seedling stand 21. The eight planting mechanisms 22 are rotary type and are arranged in the left-right direction at regular intervals corresponding to the spaces between the planting rows. Then, in each planting mechanism 22, the driving force is transmitted from the engine 2 by shifting the planting clutch (not shown) to the transmission state, and the lower end of each mat-shaped seedling placed on the seedling stand 21 is transmitted. Cut out one seedling (also called planted seedling) from the plant and plant it in the mud area after leveling. As a result, in the operating state of the seedling planting device 3, seedlings can be taken out from the mat-shaped seedlings placed on the seedling stand 21 and planted in the mud portion of the paddy field.

As shown in FIGS. 1 to 3, the fertilizer application device 4 (supply device) dispenses fertilizer from the hopper 25 (reservoir) for storing granular or powdery fertilizer (drugs and other agricultural materials) and the hopper 25. It has a feeding mechanism 26 and a fertilizer application hose 28 (hose) that conveys the fertilizer fed by the feeding mechanism 26 and discharges the fertilizer to the field. The fertilizer stored in the hopper 25 is fed out in a predetermined amount by the feeding mechanism 26 and sent to the fertilizer application hose 28, and is conveyed in the fertilizer application hose 28 by the transport wind of the blower 27 and discharged from the groove making device 29 to the field. To. In this way, the fertilizer application device 4 supplies fertilizer to the field. The hopper 25 and the feeding mechanism 26 are placed and supported on the machine frame 1E, and the groove making device 29 is provided at the lower end of the seedling planting device 3. The fertilizer application hose 28 extends through the feeding mechanism 26 and the groove making device 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer application hose 28.

The blower 27 is operated by electric power from the battery 73 mounted on the machine body 1, and generates a transport wind for transporting the fertilizer delivered by each feeding mechanism 26 toward the mud surface of the field. The fertilizer application device 4 can switch between an operating state in which a predetermined amount of fertilizer stored in the hopper 25 is supplied to the field and a non-operating state in which the supply is stopped by an intermittent operation of the blower 27 or the like.

Each fertilizer application hose 28 guides the fertilizer conveyed by the transport wind to each groove making device 29. Each groover 29 is deployed on each leveling float 15. Then, each groover 29 moves up and down together with each leveling float 15 to form a fertilizer groove in the mud portion of the paddy field and guide the fertilizer into the fertilizer groove during the work running when each leveling float 15 touches the ground.

As shown in FIGS. 1 to 3, the airframe 1 includes an operating unit 14 in the rear side region. The driving unit 14 includes a steering wheel 10 for steering the front wheels, a main shift lever 7A that adjusts the vehicle speed by performing a shift operation of the continuously variable transmission 9, an auxiliary shift lever 7B that enables a shift operation of the auxiliary transmission, and a seedling. A work operation lever 11 that enables the planting device 3 to move up and down and switch the operating state, and a touch panel that displays (notifies) various information and notifies (outputs) to the operator and accepts input of various information. It is provided with an information terminal 5 to have, a driver's seat 16 for an operator (driver / worker), and the like. The auxiliary shift lever 7B is used for an operation of switching the traveling vehicle speed between the working speed during work and the moving speed during movement. For example, movement between fields is performed at a moving speed, and planting work and the like are performed at a working speed. Further, in front of the driving unit 14, a spare seedling storage device 17A for accommodating spare seedlings is supported by the spare seedling support frame 17.

An accelerator lever 7F may be further provided as an operating tool for controlling the vehicle speed. The traveling vehicle speed is mainly controlled according to the operation position of the main shift lever 7A according to the map scheduled by the angle of the swash plate of the continuously variable transmission 9 and the engine speed. Here, depending on the state of the field and the working conditions, there are cases where it is desired to increase only the engine speed while maintaining the traveling vehicle speed, or there are cases where it is desired to reduce the engine speed in consideration of fuel efficiency and the like. In such a case, the engine speed is increased or decreased by the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, only the engine speed can be increased or decreased from the current engine speed while the angle of the swash plate of the continuously variable transmission 9 is maintained. Further, a potentiometer (not shown) for detecting the operating position of the accelerator lever 7F may be provided.

As described above, basically, the engine speed is determined according to the operating position of the main shift lever 7A. However, regardless of the engine speed determined in this way, the engine speed increases or decreases according to the detection value of the potentiometer of the accelerator lever 7F. For example, when the engine is running at the engine speed determined according to the operation position of the main speed change lever 7A, the engine speed increases when the accelerator lever 7F is operated in the direction of increasing the engine speed. The engine speed is the minimum required speed specified by the accelerator lever 7F.

The steering wheel 10 is connected to the front wheels 12A via a steering mechanism (not shown), and the steering angle of the front wheels 12A is adjusted through the rotation operation of the steering wheel 10.

[Automatic driving]
A work run in which a rice transplanter plantes rice in a field by automatic running will be described with reference to FIGS. 1 to 3 with reference to FIG.

The rice transplanter in the present embodiment can selectively perform manual traveling and automatic traveling. Manual running and automatic running are selected by switching the automatic / manual changeover switch 7C. In the manual running, the driver manually operates the operating tools such as the steering wheel 10, the main shift lever 7A, the auxiliary shift lever 7B, and the work operation lever 11 to perform the work run. In automatic driving, the rice transplanter runs and works under automatic control along a preset traveling route. Further, the automatic driving can be performed as a manned automatic driving that requires the driver's boarding (manned automatic driving mode) and an unmanned automatic driving that does not require the driver's boarding (unmanned automatic driving mode). In manned automatic driving, the rice transplanter automatically controls other driving and operations associated with the work while the driver performs some operations according to the guidance provided by the rice transplanter. In unmanned automatic driving, it is not necessary for the driver to board, but the driver may be on board during unmanned automatic driving. Further, in the unmanned automatic driving, the driver automatically starts the working driving by performing the starting operation of the automatic driving, for example, the starting operation by the remote controller 90 (see FIG. 6) described later, and the working driving is set in advance. Is automatically controlled. The manned automatic mode in which manned automatic traveling is performed and the unmanned automatic mode in which unmanned automatic traveling is performed are set by using the information terminal 5.

When the rice transplanter performs the planting work, first, the driver manually operates the rice transplanter along the outer circumference of the field without performing the work. By this outer peripheral running, the outer peripheral shape (field map) of the field is generated, and the field is divided into the outer peripheral region OA and the inner region IA. At this time, the entrance / exit E for the rice transplanter to enter the field is set, and one side or a plurality of designated sides of the outer periphery of the field puts mat-like seedlings, fertilizers, chemicals, fuel, etc. on the rice transplanter. It is set as a seedling supply side SL for replenishment.

When the field map is generated, the travel route on which the rice transplanter performs the work travel is set. In the internal region IA, an internal round-trip path IPL connecting a plurality of paths substantially parallel to one side of the field with a swirling path is generated. The internal round-trip route IPL is a travel route that travels all over the entire internal region IA from the start point S to the end point G. When the internal round-trip path IPL is generated, the guidance startable area GA is generated in the vicinity of the entrance / exit E. By stopping the rice transplanter in the guidance startable area GA, the rice transplanter can automatically travel to the start point S of the internal round-trip route IPL. A dedicated travel route is set for the start point guidance performed from the guidance startable area GA, but a plurality of these travel routes may be set. Depending on the shape of the field, it may be difficult to guide the starting point from the stop position. By setting a plurality of travel routes, it is preferable that the starting point is appropriately guided regardless of the stop position.

In the outer peripheral region OA, two traveling routes, an inner circular route IRL and an outer peripheral route ORL, which orbit in the outer peripheral region OA along the outer peripheral region of the field, are generated. By working on the inner circuit path IRL and the outer circuit path ORL, the entire work travel of the outer peripheral region OA is performed. After the work travel of the internal round-trip route IPL (round-trip work travel) is completed, the movement to the work travel start position of the inner round-trip route IRL is performed by traveling on a separately set travel route. If the outline of the field is complicated, it may be necessary to separate the end point of the internal round-trip path IPL from the start point of the inner circuit path IRL. In such a case, a travel route including a route parallel to any one side of the field may be provided as a travel route for moving from the end point of the internal round-trip route IPL to the start point of the inner circuit route IRL.

In the case of automatic traveling, the rice transplanter first invades the field from the entrance / exit E, moves to the guidance startable area GA, and stops in the state where the traveling route is generated in this way. When automatic driving is started in the guidance startable area GA, the rice transplanter moves backward once and then moves to the start point S (start point guidance), and automatically of the internal round-trip route IPL of the internal area IA until the end point G is reached. The run is done. The traveling vehicle speed in unmanned automatic driving is controlled according to the maximum speed of the traveling vehicle speed set in advance. Further, the traveling vehicle speed in the automatic traveling at the time of guiding the starting point may be a traveling vehicle speed according to the set traveling vehicle speed, but since it often travels in the outer peripheral region OA of the field, it starts at a lower predetermined traveling vehicle speed. Automatic running at the time of point guidance may be performed.

The fertilizer application work by the fertilizer application device 4 is performed in conjunction with the planting work. For example, as shown in FIG. 4, an internal round-trip path IPL is set in the internal region IA, and a turning path is set in the outer peripheral region OA. The internal round-trip path IPL is a plurality of parallel paths, and the turning path is a path connecting adjacent internal round-trip path IPLs. The planting work by the seedling planting device 3 is performed along the internal reciprocating path IPL, and the fertilizing work by the fertilizing device 4 is also performed along the internal reciprocating path IPL. On the other hand, the planting work is not performed in the swirling path of the outer peripheral region OA, and the fertilizing work by the fertilizer application device 4 is not performed in the swirling path of the outer peripheral region OA.

When the rice transplanter travels while planting the internal region IA along the internal round-trip path IPL, the rice transplanter reaches the boundary region between the internal region IA and the outer peripheral region OA. The boundary region in the inner region IA is the "end position", and the planting mechanism 22 is stopped at this end position, and the seedling planting device 3 is raised. Generally, at the same time as the planting mechanism 22 is stopped or the seedling planting device 3 is raised, the feeding mechanism 26 is stopped and the fertilizer application work by the fertilizer application device 4 is stopped. This completes the planting and fertilizing operations along one internal round-trip path IPL in the internal region IA. After this, the rice transplanter moves to the outer peripheral region OA and makes a turning run in the outer peripheral region OA in order to move to the adjacent internal round-trip path IPL.

When the turning run is completed in the outer peripheral region OA, the rice transplanter moves to the inner region IA again and starts the planting work and the fertilizer application work along the adjacent internal round-trip path IPL. The boundary region between the inner region IA and the outer peripheral region OA of the inner region IA is the "start position", and the seedling planting device 3 descends at this start position, and the planting mechanism 22 operates again. Generally, the feeding mechanism 26 starts to move at the same time as the seedling planting device 3 is lowered or the planting mechanism 22 starts to operate, and the fertilizing work by the fertilizing device 4 is started.

When the work run of the inner region IA is completed, the work run of the outer peripheral region OA is performed. First, the rice transplanter is manually moved to the start point of the inner circuit route IRL, and then the work travel of the inner circuit route IRL is performed by unmanned automatic traveling. Next, the rice transplanter is manually moved to the start point of the outer orbital route ORL, and then the work traveling of the outer orbiting route ORL is performed by manned automatic traveling (circumferential work traveling). In manned automatic driving, automatic driving is performed along a traveling route at a manually operated traveling vehicle speed, and the working device is manually operated according to guidance (driving assist). Further, at the time of turning, the machine body 1 is automatically temporarily stopped at a predetermined position, and when the necessary work device is manually operated according to the guidance, the turning running is automatically performed. By the above work running, the planting work of the entire field is completed.

The internal round-trip route IPL and the inner circuit route IRL are not limited to unmanned automatic traveling, and work traveling may be performed by manned automatic traveling or manual traveling. Further, the outer circuit route ORL is not limited to the manned automatic traveling, and the work traveling may be performed by manual traveling, or the working traveling may be performed by unmanned automatic traveling. Further, the movement from the end point G of the internal round-trip route IPL to the inner circuit route IRL is not limited to manual driving, and may be performed by manned or unmanned automatic driving. Similarly, the movement from the end point of the inner circuit route IRL to the outer circuit route ORL is not limited to manual driving, and may be performed by manned or unmanned automatic driving.

Further, in manned automatic driving, at least that the driver is on board and that the main shift lever 7A is in the neutral position are the conditions for starting automatic driving. When the main shift lever 7A is moved in the traveling direction in a state where the start condition is satisfied, automatic traveling is started. In the traveling route of the field, the manned automatic traveling is performed during the work traveling on the outer circuit route ORL, but may be performed on other traveling routes. Further, in the manned automatic traveling, the raising and lowering of the seedling planting device 3 is performed by automatic control. For example, in the work running in the manned automatic running on the internal round-trip route IPL or the inner round-trip route IRL, the raising and lowering of the seedling planting device 3 is performed by automatic control. However, when working on the outer circuit path ORL, the seedling planting device 3 is lowered by a manual operation. Specifically, when the machine body 1 reaches the turning position of the outer circuit path ORL, the seedling planting device 3 is automatically raised. When the turning is completed in that state, the machine body 1 is stopped, and the seedling planting device 3 is lowered by a manual operation to continue the work running by the automatic running. It is more likely that there are obstacles around the outer circuit route ORL than other travel routes. In order to carry out smooth work running, the seedling planting device 3 is lowered by manual operation after confirming that there are no obstacles or the like in the work running on the outer circuit path ORL.

Further, in the unmanned automatic traveling, the automatic traveling is started by operating the remote controller 90, and the work traveling is performed by the automatic control on the preset traveling route. In the traveling route of the field, the unmanned automatic traveling can be performed during the working traveling on the internal round-trip route IPL and the inner circuit route IRL. Even in unmanned automatic running, the raising and lowering of the seedling planting device 3 is performed by automatic control.

[Control system]
Next, the control system of the rice transplanter will be described with reference to FIGS. 1 to 3 and FIG.

The control unit 30, which forms the core of the control system of the rice transplanter, controls the traveling of the rice transplanter and controls the operation of various work devices 1C. The control unit 30 controls according to the operation of various operation tools 1B performed by the driver during manual driving, and controls according to the own vehicle position while acquiring the own vehicle position during automatic driving. conduct.

Therefore, the control unit 30 including the automatic driving microcomputer 6 and the like detects the positioning unit 8 for calculating the position of the own vehicle, the information terminal 5 for performing various settings and operations and displaying various information, and various states of the rice transplanter. It is connected to a traveling device 1D including a sensor group 1A, various operating tools 1B, various working devices 1C, a front wheel 12A related to steering, a continuously variable transmission 9, and the like. The mode changeover switch 7E, which is one of the operating tools 1B, selects one of a manual driving mode for manual driving, a manned automatic driving mode for manned automatic driving, and an unmanned automatic driving mode for unmanned automatic driving. It is a switch for.

The sensor group 1A corresponds to the sonar sensor 60 as an example of an obstacle detection device that detects an obstacle around the machine body 1. The sonar sensor 60 includes, for example, four front sonars 61 that detect obstacles in the area in front of the aircraft 1, two rear sonars 62 that detect obstacles in the area behind the aircraft 1, and lateral sides of the aircraft 1. It is composed of two horizontal sonars 63 that detect obstacles in the area. The obstacle detection device is not limited to the sonar sensor 60, and any device can be used as long as it can detect an obstacle. For example, a laser sensor or a contact sensor can be used as the obstacle detection device. Further, the obstacle detection device may be configured such that the periphery of the machine body 1 is photographed by the image pickup device and the obstacle is detected by image analysis. Image analysis can also be performed using a trained model generated by machine learning, or can be performed by any means using artificial intelligence.

The various operating tools 1B correspond to, for example, the above-mentioned main shift lever 7A, auxiliary shift lever 7B, accelerator lever 7F, steering wheel 10, remote controller 90, and the like. The various work devices 1C correspond to, for example, a work operation lever 11. The receiving device 72, which receives the radio command signal from the remote controller 90 (remote control device), converts the received radio command signal into an electric signal, and transmits the electric signal to the control unit 30, is one of the side portions of the self-propelled vehicle. It is provided on the right side.

The seedling planting device 3 shown in FIGS. 1 and 2 is a specific example of the working device 1C. The seedling planting device 3 performs work in a paddy field. More specifically, the seedling planting device 3 performs the seedling planting work along a predetermined row direction.

The present invention is not limited to this, and as a specific example of the working device 1C, a sowing device that performs sowing work along a predetermined row direction may be provided. That is, the working device 1C may be a planting system working device that performs seedling planting work or sowing work along a predetermined row direction.

The positioning unit 8 outputs positioning data for calculating the position and direction of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A (corresponding to the "satellite positioning unit") that receives radio waves from satellites of the Global Navigation Satellite System (GNSS), and an inertia that detects the tilt and acceleration of the three axes of the aircraft 1. A measurement module 8B (corresponding to the "vehicle body orientation measurement unit") is included. The inertial measurement module 8B may be built in the positioning unit 8, but may be provided separately. Further, the satellite positioning module 8A and the inertial measurement module 8B may be individually provided and combined to functionally form the positioning unit 8.

In the manual travel mode, the control unit 30 controls the travel device 1D according to the operation of the operation tool 1B and the setting state of the information terminal 5, and controls the travel by controlling the vehicle speed and the steering amount. Further, the control unit 30 controls the operation of the work device 1C according to the operation of the operation tool 1B and the setting state of the information terminal 5.

In the manned automatic traveling mode or the unmanned automatic traveling mode, the control unit 30 calculates the map coordinates (own vehicle position) of the aircraft 1 based on the satellite positioning data sequentially sent from the positioning unit 8. Further, the control unit 30 acquires the field map and sets the traveling route according to the setting and operation of the field map and the information terminal 5. At the same time, the control unit 30 determines the operation of the working device 1C according to the position in the traveling path. Then, the control unit 30 calculates the traveling position in the traveling path based on the own vehicle position, and controls the traveling device 1D and the working device 1C according to the traveling position in the traveling path and the setting state of the information terminal 5. .. In this way, the control unit 30 controls the work running in the automatic running mode.

Further, the control unit 30 reduces the vehicle speed in the manned automatic driving mode as compared with the unmanned automatic driving mode, and controls so that acceleration / deceleration is performed slowly. As a result, work driving is efficiently performed in the unmanned automatic driving mode, and it is possible to prevent the ride quality of the boarding driver from being impaired in the manned automatic driving mode.

The engine rotation speed is determined according to the operation position of the main shift lever 7A in manual driving, and according to the control of the automatic driving ECU (automated driving microcomputer 6) in automatic driving, the engine rotation speed control microcomputer (control unit 30, etc.). Equivalent or built-in).

The control unit 30 may have any configuration as long as the above-mentioned functions can be realized, and may be composed of a plurality of functional blocks. Further, a part or all of the functions of the control unit 30 may be configured by software. The program related to the software is stored in an arbitrary storage unit, and is executed by a processor such as an ECU or a CPU included in the control unit 30, or a processor provided separately.

〔Remote controller〕
The rice transplanter is provided with the remote controller 90 shown in FIG. 6, and the rice transplanter can be remotely controlled by using the remote controller 90. The remote controller 90 has seven buttons and two indicators. In the present specification, the button should be interpreted in a broad sense, and includes various operating bodies such as switches and keys, and further includes software buttons and hardware buttons. The first button 90a is a power ON / OFF button. The second button 90b temporarily stops the machine body 1 in a state where the automatic traveling mode is maintained by a single push operation. Further, the second button 90b is operated by pressing the function button 90g at the same time to stop the machine body 1 and end the automatic traveling mode. At that time, the engine is not stopped. The third button 90c accelerates the machine body 1 by a single push operation, and advances the machine body 1 at a slow speed by a simultaneous push operation with the function button 90g. The fourth button 90d decelerates the machine body 1 by a single push operation, and moves the machine body 1 backward at a slow speed by a simultaneous push operation with the function button 90g. The fifth button 90e is operated by pressing the function button 90g at the same time to start automatic driving. The sixth button 90f is operated by pressing the function button 90g at the same time to start the planting work. The first indicator 90x indicates the remaining battery level, and when the remaining battery level is low, the display color changes from green to red. The second indicator 90y indicates ON / OFF of communication. That is, the second indicator 90y indicates that the remote controller 90 has been operated. Further, the second indicator 90y can also display that the operation by the remote controller 90 has been accepted by the control system of the rice transplanter.

The function of each button realized by the simultaneous pressing operation with the function button 90g may be configured to be realized by long-pressing each button or pressing it twice. Further, the machine body 1 may be stopped by the first button 90a, which is a power button. When the aircraft 1 is to be temporarily stopped in the automatic traveling mode, the second button 90b is operated by a single press. The second button 90b may be pressed and held for a long time or twice to stop the machine body 1 and end the automatic traveling mode. When the engine is stopped for idling stop, the engine may be restarted by operating a button on the remote controller 90. The function realized by simultaneously pressing the function button 90g and each button, the function of each button, and the function of each button realized by a single pressing operation of each button may be interchanged. In this embodiment, the remote controller 90 is provided with seven buttons and two indicators, but the number of each may be arbitrarily changed.

When the cradle of the remote controller 90 or the connector capable of data communication with the remote controller 90 is installed in the driving unit 14, the remote controller 90 can exchange data with the information terminal 5 and the control unit 30. If the battery of the remote controller 90 can be charged, it can be charged via the cradle. At that time, if the cradle is provided with a cover that can be waterproofed both when the remote controller 90 is attached and when it is not attached, the rice transplanter will not be damaged by water when it is washed. By exchanging data between the remote controller 90 and the information terminal 5, the operation guidance and operation results of the remote controller 90 can be displayed on the touch panel 50. Further, at least one of the information terminal 5, the control unit 30, and the remote controller 90 may be provided with a function of managing the distance between the remote controller 90 and the aircraft 1 and notifying the user when the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote controller 90 is provided with a function of notifying attention when a communication failure occurs between the information terminal 5 or the control unit 30 and the remote controller 90. It is also possible to adopt a configuration in which the rice transplanter autonomously performs a preset sequential operation by a specific operation (demonstration mode operation or the like) with respect to the remote controller 90.

The remote controller 90 can be configured in various forms. For example, it can be used as a remote controller 90 by installing a program suitable for a mobile phone or a tablet computer.

[Information terminal]
The information terminal 5 is provided in the driver unit 14 so that an operator (including a driver, a monitor, etc.) seated in the driver's seat 16 can perform manual operation, visual confirmation, and voice confirmation. The information terminal 5 has a network computer function. As shown in FIG. 7, the housing 5A incorporates a touch panel 50 and a hardware button group 5a composed of a plurality of operation keys. Further, substantially the same operation keys are displayed on the touch panel 50 as the software button group 50a. When the display content of the touch panel 50, for example, the map screen or the route screen is enlarged by operating the enlargement key, the software button group 50a is deleted, but the operation for the software button group 50a is replaced by the hardware button group 5a. It is possible. Therefore, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation by an operator is required, the corresponding operation key in the software button group 50a is alerted by blinking or lighting. At that time, if the operation key of the hardware button group 5a is also valid, the corresponding operation key of the hardware button group 5a blinks or lights up. Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed in black characters on a white background as much as possible.

[Graphic interface of information terminal]
This rice transplanter can automatically carry out seedling planting work in the field. The information required for that purpose is displayed on the touch panel 50 of the information terminal 5. The information terminal 5 is provided with a graphic interface for displaying information to the operator and inputting operations by the operator through the touch panel 50. At that time, an icon imitating the rice transplanter is displayed on the touch panel 50 to indicate the running state of the rice transplanter. Since this rice transplanter can perform manned automatic driving and unmanned automatic driving, the shape and / or color of the rice transplanter icon is changed in each case. The operator inputs various commands while being guided by the information displayed on the screen of the touch panel 50. The following processing in automatic work driving,
(1) Sensor / remote control check processing,
(2) Preparation process,
(3) Map creation process,
(4) Route creation process,
(5) Work drive setting process,
(6) Driving assist processing,
Etc. are carried out, and the information necessary for each process is displayed on the information terminal 5.

[Operation of operating tools in control during automatic driving]
The operation of the operating tool in the control during automatic driving will be described with reference to FIGS. 1 to 5.

In the unmanned automatic running, after the running is started, the operation of the operator is basically not intervened, the main shift lever 7A remains in the neutral position, and the running and the work are controlled by the control unit 30.

In manned automatic driving, driving is started by the driver operating the main shift lever 7A, and a certain manual operation may be required even when turning or performing work. At this time, the driver receives the guidance performed under the control of the control unit 30, and by performing an operation according to the guidance, the traveling is started, and the turning traveling and the work are performed. For example, guidance is given to operate the main shift lever 7A in the traveling direction with respect to the traveling direction of the path. The guidance is given by voice guidance, display on the information terminal 5, and the like, and includes guidance for prompting the operation of the main speed change lever 7A and the operation of the work device 1C. Further, in manned automatic driving, a notification to that effect is given at the start of driving, during reverse movement, and during turning.

In manned automatic driving, the operation of setting the main shift lever 7A to the neutral position is necessary for starting the automatic driving, and the operation related to the operation of the working device 1C such as the lowering of the seedling planting device 3 continues the automatic working driving. It is necessary to do. For example, it is necessary to shift the working device 1C, which has been put into a non-working state during turning, to a working state after turning. Therefore, the guidance by voice or the like prompting these operations is continuously performed unless these operations are performed. For example, in the outermost peripheral planting work by manned automatic traveling, the automatic traveling does not continue unless the seedling planting device 3 is lowered by a manual operation. Therefore, the guidance prompting the main shift lever 7A to be in the neutral position continues to be notified until the seedling planting device 3 is lowered.

Guidance to return the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reverse in manned automatic driving, and the main shift lever is operated in the forward / backward direction during unmanned automatic control. Guidance to return the main shift lever 7A to the neutral position, guidance to lower the seedling planting device 3 raised by the operator during automatic work, and seedling planting at the beginning of each side in the outermost planting work. It is preferable that the guidance for raising and lowering the device 3 is continuously notified until the operation according to the guidance is performed. In addition, guidance to return the main shift lever 7A to the operation position when the main shift lever 7A is operated to the neutral position during turning or reverse in manned automatic driving, and the main shift lever in the forward / backward direction during unmanned automatic control. The guidance to return the main shift lever 7A to the neutral position when operated, and the guidance to lower the seedling planting device 3 raised by the operator during automatic work running are operations contrary to the preset automatic running. When such an operation is performed, guidance (warning) will be given so that an appropriate operation is performed for the set automatic driving.

At this time, the voice guidance may be notified a predetermined number of times for a predetermined time, and only the guidance displayed on the information terminal 5 may be continued until the above operation is performed.

Manned automatic driving is started by pressing the automatic driving start / stop switch 7D after the predetermined conditions are met in a state where manned automatic driving is selected by the mode changeover switch 7E or the like, and the main shift lever 7A Is operated in the forward direction to start traveling. Further, the unmanned automatic traveling is started when a predetermined condition is satisfied, the traveling is started by the operation of the remote controller 90, and the traveling is not started by the operation other than the remote controller 90.

In manned automatic driving, automatic driving is started by operating the main shift lever 7A. Further, in the manned automatic traveling, the seedling planting device 3 is lowered by a manual operation after the turning is completed. In addition, the operation of the automatic driving start / stop switch 7D shifts to the manned automatic driving mode.

However, the raising and lowering of the seedling planting device 3 at the time of turning at the time of planting the outermost circumference is operated according to the guidance. Even in this case, if it can be confirmed by image analysis using an image pickup device that there is no problem in raising and lowering the seedling planting device 3, the raising and lowering of the seedling planting device 3 may also be performed by automatic control.

In addition to the voice guidance given by the voice alarm and the display by the information terminal 5, the above guidance is provided by various means using the laminated light 71 provided on the upper part of the machine 1 and the remote controller 90 and the like. It may be notified. Such guidance is controlled by a notification control unit or the like, and the notification control unit may be a control unit 30, may be built in the control unit 30, or may be provided separately from the control unit 30.

[Detection by sonar sensor]
A configuration for detecting an obstacle by a sonar sensor and a traveling control according to the detection content will be described with reference to FIGS. 1 to 3 and 5.

The sonar sensor 60 detects an obstacle around the machine body 1, and in automatic traveling, the control unit 30 controls automatic traveling according to the detected content of the obstacle. Specifically, such control can be performed by a functional block such as an automatic driving control unit or an obstacle handling unit built in the control unit 30 including the automatic driving microcomputer 6 and the like, and further, these functions. The block may be provided separately from the control unit 30.

If an obstacle is detected when the aircraft 1 starts by unmanned automatic running (at the start of unmanned automatic running), the start is suppressed and the running is not started (transmission suppression mode). For example, at the start of unmanned automatic driving in forward direction, the detection results of the front sonar 61 and the lateral sonar 63 are used among the sonar sensors 60, and when the front sonar 61 and the lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle travels. Will not start. Further, at the start of unmanned automatic driving in reverse, the detection results of the rear sonar 62 and the lateral sonar 63 are used among the sonar sensors 60, and when the rear sonar 62 and the lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle travels. Will not start. At this time, the horizontal sonar 63 detects the surroundings of the boarding / alighting step (step 14A), which is the boarding area that the driver passes through when boarding, and in particular, detects a person who is about to get on / off the driving unit 14.

Obstacles are detected during driving by unmanned automatic driving, and when an obstacle is detected, control such as stopping automatic driving is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during traveling by unmanned automatic traveling, the traveling is stopped or the traveling vehicle speed is decelerated. For example, the detection result of the front sonar 61 is used when the aircraft 1 travels straight by unmanned automatic traveling, and the detection result of the rear sonar 62 is used when the aircraft 1 travels backward by unmanned automatic traveling. Further, when turning by unmanned automatic traveling, the detection result of the horizontal sonar 63 may be used in addition to these, or the detection result of only the horizontal sonar 63 in the turning direction may be used. When the traveling is stopped, the traveling vehicle speed may be gradually reduced, and the aircraft 1 may be finally stopped. Obstacles may be detected during the round-trip work traveling on the internal round-trip route IPL, and further, obstacle detection may be performed during the outermost planting (outermost peripheral work traveling). Further, the running control using the detection result of the sonar sensor 60 is not limited to the case of unmanned automatic running, but may be performed during manned automatic running or manual running. In particular, the outer circuit route ORL (see FIG. 4) is operated by manned automatic driving or manual driving. There are many obstacles such as water outlets on the outermost circumference of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even in the outermost working running by manned automatic running or manual running.

[Seedling supply]
Seedling supply and drug supply will be described with reference to FIGS. 1 to 5.

The rice transplanter replenishes the seedlings when the seedlings run out. At the time of seedling replenishment, the aircraft 1 is moved to the seedling replenishment position at the ridge of the seedling replenishment side SL by traveling forward. When the seedling supply is completed, the aircraft 1 moves backward and returns to the traveling route.

For automatic driving, a mode with seedling supply and a mode without seedling supply can be set. In the seedling supply mode, the aircraft 1 is temporarily stopped to select whether or not to supply seedlings at the end position (end point) of the internal round-trip path IPL before the turning path or in the terminal area near the end point. Autonomous driving is paused. When it is not necessary to replenish the seedlings, the remote controller 90 is artificially operated while the vehicle is temporarily stopped to resume automatic driving, turn to the next internal round-trip route IPL, and operate the remote controller 90. Aircraft 1 stands by while the vehicle is stopped. When it is necessary to replenish the seedlings, an artificial operation is performed to the effect that the seedlings need to be replenished. And stop. After that, the machine body 1 can be brought to the edge of the seedling supply side SL by another artificial operation by the remote controller 90. At this time, the aircraft 1 travels at a predetermined vehicle speed only while the predetermined button of the remote controller 90 is pressed, for example. As another embodiment, the seedling replenishment place (replenishment position) may be a specific seedling replenishment point (replenishment position) on the outer periphery of the field instead of the seedling replenishment side. Further, in the mode with seedling supply, a route is generated toward the seedling supply side or the seedling supply point, and the vehicle may be automatically driven along the route.

In addition, as described above, the function in which seedlings are replenished in the seedling replenishment mode may be referred to as a choi gathering function or simply a choi gathering function, and the running related to the choi gathering function is referred to as a choi gathering running. There is.

Further, the operation related to the seedling supply may be performed by the remote controller 90, but may be performed by another operating tool 1B. For example, when seedling replenishment is not required, after operating a predetermined operating tool 1B such as a switch for starting automatic running (automatic starting operating tool (not shown)), the main shift lever 7A is operated in the traveling direction. By doing so, the automatic running may be restarted and the turning running may be performed. Further, when seedling replenishment is required, by operating the main shift lever 7A in the traveling direction, the machine body 1 may be brought to the edge of the seedling replenishment side SL according to the operation. In the case of unmanned automatic driving, since the passenger may not be on the driving unit 14, it is preferable that the operation is performed by the remote controller 90.

Further, in the above description, the case of supplying seedlings has been described, but the case is not limited to the seedlings, and the choi gathering function may be used when supplying other materials at the material supply position of the seedling supply side SL. ..

Further, even in the mode without seedling supply, the aircraft 1 temporarily stops at the boundary between the turning path and the internal round-trip path IPL to switch the control. Even in the mode without seedling supply, it may be necessary to move the aircraft 1 to the edge of the seedling supply side SL due to unexpected need for seedling supply or other circumstances. be. At this time, while the machine 1 is temporarily stopped, the machine 1 can be brought to the edge of the seedling supply side SL by an artificial operation by a remote controller 90 or the like. Alternatively, the speed is gradually decelerated before the machine 1 is temporarily stopped, and during that time, the machine 1 can be brought to the edge of the seedling supply side SL by an artificial operation by a remote controller 90 or the like.

It should be noted that the traveling may be automatically restarted after a predetermined time elapses after the aircraft 1 is temporarily stopped, but an artificial operation may be required to restart the traveling.

During manned automatic driving, guidance is given to the operation of the main shift lever 7A, and driving is performed based on the corresponding operation. However, in the outermost peripheral planting work, the turning traveling (direction change) connecting each side of the outer peripheral path ORL switches between forward and backward movement without the operation of the driver. Therefore, even in the case of manned automatic driving, it is preferable not to give guidance even if the driving is switched during the driving that does not require such an operation. However, even in a turning run connecting each side of the outer circuit path ORL, the operation of the work device 1C may require a manual operation. In this case, the guidance for performing the operation related to the operation of the work device 1C may be provided. Be notified.

[Control when seedlings run out, fertilizer runs out, etc.]
The control at the time of seedling shortage, fertilizer shortage, etc. will be described with reference to FIGS. 1 to 5.

A sensor (one of the sensor group 1A) for detecting the remaining amount of each material is provided in a device for supplying various materials such as a seedling planting device 3, a fertilizer application device 4, a chemical spraying device 18, and a seeder. Is also good. Hereinafter, a seedling shortage sensor that detects the remaining amount of seedlings will be described as an example, but it can also be applied to various materials such as fertilizers, chemicals, and seed paddy.

When the seedling shortage sensor detects that the remaining amount of seedlings is equal to or less than a predetermined amount, the control unit 30 may notify the information terminal 5, the voice alarm generator 100, or the like to that effect.

Further, when the seedling shortage sensor detects that the remaining amount of seedlings is less than a predetermined amount at the start of the work run or at the restart of the work run after the vehicle is stopped, the control unit 30 does not run. It may be controlled as follows. If the planting work is carried out when the remaining amount of seedlings is insufficient, there is a possibility that a stock shortage will occur in the middle of the field. Therefore, the occurrence of stock shortage is suppressed by setting the configuration so that the vehicle does not run in such a possible state.

If it is detected that the remaining amount of seedlings is less than the predetermined amount in the middle of the traveling route, the aircraft 1 may be stopped, but with the seedling planting device 3 raised, the seedling supply side You may run to SL. In addition, based on the detection of the seedling shortage sensor, the remaining amount of seedlings required to travel to the next seedling supply side SL is calculated, and a predetermined amount within the range where the amount required to return to the seedling supply side SL remains. When the amount is detected, it may be configured to travel to the seedling supply side SL while continuing the work traveling. Further, when the amount of seedlings is insufficient, the next work route may not be entered, and the worker may be notified to that effect by a notification device such as an information terminal 5 or a remote controller 90. Further, the structure is not limited to the seedling supply side SL, and may be configured to travel to other sides where seedling supply is possible, depending on the position detected by the seedling shortage sensor. In the case of automatic traveling, the movement to the seedling supply side SL or other side may generate a traveling route from the place and may be automatic traveling along the traveling route.

The seedling shortage sensor that detects that the seedlings have run out may have, for example, a configuration in which image analysis is performed to determine that the seedlings have run out because the number of seedlings has decreased to below the threshold by the image pickup device, or machine-learned learning. You may detect the seedling shortage by inputting the captured image to the finished model. The seedling shortage sensor that detects that the seedlings have run out is a seedling cutoff sensor (one of the sensor group 1A) that detects the presence or absence of seedlings, which is provided at the terminal portion of the seedling feeding portion of the seedling loading table 21. May be.

The choi gathering function can be used to move to the seedling supply side SL, but the choi gathering speed limit is released for the choi gathering running with the seedling planting device 3 raised (empty work). The traveling vehicle speed may be faster than that of the chopping performed before and after the turning area. As a result, even if a decrease in the remaining amount of seedlings is detected at a position far from the seedling supply side SL, it is possible to quickly move to the seedling supply side SL.

Similarly, the rice transplanter replenishes the drug when the loaded drug runs out. At the time of drug replenishment, the aircraft 1 is brought to the edge of the seedling replenishment side SL in the reverse running. When the drug supply is completed, the aircraft 1 moves forward and returns to the traveling route.

At the time of drug replenishment, in manned automatic driving, while maintaining the automatic state, the machine 1 is brought to the edge of the seedling replenishment side SL by turning by human operation and traveling backward.

In unmanned automatic driving, the aircraft 1 is temporarily stopped when moving from the turning path to the internal round-trip path IPL, and by performing an artificial operation during that time, the aircraft 1 moves backward at a predetermined speed (choice). , Aircraft 1 is brought to the edge of the seedling supply side SL. This artificial operation can be performed by the remote controller 90 or the like. It should be noted that such an artificial operation can be accepted while traveling in the middle of the turn, and after the turn is completed, the aircraft 1 moves backward at a predetermined speed.

[Map selection process]
The map selection process in the rice transplanter will be described with reference to FIGS. 1 to 5 and 8. The functional block diagram of FIG. 8 includes a functional unit related to the map selection process. In the map selection process in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 is provided with the machine body position calculation unit 311, and the information terminal 5 is provided with a display device 551 (touch panel 50), a map information storage unit 552, and a map information display unit 553. Each functional unit is constructed by hardware, software, or both with a CPU as a core member in order to perform processing related to map selection.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information including latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In the present embodiment, the altitude information corresponds to the height of the aircraft 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in the real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in the real space based on such GPS information.

The map information storage unit 552 stores map information indicating the shape of the work site based on the position information indicating the position of the work area and the time information indicating the time when the map information was created. The shape of the work area is the shape of the field where the rice transplanter performs the planting work, and corresponds to the shape of the outer shape of the field. In the present embodiment, the information indicating the shape of the outer shape of such a field is treated as map information. The position of the work site is the position of the field, which may be the position of the outer peripheral portion of the field, or the position of the entrance / exit E where the rice transplanter enters and exits the field. Furthermore, it may be the position of the central portion of the field. Further, the time information indicating the time when the map information is created may be a time stamp indicating the time when the above-mentioned position information is acquired, or the time when the map information is stored in the map information storage unit 552. It may be a time stamp indicating. The map information includes position information in which the position of the above-mentioned field is defined by latitude information, longitude information, altitude information, and the like, as well as time information in which the time when the map information is created is defined. The position information in the map information can be generated based on the coordinate position based on the work site coordinates, the X and Y coordinates from a specific reference point, and the like, instead of the longitude / latitude information of the positioning.

The display device 551 has a display screen. In the present embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5. In this embodiment, the touch panel 50 also serves as a display screen. Therefore, when no particular distinction is made, the display screen will be described as the touch panel 50.

The map information display unit 553 causes the touch panel 50 to display the map information extracted based on the aircraft position, the position information, and the time information among the map information stored in the map information storage unit 552. As described above, the map information storage unit 552 stores the map information, and the map information includes the position information and the time information. The machine position is the position of the machine 1 in the real space calculated by the machine position calculation unit 311, and specifically, the current position of the rice transplanter. The map information display unit 553 is map information indicating the shape of the outer shape of the field including the current position of the rice planting machine from the map information stored in the map information storage unit 552, and is the latest time based on the time information. Map information having a stamp is extracted, and the extracted map information is displayed on the touch panel 50. As a result, when the rice transplanter is in the field, the latest map information showing the shape of the field can be automatically displayed on the touch panel 50.

[Field shape acquisition process]
The field shape acquisition process in the rice transplanter will be described with reference to FIGS. 1 to 5 and 8. The functional block diagram of FIG. 8 includes a functional unit related to the field shape acquisition process. In the field shape acquisition process in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 is provided with an aircraft position calculation unit 311, and the information terminal 5 is provided with a display device 551 (touch panel 50), a position information calculation unit 571, a map information creation unit 572, and a travel route generation unit 573. Be prepared. Each functional unit is constructed with hardware, software, or both with a CPU as a core member in order to perform processing related to field shape acquisition.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information including latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In the present embodiment, the altitude information corresponds to the height of the aircraft 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in the real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in the real space based on such GPS information.

When the position information calculation unit 571 travels in each of a plurality of areas divided along the outer circumference of the work site, at the start of traveling in one area, the position of the machine and the rear end portion of the machine 1 on the outer circumference side. The position information is calculated based on the position of. The outer circumference of the work area is the outer peripheral portion of the field where the rice transplanter performs the planting work, and corresponds to the inner peripheral portion of the ridge that divides the field. The plurality of areas divided along the outer circumference of the work area correspond to each side of the polygon, for example, when the outer shape of the field is a polygon. Further, when the outer shape of the field has at least an arcuate portion, the arcuate portion may be used as one region and divided into a plurality of regions. Of course, even when the outer shape is polygonal, one side may be divided into a plurality of areas.

Here, the rice transplanter is provided with a work unit for performing ground work so as to be able to move up and down with respect to the machine 1. The work unit that performs ground work is the seedling planting device 3. In such a case, the position information calculation unit 571 sets the time when the seedling planting device 3 in the ascending position is in the descending state as the start of traveling, and the time when the seedling planting device 3 in the descending state is returned to the ascending position. It is preferable to set it at the end of running. When the seedling planting device 3 in the ascending position is in the descending state, the planting mechanism 22 of the seedling planting device 3 can plant seedlings on the planting surface (field scene) of the field. It is the time when the ground leveling float 15 touches the ground when it is brought close to the planting surface. Such a descent of the seedling planting device 3 can be detected by providing a sensor (one of the sensor group 1A) on the leveling float 15, and a work operation lever for raising and lowering the seedling planting device 3. It is also possible to detect the position of 11.

Further, when the seedling planting device 3 in the descending state is returned to the ascending position, the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the leveling float 15 is moved from the planting surface. It is the time when they are separated. Such an ascent of the seedling planting device 3 can also be detected by providing a sensor (one of the sensor group 1A) on the leveling float 15, and a work operation lever for raising and lowering the seedling planting device 3. It is also possible to detect the position of 11.

In this way, the position information calculation unit 571 is brought close to the planting surface so that the planting mechanism 22 of the seedling planting device 3 can plant seedlings with respect to the planting surface of the field, and the ground leveling float 15 touches the ground. The location information is obtained by setting the time when the running starts, the time when the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the time when the leveling float 15 is separated from the planting surface. Can be calculated appropriately.

Returning to FIG. 8, the map information creation unit 572 creates map information indicating the shape of the work site based on the position information. The position information is calculated by the above-mentioned position information calculation unit 571 and transmitted to the map information creation unit 572. The map information showing the shape of the work site corresponds to a map showing the shape of the field in which the coordinates consisting of the latitude information and the longitude information indicated by the position information acquired by the rice transplanter traveling around the field are continuously connected. Therefore, the map information creation unit 572 creates a map showing the shape of the field in which the coordinates consisting of the latitude information and the longitude information indicated by the position information calculated by the position information calculation unit 571 are continuously connected. Since such map information can be created by using a known method, the description thereof will be omitted. Here, the map information being created is also simply described as map information.

[Route creation process]
The route creation process in the rice transplanter will be described with reference to FIGS. 1 to 5 with reference to FIGS. 9 to 11.

The travel route (route) that is the target of automatic driving is an internal round-trip route IPL for planting seedlings in the inner region IA of the field and a circular route for planting seedlings in the outer peripheral region OA of the field. , It consists of a start point guidance path for moving from the guidance startable area GA set in the vicinity of the entrance / exit E to the start point (work start point) S of the internal round-trip path IPL. The outer peripheral area OA of the field is an area where the seedling planting work is performed by traveling along the circumferential path, and the inner area IA is an area left inside the outer peripheral area OA. Here, the route creation process includes a round-trip route creation process, a seedling supply route creation process, a circuit route creation process, and a start point guidance route creation process.

As shown in FIG. 9, the functional unit required for various processes related to route creation is built in the information terminal 5. The information terminal 5 is connected to a control unit 30 that constructs functional units such as an airframe position calculation unit 311, a travel control unit 312, and a work control unit 313 through a communication line such as an in-vehicle LAN. The control unit 30 is also connected to the traveling device 1D and the working device 1C. The functional units built in the information terminal 5 include a reference side setting unit 521, a reciprocating route creation unit 522, a traveling direction determination unit 523, a supply side setting unit 531, a supply control management unit 532, a circuit route creation unit 524, and an operation mode. The management unit 525, the start point setting unit 541, and the start point guidance route creation unit 542.

The reference side setting unit 521 sets one side of the outer shape of the farm (field, etc.), which is the work area of the work machine, as the reference side. The round-trip route creation unit 522 creates an internal round-trip path IPL including a plurality of straight paths extending in a predetermined direction with respect to the reference side. The travel direction determination unit 523 sets the travel direction in the internal round-trip path IPL. The supply side setting unit 531 sets a specific side of the outer shape of the farm as a material supply side of the material consumed by the working machine. The supply control management unit 532 uses the work equipment from the end region of the straight path of the internal reciprocating path IPL traveling toward the material supply side, from the start region of the straight path traveling next, or from both regions. The replenishment running control for bringing the material closer to the material replenishing side is managed in cooperation with the running control unit 312. The orbital route creation unit 524 creates at least one orbital route in the outer peripheral region of the farm based on the travel locus in the outer shape calculation run that runs along the boundary line of the field to calculate the outer shape of the farm. The driving mode management unit 525 enables selection from manned automatic driving, unmanned automatic driving, and manual driving as the driving mode of the circuit route. The start point setting unit 541 sets the start point S of the work run using the internal round-trip path IPL. The start point guidance route creation unit 542 creates a start point guidance route SGL for automatically guiding the work machine satisfying the guidance condition to the start point S.

As described above, the program that realizes the functional unit related to route creation is installed in the information terminal 5. Various processes proceed according to the contents displayed on the screen of the touch panel 50 of the information terminal 5 and the operation on the touch panel 50.

In the route creation in the inner area IA, the reference side for planting and the planting direction are selected. Numerical values are given to the sides that are candidates for the planting reference side. The operator selects a desired side as a reference side, and further selects whether the planting direction is parallel to or perpendicular to the reference side. This planting direction is the direction of the straight path in the reciprocating travel in the inner region IA. In the round-trip travel, a route that combines a straight route and a turning route is used, but the straight route is not limited to a straight line, and may be a large curved shape or a meandering shape.

Regarding the selection of the planting direction, when the reference side is selected, the planting direction may be automatically selected so that the number of round trips in the reciprocating travel is reduced. In addition, when the first selection is made in the same field or similar field, the planting direction is set as the default so that it is parallel to the longest side of the field, and when the subsequent planting direction is selected, the previous selection result is used. It may be configured to be set as the default.

The field shape is not limited to a rectangle, but may be a quadrangle such as a trapezoid or a rhombus, and may be a triangle or a polygon having a pentagon or more. Therefore, the reference side is not limited to the four sides of the rectangle, and a side in which the opposite sides are non-parallel may be selected. Further, when a curved side is selected as a reference side, a traveling route along the side may be set, or a gradually linearly accustomed route may be set. On the other hand, in such a case, the error becomes large, so it may not be possible to select the reference side.

In the reciprocating work in the internal area IA, seedling replenishment is required during the work. The seedling supply here is read as other material supply (drugs, fertilizers, fuel, etc.). In seedling replenishment, the rice transplanter must interrupt the round-trip travel and approach the ridges, but the rice transplanter can be automatically stopped at a position where the ridges can be approached for this seedling replenishment. Through this screen, it is possible to select whether or not to automatically stop (automatically stop the seedling supply side) for this ridge approaching run. Further, the side for supplying seedlings is a field side that intersects the straight path in the round-trip travel, and this side can also be selected through this screen. The selectable side may be one side or two sides. Also, in a deformed field, two adjacent sides may be candidates for supply sides.

When the field is special, the candidate for the material supply side needs to be selectable from all the field sides. Therefore, when such a special field is considered, the material supply side is configured so that it can be selected from all the field sides.

Seedling replenishment may also be required during work travel along the orbital route in the outer peripheral region (surrounding planting travel). Even in this case, the machine 1 is automatically stopped at the field side. At that time, if the machine 1 is separated from the field side by a predetermined distance or more, the machine 1 is moved sideways to the field side and then automatically stopped. When it automatically stops, a notification prompting for replenishment is given.

Regarding the selection of the seedling supply side, it may be configured so that the reference side is selected, preferably the seedling supply side in the surrounding planting run is automatically determined, or after the seedling supply side is selected. , Preferably configured so that the reference edge is automatically determined.

In seedling replenishment, generally, the front part of the machine 1 needs to approach the ridge (supply side), so that the front part of the machine 1 needs to approach the ridge (replenishment side). After replenishment, the vehicle enters the next straight path by moving backward and turning. In the turning control performed when entering the next straight path, it is convenient to control with a fixed turning radius. In this case, the aircraft 1 returns backward to the position where the normal turning path of the original straight path is performed, and from there, the aircraft 1 enters the next straight path by the normal turning path. Since it is necessary for the rear part of the machine 1 to approach the ridges in the case of chemical replenishment or the like, as the ridge approaching travel, a turning backward ridge approaching traveling in which the aircraft turns and then reverses is adopted. After replenishment, move forward to enter the next straight route. These series of seedling replenishment runs can also be remotely controlled using a remote controller 90 or the like.

When the seedlings are replenished near the deformed ridges, the aircraft 1 may approach the ridges in the turning run performed when returning to the next straight path after the seedlings are replenished. In such a turning run, the turning start position is set to a position farther from the ridge and the turning radius is changed as compared with the turning that is normally performed.

When automatic stop for seedling replenishment is selected, the vehicle automatically travels straight to the outer peripheral area (also referred to as headland) OA on the replenishment side. For this automatic traveling, an extension route generated by extending the straight path of the internal round-trip path IPL is used. While traveling on the extension route, operations such as planting, sowing, and fertilization are not performed, and the machine body 1 automatically stops at a processing position close to the ridge.

When replenishment is performed without selecting automatic stop, when the seedling planting device 3 is raised before or during the turning, the ridge approaching running is performed manually or by interrupt control using the remote controller 90. Is possible. In that case, the automatic operation cannot be restarted unless the aircraft 1 is manually driven to the next starting point after replenishment. Of course, if you don't need replenishment, you don't have to choose automatic stop. Examples of cases where replenishment is not required are when dense seedlings, long (roll) mat seedlings are used, and when a direct sowing device is equipped instead of the seedling planting device 3. It may be set to stop the aircraft 1 before or during the turning run by an operation using the remote controller 90 or the like regardless of the replenishment.

When remote control is performed by the remote controller 90 or the like, the remaining amount check of the replenishment material is performed by using the remaining amount sensor instead of the visual inspection by the operator, and the detection result or the out of material is transmitted to the remote controller 90. Alternatively, a configuration may be adopted in which the surroundings are notified by voice. When the remaining amount sensor detects that the material is out (insufficient material), it can be automatically stopped. Such automatic stop and notification of material shortage (material shortage) can be performed not only in the work run in the inner region IA but also in the work run in the outer peripheral region OA. At that time, the material supply route to the material supply position may be created.

The remaining amount sensor can be configured by a machine learning model that outputs the remaining amount of materials such as seedlings by inputting an image taken by a camera. In addition, if the remaining amount of materials can be estimated, the position where the materials are automatically stopped to be replenished can also be estimated. Based on this estimated position, an automatic stop for material supply can be reserved. This reservation can be made automatically or manually, and the reservation can be canceled manually.

If the remaining amount of material can be estimated, it is determined whether or not the vehicle can travel to the next replenishable position with the estimated remaining amount. Based on this determination result, the aircraft 1 is stopped to reinforce the material, and the predicted position for starting the material replenishment run is notified.

In this embodiment, the work run (round planting run) in the outer peripheral region OA includes the inner circular path IRL located inside the outer peripheral region (headland) OA and the outer side located outside the outer peripheral region OA as the orbital route. It is performed along the circuit path ORL. Traveling along the inner orbital path IRL is referred to as inner orbital or inner peripheral travel, and traveling along the outer orbital path ORL is referred to as outer orbital or outer peripheral travel. In map creation, it is created so as to substantially match the travel locus on which the aircraft 1 has traveled. The inner orbital path IRL is a path between the inner reciprocating path IPL and the outer orbital path ORL. Inner laps and outer laps can be manned, unmanned or manually performed.

In this embodiment, the outer orbital route ORL is specified to be manned automatic driving even if it is an automatic traveling, but the outer orbiting route ORL is based on the traveling locus of the teaching traveling of map creation, and the traveling thereof is performed. Since the seedling planting device 3 is running in a lowered state, there is little possibility that a problem will occur even in unmanned automatic running. For this reason, unmanned automatic driving may be selected for the outer circuit route ORL. Further, since the inner circuit path IRL and the outer circuit path ORL are set as separate routes, the algorithm tends to be complicated, but a connecting route of the two routes may be provided from the beginning. Alternatively, a path may be provided to guide the inner circuit path IRL from its end point to the start position of the outer circuit path ORL at the end point.

In this embodiment, the orbital path formed in the outer peripheral region OA is defined as a two-lap orbital path in order to secure sufficient space for turning in the reciprocating run. However, depending on the model and the number of work lines, one round route is sufficient. Therefore, the configuration may be such that the orbital path can be selected to be formed by one orbital path. However, when the orbital path is formed by one orbital path, the turning path used for reciprocating travel includes a turning path using reverse movement or two angle-shaped turning paths with a connecting straight path exceeding the working width. It is preferable to adopt a connecting turning path. At that time, when traveling on a straight route, the travel control is performed so as to imitate the circuit route, but special measures such as expanding the permissible range of cross-border judgment that regulates the distance from the ridge are adopted. Furthermore, when there is a risk of interference with the ridge during turning, a turning retry function that gradually turns by turning back multiple times using reverse movement or the like is also adopted.

In the route creation process, usually, a normal turn (180 degree turn) or a U-shaped turn (go straight to approach the ridge, then move backward, and then make the normal turn and finally move forward based on a predetermined trajectory. Then, turning to enter the next work start point) is adopted, but if the work width is narrower than the space for turning running at the ridge or for a specific purpose such as empty planting, FIG. A turning method such as 11 may be adopted.

10 and 11 exemplify the above-mentioned special turning running (turning path). FIG. 10 shows an example of a connecting turn. This connecting turn is a moving run for moving from one straight path to the next straight path instead of the adjacent straight path. This joint turn consists of a first turn path (reference numeral Q1 is assigned in FIG. 10), a linear path (reference numeral Q3 is assigned in FIG. 10), and a second turn, which makes a direction change of approximately 90 degrees. It consists of a route (reference numeral Q2 is assigned in FIG. 10). The length of the straight path is calculated according to the position of the straight path of the destination. FIG. 11 shows an example of a turning turn using reverse movement. The turning turn is used when the space for turning (distance to the ridge: width of the outer peripheral region OA) is small when moving from the straight path in which the vehicle is traveling to the adjacent route in the turning. The turn-back turn shown in FIG. 11 includes a first turn path (reference numeral R1 is assigned in FIG. 11), a reverse reverse turn path (reference numeral R2 is assigned in FIG. 11), and a second turn path (reference numeral R2 is assigned in FIG. 11). In FIG. 11, the reference numeral R3 is assigned). A run called turning is realized by the first turning path and the reverse reverse turning path, and by increasing this turning, the space required for turning can be reduced.

[Interruption / termination of automatic driving, postponement of running line, restart from interruption of automatic operation]
If a situation occurs in which automatic driving is difficult during automatic driving, automatic driving is interrupted or terminated, and driving control shifts to manual driving. When the automatic running is completed, the work in the automatic running cannot be restarted, but when the automatic running is interrupted, the work in the automatic running can be restarted. In automatic driving, the history of automatic driving performed (running route, etc.) is recorded. When the automatic driving is resumed after the automatic driving is interrupted, at the same aircraft position, or after the manual driving is resumed, the position of the aircraft where the automatic driving was interrupted and the ID of the traveling route of the aircraft position are stored in the memory or the like. Read out. When the suspend position and the restart position are different, if the suspend position and the restart position are on the same line, it is possible to instruct the restart on the touch panel in a state where the aircraft overlaps on the line. If the suspended position and the restart position are on different lines, the set travel route is postponed (referred to as line feed) using the travel route displayed on the touch panel 50, and the aircraft 1 travels to the current position. Match routes.

The items to be added regarding the screen display of the traveling route on the touch panel 50 are as follows.
(1) The traveling route where the automatic driving is interrupted is drawn in a characteristic color such as red. At that time, the route section whose color is changed is preferably a straight route unit, but may be a partial section of the straight route including an interruption point.
(2) When there are a plurality of routes near the interruption point of the automatic operation, the operator selects the traveling route to be processed.
(3) The color of the traveling route is changed according to the work attribute of the traveling route. For example, the route along the travel route where the seedling planting work was completed, the route where the seedling planting work was performed, the route to be performed in the future, and the route without performing the seedling planting work called the idle running route. The routes and the like are colored so that they can be identified. Further, the periphery of the route where the seedling planting work is completed may be colored according to the work width (each row unit).
(4) Even in manual driving, the travel locus and the travel route map are matched, and the work traces traveled by manual travel are also displayed as an existing work area.
(5) In order to facilitate the postponement of the driving route when the automatic driving is interrupted and the automatic driving is restarted after the manual driving along a plurality of driving routes, the traveling route fast-forwarding and fast-rewinding functions are provided. It is prepared.
(6) When resuming automatic driving, it is necessary to select a traveling line to be restarted. In order to facilitate the selection work, when resuming automatic driving, one of the interrupted travel route, the travel route next to the interrupted travel route, and the travel route immediately before the interrupted travel route is set as the default restart travel route. Set.

[Cancellation instruction invalid processing]
The process of invalidating the stop instruction in the rice transplanter will be described. FIG. 12 is a block diagram showing a functional unit in the stop instruction invalidation process. As shown in FIG. 12, in the stop instruction invalidation process in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 is provided with an aircraft position calculation unit 311 and a travel control unit 312, and the information terminal 5 has a display device 551 (touch panel 50), a map information acquisition unit 51, a travel stop instruction unit 52, and is invalid. An instruction unit 53, a cancellation unit 54, a material supply position setting unit 55, a supply instruction reception unit 56, and a notification unit 57 are provided. Each functional unit is constructed with hardware, software, or both with a CPU as a core member in order to perform processing related to field shape acquisition.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information including latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In the present embodiment, the altitude information corresponds to the height of the aircraft 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in the real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in the real space based on such GPS information.

The map information acquisition unit 51 acquires map information indicating the shape of the work area. As described above, the map shape indicating the shape of the work area is stored in the map information storage unit 552. Therefore, in the present embodiment, the map information acquisition unit 51 acquires map information from the map information storage unit 552.

The travel control unit 312 automatically travels while performing work at the work site based on the acquired map information and the aircraft position. In the present embodiment, as described above, a travel route that is a target of automatic travel is set based on the map information in the route creation process. Therefore, the traveling control unit 312 automatically travels the rice transplanter while planting seedlings in the field so that the position of the aircraft follows the traveling route. Since the control for automatically traveling the rice transplanter according to such a traveling route is known, detailed description thereof will be omitted.

The travel stop instruction unit 52 gives an instruction to stop the work travel to the travel control unit 312 when the travel stop condition set in advance is satisfied. The preset running stop condition is a condition for stopping the automatic running. As such a running stop condition, for example, it is possible to assume that the remaining amount of the work material used for the work is equal to or less than a predetermined amount. The work materials used for the work correspond to seedlings used for the planting work, fertilizers to be fertilized in the field, chemicals and the like. Of course, the working material may be at least one of seedlings, fertilizers, and chemicals. Therefore, when the remaining amount of fertilizer or chemicals to be applied to the seedlings used for the planting work or the field becomes a predetermined amount or less, the running stop instruction unit 52 gives a running stop instruction to the running control unit 312. The remaining amount of seedlings, fertilizers and chemicals may be detected directly by a sensor, or it is theoretically calculated by subtracting the used amount from the initially loaded amount. May be.

When the travel control unit 312 receives such a stop instruction from the travel stop instruction unit 52, the travel control unit 312 cancels the automatic travel control. Therefore, the rice transplanter stops automatic running when the remaining amount of fertilizer or chemicals applied to the seedlings used for the planting work or the field becomes less than a predetermined amount.

When the traveling stop instruction unit 52 is configured to give a stop instruction when the remaining amount of the work material is equal to or less than the predetermined amount, the notification unit 57 determines that the remaining amount of the work material is the predetermined amount or less. It is advisable to configure it to notify that the remaining amount of work materials is low. The notification may be performed at the information terminal 5 or may be performed from the aircraft 1. Further, the user may notify the mobile terminal (for example, a smartphone) possessed by the user. Further, the timing of notification may be when the remaining amount of the work material is less than the predetermined amount, or after the remaining amount of the work material is less than the predetermined amount, the user approaches a preset point (for example, a ridge). It may be at that point. As a result, not only the user can grasp that the remaining amount of the work material is equal to or less than the predetermined amount, but also it is possible to grasp that the stop instruction is given by the traveling stop instruction unit 52.

Here, the rice transplanter is configured to be exceptionally capable of automatic driving in response to a user's instruction even when a stop instruction is received. Therefore, even when the stop instruction is given, the invalidity instruction unit 53 invalidates the stop instruction by the travel stop instruction unit 52 according to the user's instruction, and enables automatic driving by the travel control unit 312. It is configured to give instructions. The case where the stop instruction is given is the case where the remaining amount of fertilizer or chemicals to be applied to the seedlings used for the planting work or the field becomes a predetermined amount or less, and the running stop instruction unit 52 gives the stop instruction. The user's instruction corresponds to, for example, a predetermined operation (pressing a predetermined operation button) by the information terminal 5 or a predetermined operation (pressing a predetermined operation button) by the remote controller 90. Therefore, even if the remaining amount of fertilizer or chemicals to be applied to the seedlings used for the planting work or the field is less than a predetermined amount and the traveling stop instruction unit 52 gives a stop instruction, the invalidity instruction unit 53 is used by the user. (For example, it is possible to display an invalid display on the touch panel 50 and recognize that the user has performed a touch operation on the display) or a remote controller. When a predetermined operation is performed by 90, the stop instruction by the travel stop instruction unit 52 is invalidated, and an invalid instruction is given to the travel control unit 312 to enable automatic travel. As a result, the rice transplanter resumes automatic driving.

Further, when the stop instruction is invalidated by the invalidation instruction unit 53, the working machine can be configured to invalidate the travel stop instruction unit 52 and automatically drive the vehicle for a predetermined distance or a predetermined time. That is, when the stop instruction is invalidated by the invalidation instruction unit 53, the travel stop instruction unit 52 is automatically disabled while the rice transplanter travels a preset distance or until a predetermined time elapses. It can be configured to run. To invalidate the travel stop instruction unit 52, the stop instruction by the travel stop instruction unit 52 may be invalidated, or the function of the travel stop instruction unit 52 itself may be invalidated. In any case, by configuring as described above, when the stop instruction is invalidated by the invalidation instruction unit 53, the rice transplanter travels a preset distance or a predetermined time elapses. Until then, the work equipment will be able to run automatically.

Here, in the present embodiment, the travel control unit 312 automatically travels along a travel route that is a target of automatic travel set in the work area. In particular, in the internal region IA in the field, automatic traveling is performed along the internal round-trip route IPL as shown in FIG. Such an internal round-trip path IPL is set as a plurality of round-trip travel paths that make a round trip within the internal region IA. Therefore, the travel control unit 312 travels the work area along a plurality of reciprocating travel routes. In this case, the travel control unit 312 travels to the end position or the next start position in the reciprocating travel route when the above-mentioned invalidation instruction is received, that is, when the stop instruction is invalidated by the invalidation instruction unit 53. Is good.

The end position in the round-trip travel route corresponds to the end position G1 of the internal round-trip route IPL1 when the round-trip travel route is one one-way travel route (for example, the internal round-trip route IPL1). In such a case, if the stop instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1, the travel control unit 312 may travel to the end position G1 of the internal reciprocating route IPL1. Further, when the round-trip travel route is a round-trip travel route as an outward travel route and a return travel route (for example, it is assumed that the internal round-trip route IPL1 and the internal round-trip route IPL2 are composed), the end position G2 of the internal round-trip route IPL2 is equivalent. do. In this case, if the stop instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1 or the internal reciprocating route IPL2, the traveling control unit 312 travels to the end position G2 of the internal reciprocating route IPL2. It is good to let it.

The next start position in the round-trip travel route is the start position S2 of the internal round-trip route IPL2, which is the next round-trip travel route, when the round-trip travel route is one one-way travel route (for example, the internal round-trip route IPL1). Is equivalent. In such a case, if the stop instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1, the travel control unit 312 may travel to the start position S2 of the internal reciprocating route IPL2. Further, when the round-trip travel route is a round-trip travel route as an outward travel route and a return travel route (for example, it is assumed that the internal round-trip route IPL1 and the internal round-trip route IPL2 are included), the internal round-trip route is the next round-trip route. The start position S3 of IPL3 corresponds. In this case, if the stop instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1 or the internal reciprocating route IPL2, the traveling control unit 312 travels to the start position S3 of the internal reciprocating route IPL3. It is good to let it. This prevents the rice transplanter from stopping in the central part of the field, and makes it possible to run and stop the rice transplanter at a position where it is easy to replenish seedlings and fertilizer in the field, for example.

In the present embodiment, the invalidation instruction by the invalidation instruction unit 53 can be canceled by the cancellation unit 54. As a result, for example, the state in which automatic driving is possible due to the invalidation instruction given by the invalidation instruction unit 53 in response to the instruction to the user can be further canceled according to the user's intention to cancel. The cancellation by the canceling unit 54 may be performed according to the user's intention to cancel, or may be automatically performed according to an instruction from the information terminal 5 or the host system.

As described above, the rice transplanter is configured to replenish the work materials such as seedlings and fertilizers mounted on the rice transplanter when the seedlings are planted. There is. A material supply position setting unit 55 for setting a supply position for supplying such work materials in a round-trip traveling route is provided.

When such a replenishment position is set, the travel control unit 312 may travel to the next replenishment position when the stop instruction is invalidated by the invalidation instruction unit 53. As a result, the rice transplanter can be automatically run to the next replenishment position, and work materials can be replenished.

For example, it is preferable that it is known in advance whether or not the above-mentioned supply position is set. Therefore, it is preferable to configure the replenishment instruction receiving unit 56 to receive an instruction as to whether or not to replenish the work material when the remaining amount of the work material becomes a predetermined amount or less while traveling on the reciprocating travel route. As a result, the traveling control unit 312 can automatically travel to the next replenishment position described above.

On the other hand, when the instruction to replenish the work material is not received, the travel control unit 312 may be stopped when it reaches a preset point in the round-trip travel route. The preset points can be, for example, the end point in the outward travel path and the end point in the return travel route in the round-trip travel route, or can be the end point in the round-trip travel route. It is also possible to set the point different from the start point and the end point in the round-trip travel route. By stopping when such a point is reached, it is possible to seek the user's instruction each time.

In the above embodiment, the travel stop instruction unit 52 has been described as giving a stop instruction when the remaining amount of seedlings and fertilizer used for planting seedlings is less than a predetermined amount, but the travel stop instruction unit 52 is a machine body. It is also possible to give a stop instruction when an object sensor (for example, a sonar sensor 60) detects an object existing around 1. Of course, it is also possible to give a stop instruction both when the remaining amount of seedlings and fertilizer is less than a predetermined amount and when the object sensor detects the object.

As described above, for example, when an object is detected around the machine body 1 by the sonar sensor 60, the machine body 1 in automatic operation (automatic traveling) is temporarily stopped in response to a stop instruction. However, when it is determined that the detected object does not interfere with automatic driving (specifically, for example, another sensor different from the sonar sensor 60 indicates that the size of the object is smaller than or equal to a predetermined size. Based on the size of the detected object, such as when the detection result is obtained or when the object is found to be a negligible obstacle by the visual inspection of a person (for example, a worker). When it is determined that there is no problem in automatic driving), it is possible to configure the automatic driving to continue by the above-mentioned stop instruction invalidation process. At that time, in the vicinity of the detected object, the traveling speed of the aircraft 1 is set to a predetermined traveling speed slower than the normal traveling speed (traveling speed when the object is not detected), and the aircraft passes by the object. You may try to do it. These operations may be performed by the remote controller 90, the information terminal 5, or the like, or may be automatically performed by the automatic control program.

In the above embodiment, the travel control unit 312 travels the work area along a plurality of round-trip travel routes, and when the stop instruction is invalidated by the invalidation instruction unit 53, the end position in the round-trip travel route or the next Although it has been described as traveling to the start position, the travel control unit 312 travels the work site along a plurality of round-trip travel routes, and when the stop instruction is invalidated by the invalidation instruction unit 53, the end in the round-trip travel route. It can also be configured to travel to a location different from the position or the next start position.

In the above embodiment, the cancellation unit 54 for canceling the invalidation instruction by the invalidation instruction unit 53 has been described as further provided, but it is also possible to configure the cancellation unit 54 without the cancellation unit 54.

In the above embodiment, the travel stop instruction unit 52 has been described as giving a stop instruction when the remaining amount of the work material used for the work becomes a predetermined amount or less, but the travel stop instruction unit 52 has the remaining amount of the work material. It is also possible to configure so that the stop instruction is not given even when the amount is less than a predetermined amount.

In the above embodiment, the material supply position setting unit 55 for setting the supply position for replenishing the work material in the reciprocating travel route is provided, and the travel control unit 312 is next when the stop instruction is invalidated by the invalidation instruction unit 53. Although it has been described that the vehicle travels to the supply position of the above, it is possible to configure the material supply position setting unit 55 without the material supply position setting unit 55, and the travel control unit 312 may use the following even if the stop instruction is invalidated. It is also possible to configure it so that it does not run to the supply position of.

In the above embodiment, a replenishment instruction receiving unit 56 for receiving an instruction as to whether or not to replenish the work material is provided when the remaining amount of the work material becomes a predetermined amount or less while traveling on the reciprocating travel route, and the travel control unit is provided. Although 312 has been described as stopping when an instruction to replenish work materials is not received and a preset point in the round-trip travel route is reached, it may be configured without the replenishment instruction receiving unit 56. It is possible, and the travel control unit 312 can be configured not to stop when it reaches a preset point in the round-trip travel route when it has not received an instruction to replenish the work material.

In the above embodiment, it has been described that the notification unit 57 for notifying that the remaining amount of the work material is low when the remaining amount of the work material is not more than a predetermined amount is provided, but the notification unit 57 is not provided. It is also possible to configure.

In the above embodiment, it has been described that the work performed by the working machine is the planting work of seedlings, but the working machine may perform other work. Further, although it has been described that the work material is at least one of seedlings, fertilizers, and chemicals, work materials other than these may be used.

[Cross-border judgment processing]
The cross-border determination process in the rice transplanter will be described. FIG. 14 is a block diagram showing a functional unit in the cross-border determination process. As shown in FIG. 14, in the cross-border determination process in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 is provided with an aircraft position calculation unit 311, a cross-border determination unit 64, a cross-border prevention control unit 65, a cross-border permission unit 66, a restart instruction unit 67, and a pause instruction unit 68. Each functional unit is constructed with hardware, software, or both with a CPU as a core member in order to perform processing related to cross-border determination.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information including latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In the present embodiment, the altitude information corresponds to the height of the aircraft 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in the real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in the real space based on such GPS information.

Rice transplanters travel on bordered work areas. Therefore, the cross-border determination unit 64 determines whether or not the aircraft 1 crosses the boundary line based on the boundary line set to avoid contact with the boundary and the aircraft position. The boundary corresponds to, for example, a ridge or a road (hereinafter referred to as “ridge or the like”) adjacent to the field provided for partitioning the field as shown in FIG. Boundaries are provided along the outer edge of the field (field contours), as shown in FIG. 15, to prevent the rice transplanter from coming into contact with such boundaries. For rice transplanters, it is preferable to provide such a boundary line on the map used for work driving. Such a map is stored in the map information storage unit 552 described above as map information indicating the shape of the work site, and the map information is acquired from the map information storage unit 552 by the map information acquisition unit 51. The boundary line may be defined in advance in such map information, or may be calculated and set when the field shape information indicating the field shape is acquired by traveling around the field. The aircraft position is transmitted from the aircraft position calculation unit 311 described above. Therefore, the cross-border determination unit 64 is transmitted from the boundary line and the machine position calculation unit 311 virtually provided in the map used by the rice transplanter for work driving in order to prevent the rice transplanter from coming into contact with the ridges and the like. It is determined whether or not the aircraft 1 crosses the boundary line based on the aircraft position.

The cross-border prevention control unit 65 prohibits the aircraft 1 from traveling when it is determined that the aircraft 1 has crossed the boundary line. "When it is determined that the aircraft 1 crosses the boundary line" is a case where it is determined by the cross-border determination unit 64 described above that the aircraft 1 of the rice transplanter crosses the boundary line. Therefore, it is preferable to configure the cross-border determination unit 64 so that the determination result is transmitted to the cross-border prevention control unit 65. Here, the rice transplanter is automatically driven by the traveling control unit 312 while performing work at the work site based on the map information and the aircraft position. Therefore, the cross-border prevention control unit 65 prohibits the traveling control unit 312 from automatically traveling when the cross-border determination unit 64 determines that the rice transplanter aircraft 1 crosses the boundary line, and further, only automatic traveling. However, manual driving is also prohibited. As a result, the rice transplanter stops at the position in the field corresponding to the position where the boundary line is set in the map information.

The cross-border permission unit 66 suspends the determination by the cross-border determination unit 64 by the cross-border permission command, and permits the aircraft 1 to cross the boundary line. The cross-border determination unit 64 continuously determines whether or not the aircraft 1 has crossed the boundary line. A cross-border permit directive is a directive that permits crossing a border. Such a cross-border permission command corresponds to, for example, an instruction to travel beyond the boundary line by operating a remote controller by a user. When such an instruction is obtained, the cross-border permission unit 66 suspends the determination by the cross-border determination unit 64, assuming that the user has given a cross-border permission command permitting the aircraft 1 to cross the boundary line. As a result, for example, the rice transplanter can travel beyond the boundary line to the outer edge side of the field by remote control operation, and for example, seedlings, fertilizers and chemicals used for planting work can be replenished.

The restart instruction unit 67 resumes the determination by the cross-border determination unit 64 when the preset setting portion of the aircraft 1 enters the center side of the work area from the boundary line when permitted by the cross-border permission unit 66. And suspend the permission by the cross-border permission unit 66. "When permitted by the cross-border permission unit 66" is a case where the aircraft 1 is permitted to cross the boundary line by the cross-border permission unit 66 which has received the cross-border permission command. The preset setting portion in the aircraft 1 may be, for example, the central portion of the aircraft 1, or may be, for example, a predetermined portion between the front end portion and the central portion of the aircraft 1 when traveling forward. It is possible, for example, when traveling backward, it can be a predetermined portion between the rear end portion and the central portion of the aircraft 1.

In the restart instruction unit 67, when the cross-border permission unit 66 that has received the cross-border permission command permits the aircraft 1 to cross the boundary line, the set portion set as the predetermined portion of the aircraft 1 is more than the boundary line. When entering the center side, the interrupted determination is restarted for the cross-border determination unit 64, and the permission for the aircraft 1 to cross the boundary line is stopped for the cross-border permission unit 66. As a result, the cross-border determination by the cross-border determination unit 64 is restarted.

Further, it is preferable that the above-mentioned setting portion can be changed according to the skill level of the work performed at the work site. The skill level of the work performed in the work area is the skill level of the seedling planting work performed by the rice transplanter in the field. Specifically, it is the degree of whether or not they are accustomed to planting seedlings. For example, the setting site is more for users who are not accustomed to planting seedlings (workers who are beginners) than for users who are accustomed to planting seedlings (workers who are veterans). When traveling forward, it is better to set it on the side close to the front end between the front end and the center of the aircraft 1, for example, when traveling backward, it is on the side close to the rear end between the rear end and the center of the aircraft 1. It is good to set. As a result, the more accustomed the user is, the closer to the ridge or the like, and the less accustomed the user is, the closer to the ridge or the like can be suppressed.

Further, it is preferable that the set portion is set inside the machine body 1 when traveling on the central side of the outer peripheral portion of the work site rather than when traveling on the outer peripheral portion of the work site. As a result, when traveling on the central side of the work area, the determination conditions can be relaxed as compared with the case of traveling on the outer peripheral portion, and the work can proceed smoothly.

Further, it is preferable that the setting portion is provided on the front side of the center portion in the front-rear direction of the aircraft 1 when the aircraft 1 moves forward, and is provided on the rear side of the center portion in the front-rear direction of the aircraft 1 when the aircraft 1 moves backward. .. By setting the set portion in this way, the set portion can be set according to the traveling state, so that the convenience can be improved.

For example, the setting sites are the tip of the spare seedling stand on which the spare seedlings used for planting work are placed, the tip of the bonnet provided on the front side of the machine 1, and both ends in the width direction of the machine 1 in the planting part where the seedlings are planted. It is possible to set it to at least one of the unit, the mounting unit of the GPS antenna used for satellite positioning, and the center of gravity of the machine 1. This makes it possible to easily set the setting site.

The temporary stop instruction unit 68 suspends the traveling of the aircraft 1 when the aircraft 1 exceeds the boundary line by a preset amount even when permitted by the cross-border permission unit 66. This makes it possible to prevent the rice transplanter from coming into contact with the ridges and the like.

Next, it will be described with reference to FIG. As shown in FIG. 16A, the work runs along the internal round-trip path IPL set in the internal region IA, and when the boundary portion between the internal region IA and the outer peripheral region OA is reached, the automatic operation is temporarily stopped. Stop. In this state, when a predetermined time elapses, the rice transplanter makes a turning run in the outer peripheral region OA and performs a work run along the next internal round-trip path IPL.

Within a predetermined time after reaching the boundary portion between the inner region IA and the outer peripheral region OA, the aircraft is manually advanced and the cross-border determination unit 64 determines that the aircraft 1 crosses the boundary line, that is, FIG. 16 (b). When it is determined that the position of the set portion indicated by the black circle exceeds the boundary line, the cross-border prevention control unit 65 prohibits the aircraft 1 from traveling. As a result, the rice transplanter is temporarily stopped, as shown in FIG. 16 (b).

In this state, if there is a cross-border permission command, the cross-border permission unit 66 permits the aircraft 1 to cross the boundary line. In this case, the permitted state is continued until the aircraft 1 exceeds the boundary line by a preset amount. Therefore, during this period, the rice transplanter can move forward and backward. The position where the changed setting portion in the machine body 1 is set is indicated by a white circle in FIG. 16 (c).

In the state where the state beyond the boundary line of the machine 1 is permitted, the preset setting parts (all the setting parts provided at the positions indicated by the white circles) in the machine 1 are shown in FIG. 16 (d). When entering the internal region IA side, the resumption instruction unit 67 causes the cross-border determination unit 64 to resume the determination related to the cross-border.

When the cross-border determination unit 64 resumes the determination related to the cross-border, as shown in FIG. 16 (e), the part used for determining whether or not the aircraft 1 crosses the boundary line is shown in FIG. 16 (d). The preset set portion in the indicated aircraft 1 is returned to the original portion (the portion indicated by the black circle).

In the above embodiment, even when the cross-border permission unit 66 permits, when the aircraft 1 exceeds the boundary line by a preset amount, the suspension instruction unit 68 suspends the traveling of the aircraft 1. However, it is also possible to configure the device without the pause instruction unit 68.

In the above embodiment, it has been described that the set part can be changed according to the skill level of the work performed at the work site, but the set part can be configured so as not to be changed according to the skill level of the work. be.

In the above embodiment, the setting portion is provided on the front side of the center portion in the front-rear direction of the aircraft 1 when the aircraft 1 is moving forward, and is provided on the rear side of the center portion in the front-rear direction of the aircraft 1 when the aircraft 1 is moving backward. However, it is also possible to configure the setting portion so that it does not change when the aircraft 1 moves forward and backward. Further, when the aircraft 1 is moving forward, it may be provided on the rear side of the central portion in the front-rear direction of the aircraft 1, and when the aircraft 1 is moving backward, it may be provided on the front side of the central portion in the front-rear direction of the aircraft 1.

In the above embodiment, the setting site is the tip of the spare seedling stand on which the spare seedlings used for planting work are placed, the tip of the bonnet provided on the front side of the machine 1, and the machine 1 in the planting part for planting seedlings. It was explained that it is at least one of both ends in the width direction, the mounting part of the GPS antenna used for satellite positioning, and the center of gravity of the aircraft 1, but the setting part can be provided in other parts. be.

In the above embodiment, the setting portion is set inside the machine body 1 when traveling on the central side of the outer peripheral portion on the work site than when traveling on the outer peripheral portion (outer peripheral region OA) on the work site. However, it is possible to set the setting part at the same position in the case of traveling on the outer peripheral part of the work area and in the place of traveling on the central side of the outer peripheral part of the work area, and the setting part is set. It is also possible to set the outside of the machine 1 when traveling on the central side of the outer peripheral portion of the work site rather than when traveling on the outer peripheral portion of the work site.

Next, an example relating to the interruption of the automatic running and the resumption of the automatic running will be described with reference to FIGS. 17 and 18. In the functional block diagram shown in FIG. 17, the information terminal 5 is newly provided with a travel route storage unit 526, a travel route setting unit 527, and a travel route search unit 528. The travel route shown in FIG. 18 is composed of an internal round-trip route IPL, an inner circuit route IRL, and an outer circuit route ORL. In this modification, the internal reciprocating path IPL consists of a plurality of linear paths (running path elements) parallel to each other, and the inner orbital path IRL and the outer orbital path ORL are parallel to the upper side and the left and right sides of the field. It consists of a linear path (which is a traveling path element) and a curved path along the lower edge of the field. In the route generation process, this curved path is managed as a plurality of straight line portions LE connected by the node LN. Therefore, in this modification, one curved path can be treated as one traveling path element, and each of the plurality of linear portions LE constituting the one curved path is also a traveling path element. Can be treated as. That is, the traveling path element other than the curved path is a traveling section set at the timing of raising and lowering the seedling planting device 3, but each straight portion LE (traveling) constituting one curved path as described above. The route element) is regarded as a traveling section divided by the route generation algorithm. Therefore, the curved path is treated as one traveling path element as a whole, but in some cases, it is also treated as a set of a plurality of continuous traveling path elements.

The travel route storage unit 526 stores a travel route element group which is a travel route generated by the round-trip route creation unit 522 and the circuit route creation unit 524 according to the shape of the work site. The travel route setting unit 527 sets the travel route elements sequentially read from the travel route storage unit 526 as the target travel route to be the target of automatic travel. The set target travel route is given to the travel control unit 312. The travel control unit 312 steers the aircraft 1 based on the aircraft position calculated by the aircraft position calculation unit 311 and the target travel path (travel path element), and the vehicle body is set based on the manual operation of the driver. It has a manual driving mode for steering. The travel route search unit 528 is a travel route used for the target travel route required for starting the automatic travel when the automatic travel mode is restarted in order to restart the automatic travel after the automatic travel mode is stopped. The element is searched and given to the traveling route setting unit 527. To stop the automatic driving mode, the automatic driving mode is temporarily retracted, and the automatic driving mode is restarted after a predetermined time has elapsed or the driving in the predetermined manual driving mode is resumed. Resuming the autonomous driving mode includes a "complete stop" that requires a start procedure that includes initial processing. "Complete stop" occurs when an event such as engine stop or main key OFF that substantially shuts down the control system occurs. Regardless of whether it is a "pause" or a "complete stop", when the automatic driving mode is restarted, an appropriate target driving route must be set by the traveling route setting unit.

The transition from the automatic driving mode to the manual driving mode during traveling is usually performed by a driving mode switching operation or the like by an operator. However, if the control system of the work vehicle determines that the necessary conditions for the automatic driving mode are lacking, the automatic driving mode is automatically stopped and stopped, and then the manual driving mode is shifted to. If any automatic release event occurs during driving in the automatic driving mode, the automatic driving mode is stopped and the mode is shifted to the manual driving mode. After that, in response to the occurrence of an automatic restart event (operation for starting automatic driving) for restarting the automatic driving mode, the driving route search unit 528 searches for the target driving route required when restarting the automatic driving mode. do. The search for the target travel route by the travel route search unit 528 can be performed manually by an operator or automatically.

The automatic release event also includes an emergency stop of the engine 2 and a temporary stop of the engine 2, and is accompanied by a stop of the automatic driving mode. The automatic restart event includes turning on the vehicle main switch, returning from the engine suspension, turning on the automatic running start button, and the like. The search process of the target travel route by the travel route search unit 528 can also be started by clicking the search start button displayed on the touch panel 50.

As used in road information such as car navigation systems, each travel route element constituting the travel route element group uses position information, which is the position of each travel route element represented by map coordinates or field coordinates, as an attribute value. It is stored in the travel route storage unit 526. As a result, the travel route search unit 528 can search for the target travel route based on the desired automatic travel mode restart position and position information. When the desired automatic driving mode restart position is the current aircraft position, if the traveling route element that is close to the current aircraft position is extracted and the extracted traveling route element is output as the target traveling route, the current traveling route can be obtained. The automatic driving mode can be restarted from the aircraft position. When restarting the automatic driving mode at the position where the automatic driving mode is stopped (the position where the automatic driving event occurs), it is preferable to drive the aircraft 1 to the position where the automatic driving event occurs to generate the automatic restart event. Further, when restarting the automatic driving mode at a desired position far away from the position where the automatic driving mode is stopped, it is preferable to drive the aircraft 1 to a desired position to generate an automatic restart event.

Further, when the current aircraft 1 is far away from the position where the automatic traveling mode is stopped, the guidance from the current aircraft position to the traveling route element set at the position where the automatic traveling mode is stopped. An algorithm that sets the travel route is used.

Further, in this embodiment, each travel path element used for the work travel is stored in the travel route storage unit 526 with or without the work travel as an attribute value. As a result, the travel route search unit 528 can search only the travel route elements that have not yet been used for the work travel as the target travel route as candidates for the target travel route.

When the search for the target travel route by the travel route search unit 528 is performed manually by an operator, a display unit that displays display elements corresponding to the travel route element group is used. In this embodiment, the touch panel 50 of the information terminal 5 is used as the display unit. The travel route search unit 528 displays on the touch panel 50, as illustrated in FIG. 18, a display element group schematically of the travel route element group is superimposed on the field map. The operator selects a desired display element from the displayed display element group. The travel route search unit 528 reads the travel route element corresponding to the selected display element from the travel route storage unit 526 and gives it to the travel route setting unit 527. The travel route setting unit 527 sets a given travel route element as a target travel route.

When there are a large number of display elements and it is difficult to click and select a desired display element on the small screen of the touch panel 50, the line feed function as shown in FIG. 19 can be used. In this line feed, the attention display element is displayed so as to be distinguishable from other display elements by changing the luminance or color (indicated by a thick line in FIG. 19). When line search is selected from the menu of the information terminal 5, the display element group corresponding to the travel route element group is displayed on the touch panel 50, and the progress button (+ button) and the backward button are displayed on the software button group 50a of the information terminal 5. A button (-button) is displayed. By clicking the progress button (+ button) or the backward button (-button), the attention display elements are sequentially advanced or retracted. The operator presses the enter button when the desired display element becomes the attention display element. As a result, the travel route search unit 528 reads the travel route element corresponding to the display element from the travel route storage unit 526 and gives it to the travel route setting unit 527. That is, the line feed function is possible with the traveling section set at the timing of raising and lowering the seedling planting device 3 as a unit. In the normal line feed function, the curved path in FIG. 18 is treated as one line as a set of a plurality of continuous traveling path elements, so that the display element corresponding to the curved path has become the attention display element. When the progress button is pressed, the attention display element advances to the display element corresponding to the next travel path element of the curved path.

However, when the display element corresponding to the curved route becomes the attention display element, by operating a button set separately, a plurality of continuous traveling route elements (straight line portion LE) constituting this curved route are used. Can be sequentially fed, and the display element corresponding to any straight line portion LE of the curved path can be selected. With this configuration, it is also possible to select a linear portion LE at a desired position in a curved path as shown in FIG. Further, in the case of a long curved path, the number of straight portion LEs becomes large, and the handling thereof becomes troublesome. It is also possible to treat as.

Next, a modified example of the turning running for shifting from the traveling straight path to the straight path will be described with reference to FIGS. 17 and 20 and FIGS. 21 and 22. For this special turning run, as shown in FIG. 17, a complementary route setting unit 529 is constructed in the information terminal 5. The functional units that directly exchange data with the complementary route setting unit 529 are the travel route storage unit 526 and the travel route setting unit 527.

Here, the travel path storage unit 526 has at least one or more circular paths created for traveling in the outer peripheral region OA and a plurality of traveling routes created for traveling in the inner region IA located inside the outer peripheral region. Stores the internal round-trip path IPL. The internal round-trip route IPL is referred to as a straight-ahead route when one of them is particularly limited. The orbital route can be selected from either a one-round route or a two-round route, and the two-circle route consists of an inner orbital route IRL and an outer orbital route ORL. The one-round path is the outer orbital path ORL.

The travel route setting unit 527 sets the circuit route and the straight route read from the travel route storage unit 526 as the target travel route to be the target of the automatic travel. In this modification, the traveling control unit 312 has a turning traveling mode in which the aircraft is traveled non-workingly based on a turning path connecting the straight paths of the internal reciprocating path IPL extending in parallel with each other. The complementary route setting unit 529 sets a complementary route that complements the turning route, as described below.

As shown in FIG. 20, when the field is rectangular, the end point of the straight path while the internal round-trip path IPL is running and the start point of the straight path to be run next are almost aligned in the lateral direction, so a turn connecting them. The travel is along a semi-circular or semi-elliptical turning path TP. In FIGS. 20, 21, and 22, "e" is assigned to the end point of the straight path and "s" is given to the start point of the straight path. The turning path TP used when the distance between the end point of the straight path and the starting point of the straight path is short is a simple path for turning 180 degrees. The turning path TP used when the distance between the end point of the straight path and the starting point of the straight path is long is a path for performing two 90-degree turning runs and a straight running between them.

However, as shown in FIG. 21, when the field shape is other than a rectangle, the end point of the traveling straight path (internal round-trip path IPL) close to the circuit path and the next straight path (internal round-trip path IPL) to be traveled. The starting point may be significantly separated from the starting point. In such a case, the turning path does not become a simple semicircular turning path or a semi-elliptical turning path. Therefore, as shown in FIG. 21, a simple 180-degree turn is immediately performed from the end point of the straight route during travel, the vehicle shifts to the straight route to be traveled next, and the vehicle moves backward from that position without any work. Move to the starting point of the straight route to be traveled next. From the starting point of the straight route reached by the reverse movement, the work running in the normal forward movement is performed. This traveling mode is effective when the end point of the straight route being traveled and the starting point of the straight route to be traveled next are not so far apart. When the end point of the straight route being traveled and the start point of the straight route to be traveled next are far apart, the reverse distance becomes large. Such backward running may ruin the unworked area and may adversely affect the subsequent seedling planting work. An example of a traveling mode for avoiding this problem is shown in FIG. The basic feature of this traveling mode is that the end point of the straight path and the start point of the straight path, which cannot be connected by a simple semicircular turning path or a semi-elliptical turning path, are complemented by the complementary path CL. It is to connect by a simple turning path. This complementary route CL is set by the complementary route setting unit 529.

In FIG. 22, the complementary route CL is used in the turning travel from the end point of the straight route (running route) indicated by L1 to the start point of the straight route (next travel route) indicated by L2. Hereinafter, the straight route to which L1 is given is referred to as a first straight route, and the straight route to which L2 is given is referred to as a second straight route. The extension of the first straight path intersects the inner circuit path IRL at the intersection CLS. Further, the point close to the start point of the second straight path in the inner circuit path IRL that intersects with the first straight path at the intersection CLS is referred to as a neighborhood point CLE. The complementary route setting unit 529 uses the extension line section of the first straight path and the section between the intersection CLS of the inner peripheral path IRL and the neighboring point CLE as the complementary path CL. As a result, the end point of the first straight path to the start point of the second straight path can be connected by the complementary path CL and the turning path from the neighborhood point CLE to the start point of the second straight path. Since the complementary route CL uses the internally generated round-trip route IPL, it is not necessary to generate a new route. Since the distance between the neighborhood point CLE and the second straight path is short in the turning path from the neighborhood point CLE to the starting point of the second straight path, a turning path using reverse movement as shown in FIG. 11 is used. ..

In order to avoid the turning path as shown in FIG. 22, a straight portion of the outermost outer peripheral path ORL can be used as the complementary path CL. In this case, since the distance between the neighborhood point CLE set in the outer circuit path ORL and the start point of the second straight path becomes long, the traveling path connecting between them is not a turning path but a dotted line in FIG. A 180 degree swivel path is used. If the interval is longer, a turning path (a type of semi-elliptical turning path) using a two-time 90-degree turning path and a straight running between them as shown by the dotted line in FIG. 10 is used.

In the example of FIG. 22, the complementary route setting unit 529 uses the circular route that has already been generated and stored in the traveling route storage unit 526 as the complementary route CL. Instead of this, the complementary route setting unit 529 may use a route parallel to the already generated circuit route as the complementary route CL. The translation of the path has an advantage that the calculation load is lower than that of generating a new complementary path CL.

As yet another travel mode, the complementary route setting unit 529 can set a route parallel to the internal round-trip route IPL as the complementary route CL. For example, in the example of FIG. 22, the second straight path can be translated to a position overlapping the first straight path and used as the complementary path CL. Alternatively, the first straight path can be extended as it is to the position closest to the start point of the second straight path, and the extension line can be used as the complementary path CL.

The following conditions regarding the setting of the complementary route CL can be registered in the complementary route setting unit 529.
(1) In the running of the internal round-trip path IPL in the automatic running mode, the end point of the internal round-trip path IPL being run and the starting point of the internal round-trip path IPL to be run next are connected by running in the turning running mode. .. At that time, the complementary route setting unit 529 satisfies the condition that the distance from the end point of the internal round-trip route IPL during traveling to the start point of the internal round-trip route IPL to be traveled next is equal to or greater than a predetermined value. Set the complementary path CL.

(2) When a plurality of configurable complementary route CLs are calculated, the complementary route setting unit 529 selects the one having the shortest length of the turning route including the complementary route CL.

(3) The complementary route setting unit 529 preferentially sets the complementary route CL that does not enter the internal region IA or the complementary route CL that has a short mileage in the internal region IA.

(4) The complementary route setting unit 529 preferentially sets a traveling route having a traveling direction that matches the traveling direction when the aircraft 1 travels on the complementary route CL as the complementary route CL. Therefore, the circuit route and the internal round-trip route IPL are stored in the travel route storage unit 526 with the travel direction as one of the attribute values.

In the description of the above-described embodiment, the remote controller 90 has been used for the start operation and stop operation of automatic driving, the selection operation at the time of replenishing materials, etc. Is also suitable. In particular, in areas where the aircraft 1 is exposed to danger, such as slopes, the driver does not get into the aircraft 1, so remote control using the remote controller 90 is advantageous.

FIG. 23 shows a region near the entrance / exit E as a special region SA having such a high steering difficulty. FIG. 24 shows a functional block diagram of the control system that functions when the work running in the special area SA is manually controlled by the remote controller 90. In this functional block diagram, the information terminal 5 is newly provided with a work management unit 530. The work management unit 530 divides the farm into an outer peripheral region OA, an internal region IA located inside the outer peripheral region OA, and a special region SA having a high steering difficulty. The travel route setting unit 527 sets an orbital route consisting of an inner orbital route IRL for traveling on the outer peripheral region OA and an outer orbital route ORL, and an internal reciprocating route IPL for traveling on the inner region IA as a target for automatic traveling. It is set as a target driving route. The travel control unit 312 controls the aircraft 1 based on an automatic travel mode in which the aircraft is steered based on the aircraft position calculated by the aircraft position calculation unit 311 and a target travel route, and a manual operation by an operator who has boarded the aircraft 1. It has a manual traveling mode for traveling and a remote control traveling mode for traveling the aircraft 1 based on a remote control using a remote controller 90 by an operator outside the vehicle.

The remote control travel mode can be assigned by default as the travel mode in the special region SA, and in that case, the travel mode is switched to the remote control travel mode immediately before the aircraft 1 enters the special region SA. As a result, in the special area where automatic traveling becomes difficult, the working traveling is performed by remote control using the remote controller 90 by the operator. Since the automatic running in the special area is prohibited, the machine 1 is forcibly stopped immediately before the working machine enters the special area, and it is notified that the manual running using the remote controller 90 is necessary.

The seedling planting work near the entrance / exit E set as the special area SA is the final stage of the work of the entire field, and the shape of the work area is complicated (deformed polygonal shape), and the narrow work width and the wide work width are wide. Mixed. Furthermore, in the seedling planting work, it is necessary to accurately position the work vehicle, and it is necessary to avoid planting the seedlings in the area where the seedling planting has already been completed. For this reason, the work width needs to be changed frequently in the partial work process. The work width in the seedling planting work can be changed by changing the number of seedling planting rows in the seedling planting apparatus 3. It is necessary to perform the change by remote control using the remote controller 90.

For this reason, for remote control in the special area SA, not only the functions of the remote controller 90 as described above, but also the remote controller 90 having a function expansion specification to which a special function is added is used. As shown in FIG. 24, the remote controller 90 is provided with a traveling equipment operation unit 91 and a work equipment operation unit 92. The traveling equipment operation unit 91 is provided for remotely controlling the traveling start and traveling stop of the aircraft 1, the vehicle speed, and the steering (steering) of the aircraft 1, and the traveling control signal according to the operator's operation is controlled. It is transmitted wirelessly to unit 312. The work equipment operation unit 92 is provided for remotely controlling the operation of the work equipment such as the seedling planting device 3, and wirelessly transmits a work control signal according to the operator's operation to the work control unit 313.

The work equipment operation unit 92 can command the raising and lowering of the seedling planting device 3, ON / OFF of the planting mechanism 22, and the like. Further, the work equipment operation unit 92 is provided with an effective line designation unit 921. The effective row designation unit 921 can designate the working width of the seedling planting device 3, that is, the number of seedling planting rows. As shown in FIG. 25, the power from the engine 2 is distributed to each planting mechanism 22 via each strip clutch EC. Each row clutch EC is configured so that work start and work stop by the seedling planting device 3 can be selected for each predetermined number of rows. In this example, each row clutch EC is configured so that work start and work stop by the seedling planting device 3 can be selected every two rows, but each row clutch EC is configured every one row or every three or more rows. It may be configured to be selectable. By operating the effective row designation unit 921 of the remote controller 90, the operator designates a desired number of seedling planting rows and transmits the desired number of seedling planting rows to the work control unit 313. The work control unit 313 controls ON / OFF of each row clutch EC based on the designated number of seedling planting rows, and creates a desired number of seedling planting rows, that is, a desired work width.

When the boundary line such as the ridge of the farm is not a straight line but an uneven shape, or when the boundary lines intersect at an acute angle, steering in the work run near the area becomes complicated as in the area near the entrance / exit E. Since it is not suitable for automatic driving, manual control using the remote controller 90 is effective. Since such a region differs for each field, it is necessary to set it for each field in order to make it a special region SA. Therefore, the work management unit 530 constructed in the information terminal 5 sets an arbitrary area of the field as a special area SA by the worker using the map of the field displayed on the touch panel 50, which is an example of the display unit. can do.

The remote control traveling mode of the present invention can be carried out under various control conditions as described below.
(1) Ground work such as seedling planting work in the special area SA is possible only in the remote control driving mode. Traveling without ground work in the special area SA is possible even in modes other than the remote control traveling mode.
(2) Pre-set sequential operation, start of running, ON / OFF of each clutch EC, seedling planting work of a predetermined distance, running stop, etc. are programmed as one unit of work running operation, and this one unit The operation is executed by one unit of remote control operation. The remote control operation of one unit is a combination operation of specific buttons of the remote control 90, an operation of a specially provided program button, and the like.
(3) When the aircraft 1 is in the special area SA, the remote control travel mode is maintained unless a special operation is performed.
(4) When a worker is on board the aircraft 1 and the manual operation is performed by this operator, even if the aircraft 1 reaches the special area SA, the aircraft 1 does not shift to the remote control driving mode and is boarded. The boarding manual driving mode, which is manual driving by the person, is continued. When the aircraft 1 reaches the special area SA, the vehicle may be stopped once and controlled so that either the remote control travel mode or the boarding manual travel mode can be selected.

Next, the steering control used for turning will be described. The steering angle of the front wheels 12A is adjusted by the operation of the steering mechanism. Conventionally, regarding the turning of the rice transplanter, in the turning running (90 degree turning + straight line + 90 degree turning) shown by the solid line in FIG. 11 and the turning running (90 degree turning) shown by the dotted line in FIG. 11, steering is performed at the start of turning. The angle was turned to the maximum turning angle, and then the steering angle was returned to neutral, so that a 90-degree turn was performed. Turning at the maximum turning angle improves the turning performance, but has a problem of roughening the field and a problem of poor turning accuracy. For this reason, in this embodiment, the maximum turning angle is not used at the start of turning, but a turning angle smaller than the maximum turning angle according to the turning degree of turning running (90 degrees in FIG. 11) is used. The turning angle at the start of turning may be calculated using the degree of turning as a parameter, but it may be further used if the vehicle speed is also used as a parameter. Further, even if the target turning path is set, the deviation amount from the target turning path is calculated based on the aircraft position calculated by the aircraft position calculation unit 311, and the steering angle is finely adjusted based on this deviation amount. good.

In calculating the steering angle, the left and right maximum turning angle and the median turning angle of the mounted steering mechanism are used as reference values. However, since the steering mechanism mounted on each rice transplanter has different individuality, the maximum left-right turning angle and the median turning angle may differ depending on each rice transplanter. Therefore, if steering control is performed using a common target steering angle, an appropriate steering angle may not appear. Therefore, in this embodiment, the maximum left-right turning angle and the median turning angle of the steering mechanism are measured in advance, and the values are stored. At the time of actual steering control, the steering angle control signal is generated with reference to the stored left and right maximum turning angle and the median turning angle.

[Amplification function during long-distance driving]
Next, the amplification function during long-distance running in non-working running by automatic running will be described with reference to FIGS. 1 to 5 and 26 to 31.

In the automatic traveling, the machine body 1 has a working traveling route WL which is a traveling route of a working traveling in which work such as planting seedlings is performed while traveling, and a non-working traveling route which is a traveling route of a non-working traveling in which the work is not performed. Drive with NWL. In the work travel route WL, travel is performed at a preset vehicle speed V0. The vehicle speed V0 is suppressed to a relatively low vehicle speed in order to perform proper work. In the non-working travel route NWL, traveling is performed at a vehicle speed V1 which is further slower than the vehicle speed V0 set in advance.

When the work run is performed following the non-work run, the mileage of the non-work run may be long. For example, as shown in FIG. 26, the vehicle travels to the planting start point WSP, which is the start position of the work travel of the work travel route WL, by the forward travel of the non-work travel route NWL, and from the planting start point WSP of the work travel route WL. When the seedling planting work is carried out, the mileage of the straight running on the non-working running route NWL may be long. Further, as shown in FIG. 27, the non-working travel path NWL is driven backward non-working to the planting start point WSP of the working travel path WL, and the seedlings are planted by advancing from the planting start point WSP of the working travel path WL. When performing work driving, the mileage of backward straight traveling may be long.

In such a case, in the automatic running, the non-working running is performed at a relatively low vehicle speed V1, and the time during which the non-working running is performed becomes long. Therefore, as shown in FIGS. 28 and 29, when the distance traveled straight ahead is equal to or longer than the predetermined distance TS1 (corresponding to the "first distance") in non-working travel by moving forward or backward, or the time for traveling straight ahead. When is longer than a predetermined time, the process of increasing the traveling vehicle speed to a vehicle speed V2 (corresponding to the "second vehicle speed") faster than the vehicle speed immediately before the set vehicle speed V1 or the like (corresponding to the "first vehicle speed") is performed. You may go.

In non-working driving, no work is performed, and it is not necessary to control the vehicle speed in order to perform the work properly. In addition, if the distance or time for non-working at low speed becomes long, the work efficiency deteriorates. By implementing the long-distance driving amplification function, in a situation where the distance or time for non-working at low speed (vehicle speed V1) becomes long, the vehicle speed is increased (vehicle speed V2) during non-working driving. The traveling vehicle speed can be optimized and the work efficiency can be improved.

The running related to the long-distance running amplification function is controlled by the control unit 30 illustrated in FIG. The control unit 30 includes a travel control unit 312 and an automatic travel control unit 75. The travel control unit 312 controls the travel equipment 1D (corresponding to the "travel device") in response to the control of the automatic travel control unit 75 or the operation of the operation tool 1B such as the main shift lever 7A to drive the machine 1. .. During automatic driving, the automatic driving control unit 75 travels on a predetermined traveling route according to the position of the own vehicle obtained based on the positioning data output by the satellite positioning module 8A (corresponding to the "satellite positioning unit"). While controlling the traveling control unit 312, the working device 1C such as the seedling planting device 3 is controlled.

When the distance traveled straight ahead in non-working travel becomes a predetermined distance TS1 or more, the travel control unit 312 increases the traveling vehicle speed in automatic traveling to a vehicle speed V2 faster than the preset vehicle speed V1. The distance traveled straight during non-working travel is measured using a traveling device 1D, a positioning unit 8, or the like. When measuring the distance traveled straight using the traveling device 1D, a rotation speed sensor 12C is provided to measure the rotation speed of the axle of the wheel 12 or the drive shaft that transmits the driving force from the engine 2 to the wheel 12, and the axle and the drive shaft are provided. The mileage is calculated from the number of rotations of. Further, when measuring the distance traveled straight ahead using the positioning unit 8, the travel control unit 312 uses the inertial measurement module 8B (corresponding to the “vehicle body orientation measurement unit”) of the positioning unit 8 to measure the direction of the vehicle body during non-working travel. If the amount of change in the direction of the vehicle body during traveling for a predetermined time or distance is within a predetermined range, it is determined that the aircraft 1 is traveling straight. At the same time, the travel control unit 312 calculates the travel distance from the amount of change in the position of the own vehicle output by the satellite positioning module 8A of the positioning unit 8. Then, the travel control unit 312 determines whether or not the distance traveled straight ahead during non-working travel is the predetermined distance TS1 or more.

In this way, by using the traveling device 1D and the positioning unit 8 to determine whether or not the vehicle is traveling straight, it is possible to easily determine whether or not the vehicle is traveling straight during non-working travel, and it is easy to determine whether or not the vehicle is traveling straight over a long distance. The traveling amplification function can be implemented.

Further, when the distance traveled straight from the vehicle position to the planting start point WSP is equal to or longer than the predetermined distance TS2 (corresponding to the "second distance"), the travel control unit 312 automatically travels straight regardless of the distance traveled straight. The traveling vehicle speed in traveling may be increased to a vehicle speed V2 faster than the preset vehicle speed V1. Automatic driving travels on a predetermined traveling route. Further, the position (coordinates) of the planting start point WSP on the field map is known in advance, and the position (coordinates) of the own vehicle is also known by the positioning unit 8 on the field map. Therefore, the travel control unit 312 can calculate the distance from the position of the own vehicle to the planting start point WSP and determine whether or not the distance is TS2 or more.

In this way, not only is the traveling vehicle speed increased after the non-working driving has been performed for a predetermined distance or time, but also the traveling route is predetermined during automatic driving, so that the planting start point WSP is started from the own vehicle position. It is known in advance whether or not the distance to the vehicle is the predetermined distance TS2 or more, and when it is determined that the distance from the own vehicle position to the planting start point WSP is the predetermined distance TS2 or more, the traveling vehicle speed is determined. It will be accelerated. As a result, it becomes possible to increase the traveling vehicle speed from the start of non-working traveling, and traveling can be performed more efficiently.

Further, when the distance from the own vehicle position to the planting start point WSP becomes a predetermined distance TS3 (corresponding to the "third distance") during non-working traveling at a speed increased to the vehicle speed V2, the travel control unit 312 determines that the distance is equal to or less than the predetermined distance TS3 (corresponding to the "third distance"). The vehicle speed may be reduced to the vehicle speed V1.

In this way, when the planting start point WSP approaches in the speed-increasing state during non-working driving, the traveling vehicle speed is decelerated to the vehicle speed V1 suitable for working driving, so that deceleration is started toward the planting starting point WSP. However, it is possible to decelerate to a vehicle speed suitable for work by the time of the planting start point WSP, and perform work running at an appropriate traveling vehicle speed.

The long-distance running amplification function may be performed on the non-working path NWL including the turning path connected to the working running path WL. For example, in a non-working travel path NWL in which straight-ahead travel is included during a turn due to non-working travel, a long-distance travel amplification function may be implemented when the distance or time of straight-ahead travel is long. Further, in the non-working travel path NWL in which the straight traveling is included before or after the turning in the non-working traveling, the long-distance traveling amplification function may be implemented when the distance or time of the straight traveling is long. Further, the amplification function during long-distance running may be implemented not only for straight running but also for long-distance running when the distance or time of turning is long. It is preferable that the turning running is performed at a lower speed than the straight running, but there may be no problem even if the vehicle runs at a vehicle speed higher than the vehicle speed V1 in the automatic driving. In such a case, when the distance or time of non-working travel including turning travel is long, the vehicle speed may be increased to V2, which is faster than the vehicle speed V1 and does not hinder the turning traveling.

As described above, since the vehicle speed can be increased even in the straight-ahead region of the non-working travel path NWL including the turning path or in the turning path, it is possible to travel more efficiently.

The following cases are exemplified as an example of the non-working route NWL connected to the working traveling route WL.

As shown in FIG. 31, in the case of a deformed field, when turning between two straight paths IPSL, the straight running due to non-working running may become long. For example, when the work travel path WL1 is followed by a turn around the outside of a sloping field and then the work travel is performed on the work travel route WL2, the straight travel due to the non-work travel becomes long. The turning running at this time is mainly performed by the following types of turning running paths.

In the first turning run, after working running to the end position of the working running path WL1, the non-working running proceeds to the outer peripheral region OA and turns on the non-working running path NWL1. Then, since the outer periphery is inclined, the machine body 1 advances to the region in the middle of the work travel path WL2, and it becomes necessary to reverse the non-work travel path NWL2 to the start position of the work travel path WL2. Then, the long-distance running amplification function may be implemented on the non-working travel route NWL2, and the long-distance traveling amplification function may be implemented on the non-working travel route NWL1. In the figure, the non-working travel path NWL2 is drawn side by side with the working travel path WL2, but in reality, the non-working travel path NWL2 is provided on the working travel path WL2.

In the second turning run, after working running to the end position of the working running path WL1, the non-working running path NWL3 is advanced to the outer peripheral region OA in the non-working running, and the turning running is performed twice with the straight running running in between. , Forward travel is performed to the start position of the work travel route NW2. Then, the long-distance running amplification function is performed on the non-working running path NWL3.

Further, as an example of the non-working travel route NWL connected to the other work travel route WL, it may be a route for chopping travel when replenishing materials such as seedlings.

After the aircraft 1 is stopped at the terminal area of the internal round-trip path IPL in the choi gathering, the aircraft 1 travels straight forward or backward to the supply position such as the seedling supply position, and then replenishes the materials. , Performs straight-ahead driving by reverse or forward in non-working driving, and returns to the terminal area. The normal choi-aligned running is performed at a predetermined vehicle speed lower than the vehicle speed V1, but in the non-working running between the terminal region and the replenishment position, the amplification function during long-distance running is carried out, and the distance of the non-working running is carried out. Alternatively, if the time is long, the vehicle speed may be increased from the vehicle speed in the immediately preceding run. As a result, non-working running, which is simply performed for replenishing materials, can be performed at a relatively high vehicle speed, and it is possible to efficiently perform chopping running. The speed of the vehicle to be increased can be set in consideration of the balance between the running efficiency and the appropriate choice driving, but the vehicle speed at the time of the choice may be slower than the vehicle speed V1, so the increased vehicle speed is higher than the vehicle speed V1. It may be late.

Further, when the predetermined sensor or the like detects that the materials such as seedlings are exhausted or the remaining amount is low while traveling on the internal round-trip route IPL, the automatic traveling control unit 75 may stop the machine body 1. In such a case, the aircraft 1 is driven to the replenishment position by manual driving, and the material is replenished. When moving from an arbitrary position in the field to the material replenishment position, the choi gathering function is applied. May be. When the machine body 1 is stopped in the middle of the field, a predetermined operation is performed, so that the automatic traveling control unit 75 shifts to a state in which the chopping function is performed. Then, by manual operation, non-working running by moving forward or backward is performed toward the replenishment position, and after replenishing the materials, non-working running by moving forward or backward is performed toward the stopped position by manual operation.

In this way, the choi-aligned run is applied to the non-working run between an arbitrary position in the field and the replenishment position, and the long-distance running amplification function is implemented during the choi-closed run, and the distance of the non-working run is implemented. Alternatively, if the time is long, the vehicle speed may be increased from the vehicle speed in the immediately preceding run. As a result, even if it becomes necessary to replenish the material in the middle of the field, non-working running for replenishing the material can be efficiently performed.

It should be noted that the acceleration and deceleration of the traveling vehicle speed in the long-distance traveling amplification function may be performed rapidly, but may be gradually accelerated and decelerated. By gradually changing the traveling speed, it becomes easy to appropriately respond to changes in the surrounding conditions and the like, and it is possible to suppress the passengers and the like from feeling uncomfortable due to the sudden change in the traveling vehicle speed. ..

Further, the vehicle speed and the vehicle speed V1 after speeding up such as the vehicle speed V2 may be a predetermined vehicle speed, but may be configured to be arbitrarily set at the start of automatic driving or during automatic driving, and during automatic driving. The configuration may be arbitrarily changed. Further, the distance TS1, the distance TS2, and the distance TS3 may be a predetermined distance, but may be configured to be arbitrarily set at the start of automatic driving or during automatic driving, and can be arbitrarily changed during automatic driving. It may be configured. As a result, the optimum long-distance running amplification function can be implemented depending on the field conditions, work conditions, driver's skill, and the like.

It should be noted that these settings and changes can be made by the information terminal 5 or the like. The long-distance running amplification function may be controlled by the control unit 30 mounted on the machine body 1, but may be remotely controlled by a control system provided outside the machine such as a management server.

[Swivel function for high-load fields]
Next, the turning function for high-load fields at the time of turning by automatic running will be described with reference to FIGS. 1 to 4, 5, 5, 30, and 32.

The condition of the field may be different from that of other fields such as a wet field, and the condition is not always constant even in the field. Further, the automatic traveling is controlled so as to travel at a predetermined traveling vehicle speed, and the engine rotation speed is also maintained at a rotation speed corresponding to the traveling vehicle speed. In a field with a high load such as a wet field, the wheels 12 may get stuck on the ground during turning at a predetermined traveling vehicle speed and engine speed in automatic driving, and the traveling vehicle speed may decrease or the aircraft 1 may stop. Therefore, it may not be possible to drive properly and efficiently.

In order to avoid such a situation, in the present embodiment, when turning in a high-load field, the traveling vehicle speed is increased or the engine speed is increased as compared with the normal mode in which the normal automatic driving is performed. We will also implement a high-load field-only turning function that shifts to the wet field mode, which improves engine power (torque).

The traveling related to the high-load field dedicated turning function is controlled by the control unit 30 illustrated in FIG. 30. The control unit 30 includes a travel control unit 312 and an automatic travel control unit 75. The switching from the normal mode to the wet field mode may be performed based on the setting by the information terminal 5 or the operation by the predetermined operation tool 1B, or may be switched by automatically determining the situation of the field.

When switching to the wet field mode when turning by operation / setting, if the driver confirms the condition of the field and determines that the load is high, the driver can set the wet field by setting with the information terminal 5 or operating with the predetermined operation tool 1B. Set to mode. By setting the wet field mode, the traveling control unit 312 performs control corresponding to the wet field mode at the time of turning. The settings made by the information terminal 5 may be made at the same time as various settings at the start of automatic running, or may be made during automatic running.

When automatically determining and switching to the wet field mode at the time of turning, the automatic traveling control unit 75 sets the wet field mode when it is determined that the load is high due to the condition of the field or the slip of the aircraft 1.

When the wet field mode is set, the travel control unit 312 combines at least one of an increase in vehicle speed, an increase in engine speed, and an improvement in engine power (torque) during turning. When increasing the vehicle speed, the traveling control unit 312 sets the vehicle speed to V3, which is faster than the vehicle speed V1 when turning the turning path IPRL after traveling the straight route IPSL at the automatic traveling vehicle speed V1 by automatic driving. Control to increase speed. Then, when traveling on the straight route IPSL after turning, the vehicle speed is returned to the vehicle speed V1. When increasing the engine speed, the travel control unit 312 controls the straight path IPSL to a rotation speed corresponding to the vehicle speed V1 of the automatic travel by automatic driving, and then corresponds to the vehicle speed V1 when turning the turning path IPRL. The engine speed is controlled to be increased to a predetermined speed larger than the set speed. Then, when traveling on the straight path IPSL after turning, the engine rotation speed is returned to the rotation speed corresponding to the vehicle speed V1. When improving the engine power (torque), the traveling control unit 312 controls the continuously variable transmission 9 during turning traveling to improve the engine power (torque).

In this way, in automatic driving in a high-load field, at least one of the increase in vehicle speed, the increase in engine speed, and the improvement in engine power (torque) when the wet field mode is set and the vehicle turns. By performing this in combination, it is possible to suppress a decrease in the turning vehicle speed and stop the aircraft 1 and efficiently perform turning traveling.

When it is determined that the load is high from the slip of the aircraft 1, the vehicle speed calculated from the change distance per unit time of the own vehicle position output by the positioning unit 8 and the axle or drive measured by the rotation speed sensor 12C. When the vehicle speed calculated by using the rotation speed sensor 12C is slower than the vehicle speed calculated by using the positioning unit 8 by comparing with the vehicle speed calculated from the rotation speed of the shaft, the vehicle speed is a predetermined vehicle speed or a predetermined ratio or more. It can be determined that the machine 1 slips and the load on the field is high. In this case, it may be determined at any time whether or not the load is higher than a predetermined value in each area of the field during traveling in the field, and the automatic traveling control unit 75 may switch between the wet field mode and the normal mode each time. At the time of the first outer peripheral driving in the field, it is first determined whether or not the load of the field is higher than the predetermined value, and if the load of the field is determined to be higher than the predetermined value, the automatic driving control unit 75 Wetland mode may be set at the start of automatic driving.

In addition, a field map in which the load status when traveling in the past is recorded is stored in the management server (not shown), and the automatic driving control unit 75 uses the management server (not shown) to map the past field. When the load of the field recorded in the field map is higher than the predetermined load, the wet field mode may be set.

Further, it may be possible to compare the set vehicle speed in the automatic traveling with the vehicle speed of the actually traveling aircraft 1 to determine whether or not the load is high from the slip of the aircraft 1. For example, when the actual vehicle speed is calculated using the positioning unit 8 as described above and the vehicle speed is slower than the set vehicle speed by a predetermined vehicle speed or a ratio or more, the automatic driving control unit 75 may set the wet field mode. In this case, the wet field mode may be switched at any time during traveling.

As described above, since the automatic driving control unit 75 determines the load of the field and sets it to the wet field mode or the normal mode, it is possible to more accurately determine that the field has a high load, and it is possible to appropriately determine the wet field mode. Can be set to.

[Speed-up function in high-load fields]
Next, in a high-load field, the speed-increasing function in a high-load field that adjusts the vehicle speed by automatic driving will be described with reference to FIGS. 1 to 4 and 5.

In a high-load field such as a wet field as described above, the wheels 12 get stuck on the ground during automatic driving, the traveling vehicle speed decreases, or the aircraft 1 stops, so automatic driving cannot be performed at an appropriate vehicle speed. , It may not be possible to drive efficiently.

In order to avoid such a situation, in the present embodiment, in a high-load field, when the traveling vehicle speed drops by a certain amount or more, the speed-increasing function in the high-load field is implemented to increase the indicated vehicle speed to increase the traveling vehicle speed. do.

The running related to the speed-increasing function in a high-load field is controlled by the control unit 30 illustrated in FIG. 30. The control unit 30 includes a travel control unit 312 and an automatic travel control unit 75.

During automatic driving, the traveling control unit 312 controls the aircraft 1 to travel at a predetermined designated vehicle speed instructed by the automatic traveling control unit 75. The automatic driving control unit 75 acquires the traveling vehicle speed (actual vehicle speed) of the aircraft 1 during automatic traveling and compares it with the indicated vehicle speed. The actual vehicle speed is calculated from the change distance per unit time of the own vehicle position output by the positioning unit 8.

The automatic driving control unit 75 compares the actual vehicle speed with the indicated vehicle speed, and determines whether or not the indicated vehicle speed is faster than the actual vehicle speed by a predetermined vehicle speed or more. When the indicated vehicle speed continues to be faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined time or longer, the automatic driving control unit 75 increases the indicated vehicle speed and travels at the indicated vehicle speed increased by the traveling control unit 312. To control. The indicated vehicle speed may be increased by a predetermined vehicle speed, but may be increased by a vehicle speed according to the difference between the actual vehicle speed and the indicated vehicle speed, and the difference between the actual vehicle speed and the indicated vehicle speed or a predetermined value thereof. The speed may be increased by the vehicle speed including the margin of.

Further, the automatic driving control unit 75 continues to compare the actual vehicle speed with the indicated vehicle speed even after the indicated vehicle speed is increased. Then, when the indicated vehicle speed continues to be faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined time or longer, the automatic traveling control unit 75 further increases the indicated vehicle speed. On the contrary, when the difference between the indicated vehicle speed and the actual vehicle speed becomes smaller than the predetermined vehicle speed, the automatic driving control unit 75 maintains the indicated vehicle speed.

Further, when the actual vehicle speed becomes faster than the indicated vehicle speed, or when the indicated vehicle speed is changed, the automatic driving control unit 75 may return the indicated vehicle speed to the original indicated vehicle speed or the changed indicated vehicle speed. , The indicated vehicle speed may be reduced by a predetermined vehicle speed.

In this way, by comparing the actual vehicle speed and the indicated vehicle speed and increasing the indicated vehicle speed according to the difference, even if the actual vehicle speed is not sufficiently obtained due to the load of the field such as the aircraft 1 slipping. The actual vehicle speed can be controlled to be increased, the actual vehicle speed can be brought close to the indicated vehicle speed, the vehicle can be driven at an appropriate traveling vehicle speed, and efficient traveling can be performed.

[Manual operation regulation function]
Next, the manual operation regulation function during automatic driving will be described.

If a predetermined condition is satisfied during automatic driving, the automatic driving will be suspended and the aircraft will stop. When the automatic driving is temporarily stopped, the automatic driving is restarted, the automatic driving or the manual driving is performed depending on the content of the operation or the presence or absence of the operation by performing a predetermined operation or not performing the operation for a predetermined time. It shifts to another state related to driving.

For example, in the seedling replenishment mode, when the machine 1 travels to a predetermined terminal area of the internal round-trip path IPL, the machine 1 stops and the automatic driving temporarily stops. In the state where the automatic driving is temporarily stopped, a predetermined operation such as operating the main shift lever 7A in the forward direction is performed following the operation of the automatic start operation tool (not shown), or no operation is performed. After a lapse of a predetermined time, the automatic traveling is restarted, and the aircraft 1 shifts to the turning traveling. Further, when a predetermined operation such as operating the main shift lever 7A in the forward direction is performed while the automatic driving is temporarily stopped, the state shifts to the state in which the chopping is performed, and the vehicle travels forward by a predetermined distance. The running for replenishing the seedlings is started according to the operation of the main shift lever 7A or the like.

Further, when the automatic driving is temporarily stopped, guidance, warning, etc. are given by a display on the information terminal 5, a voice alarm, or the like. As guidance and warnings, warnings that automatic driving is temporarily stopped, various warnings notifying the state of the aircraft 1, guidance on operations that can be performed next, and the like are given. Various warnings for notifying the state of the aircraft 1 include a warning that the positioning unit 8 has not properly received the satellite signal, a warning that the automatic driving has stopped (finished) due to poor reception of the satellite signal, and the like. Is done. The guidance includes a procedure related to an operation for resuming automatic driving, a procedure related to an operation for performing chopping, and the like.

When the automatic driving is temporarily stopped in this way, the operator / driver (operator) performs an erroneous operation despite the guidance and warning being given, and the vehicle runs against the intention of the operator. May be reported.

For example, during automatic driving in the mode with seedling supply, when the aircraft 1 stops at the terminal area of the internal round-trip path IPL and the automatic driving is temporarily stopped, the operator intends to restart the automatic driving and start turning. In spite of performing the operation in, the operation may be mistaken and the aircraft 1 may be moved forward by manual driving. Specifically, if the operation for restarting the automatic running is mistaken in the state where the automatic running is temporarily stopped, the automatic running is not restarted and the running corresponding to the wrong operation is started. Further, in the state where the automatic driving is temporarily stopped, after operating the automatic start operating tool (not shown) and before operating the main shift lever 7A in the forward direction, the automatic driving is stopped due to a satellite signal reception failure or the like. After that, by operating the main shift lever 7A in the forward direction, the forward traveling in the manual traveling may be started.

As described above, in order to prevent the operator from performing an operation contrary to the intention when the automatic driving is temporarily stopped, the manual operation restriction function is implemented in the present embodiment.

When the automatic driving is temporarily stopped, the manual operation regulation function does not accept the operation of the operation tool 1B such as the automatic start operation tool (not shown) and the main shift lever 7A until a predetermined time elapses. It is a function.

By implementing the manual operation regulation function that disables the manual operation of the operator, the operator is encouraged to pay attention to the guidance and warning, and the operator may perform appropriate operation according to the guidance and warning. Can be improved. As a result, the operator can drive the aircraft 1 according to the intention of the operator.

Hereinafter, the manual operation regulation function will be described in detail with reference to FIGS. 1 to 5, 33, and 34.

The manual operation control function is controlled by the control unit 30 illustrated in FIG. 33. The control unit 30 includes a travel control unit 312, an automatic travel control unit 75, and a notification control unit 77. Further, the control unit 30 is connected to the operation tool 1B, the traveling device 1D, the information terminal 5, the voice alarm generator 100, and the like. The travel control unit 312 controls the travel equipment 1D (corresponding to the "travel device") in response to the control of the automatic travel control unit 75 or the operation of the operation tool 1B such as the main shift lever 7A to drive the machine 1. .. The automatic driving control unit 75 controls the traveling control unit 312 so as to travel on a predetermined traveling route according to the position of the own vehicle obtained based on the positioning data output by the positioning unit 8 during automatic traveling. The notification control unit 77 causes the notification unit such as the information terminal 5 or the voice alarm generator 100 to give guidance or a warning in response to the control of the automatic driving control unit 75 or the like.

As shown in FIG. 34, the automatic traveling control unit 75 does not accept the operation by the operating tool 1B until a predetermined time elapses after the automatic traveling is temporarily stopped or the aircraft 1 is stopped.

An example of the state transition in the manual operation regulation function will be described with reference to the time chart shown in FIG. 34.

It is assumed that the automatic driving is temporarily stopped at a certain time t0 during the automatic driving, and the aircraft 1 is stopped. Until this time t0, the automatic driving control unit 75 effectively accepts the operation by the operation tool 1B, controls the notification control unit 77, and automatically travels to the notification unit such as the information terminal 5 or the voice alarm generator 100. Give guidance and warnings according to the situation.

When the automatic running is temporarily stopped and the aircraft 1 is stopped, the automatic running control unit 75 does not accept the operation by the operating tool 1B or the like during the predetermined time tw1 (“corresponding to the first time”), and even if it is operated. Disable the operation. Further, when the automatic driving is temporarily stopped, the automatic driving control unit 75 warns through the notification control unit 77 that the automatic driving is temporarily stopped, and an operation necessary for shifting to a transitionable state. Notify guidance on operations required to resume autonomous driving. Then, the operator can pay attention to the warning and the guidance during the period when the operation by the operation tool 1B or the like is not accepted.

Specifically, the operator can confirm the guidance regarding the operation required for resuming the automatic driving and perform an appropriate operation to restart the automatic driving. Further, even if the automatic driving is stopped (finished) due to a satellite signal reception failure or the like after operating the automatic start operation tool (not shown) and before operating the main shift lever 7A in the forward direction, the operator Since attention is paid to warnings and guidance, it is more likely that you can check the notification that automatic driving has stopped (finished) and the guidance on the operation to restart automatic driving in this state. However, the automatic driving can be restarted by performing an appropriate operation. When the automatic running is stopped (finished), in order to restart the automatic running, after returning the main shift lever 7A to the neutral position, operate the automatic start operation tool (not shown), and then move the main shift lever 7A. It is necessary to operate in the forward direction. Therefore, when the automatic driving is stopped (finished), it is preferable to include guidance to return the main shift lever 7A to the neutral position. In addition, when migrating to a different state, the operator may confirm the guidance on the operation required to transition to the transitionable state, perform an appropriate operation, and appropriately migrate to the intended state. Is improved. In this way, it is possible to set a time for the operator to pay attention to the warning and guidance, and to trigger the operator to perform the next operation in consideration of the warning and guidance. By carrying out the above, it is possible to improve the possibility that an appropriate operation is performed according to the intention of the operator.

When the time t1 is reached while such guidance or warning is being notified, the automatic driving control unit 75 accepts the operation by the operation tool 1B or the like after the time t1, enables the operation, and controls according to the operation. I do.

After that, assuming that the operation is performed by the operating tool 1B or the like at time t2, the automatic traveling control unit 75 performs control according to the operation. For example, when the operation for restarting the automatic running is performed, the automatic running control unit 75 restarts the automatic running. Further, when an operation for shifting to a different state, for example, an operation for starting chopping, is performed, control is performed to shift the state and perform chopping running according to the operation of the main shift lever 7A. At the same time, the automatic driving control unit 75 controls the notification control unit 77 so that guidance and warnings are given during the driving performed in response to the operation.

If the operation is not performed until the time t3 when the elapsed time from the time t0 when the automatic driving is temporarily stopped becomes the time tw2 (“corresponding to the second time”) longer than the time tw1, that is, the automatic driving is temporarily stopped. When the predetermined time tw2 elapses without any operation, the automatic traveling control unit 75 may automatically restart the automatic traveling.

Further, as an operation tool 1B for performing an operation for restarting automatic driving or an operation for shifting to a different state, an arbitrary remote controller 90, a button switch provided on the machine 1, a screen switch displayed on the information terminal 5, and the like are optional. May be included. For example, a button or the like different from that of the main speed change lever 7A may be separately provided on the machine body 1 for performing the choppy traveling. By providing a button or the like for performing choi-aligned travel separately from the main shift lever 7A, it is possible to easily avoid unintentional choi-aligned travel due to erroneous operation of the main shift lever 7A. be able to.

Guidance and warnings given while the automatic driving is paused may be given for a predetermined time or ended after being given a predetermined number of times. In this case, the starting point of the time tw1 until the operation becomes effective may be the time t0 at which the automatic driving is temporarily stopped, but it may also be the time at which the guidance or warning ends. By disabling the operation for a predetermined time tw1 after the guidance or warning ends, the operator can have an opportunity to receive all the guidance or warning, and it is easy to perform an appropriate operation accordingly. Will be.

Further, if the automatic driving is stopped (finished) in the middle of the operation after the guidance or warning is given, it is preferable that the guidance or warning is given accordingly. In this way, even during the operation of the operating tool 1B, if a guidance or a warning is separately notified, the automatic traveling control unit 75 invalidates the operation of the operating tool 1B again when the automatic traveling is completed. Is preferable. In this case, the automatic driving control unit 75 does not accept the operation by the operating tool 1B for a predetermined time tw1 from the time when the automatic driving ends or the time when the guidance or warning accompanying the end of the automatic driving ends. Is preferable.

With such a configuration, even if the automatic driving ends in the middle of the operation, the operator is prevented from performing the operation without noticing that the automatic driving has ended in the middle of the operation, and the operator performs an appropriate operation. Driving is performed according to the intention.

The guidance and warning as described above may be performed by various methods and devices, in addition to displaying characters and illustrations on the information terminal 5 and giving voice guidance and warning from the voice alarm generator 100. For example, characters and the like can be displayed on the remote controller 90, predetermined vibration can be applied to the remote controller 90, characters and the like can be displayed on other mobile terminals carried by the operator, and voice can be generated. Further, one or more of these may be arbitrarily combined.

Specific examples of the above guidance and warnings are as follows. When the automatic driving is temporarily stopped, the information terminal 5 is displayed that "automatic driving is temporarily stopped", or a voice is generated from the voice alarm generator 100. Further, when the reception failure of the satellite signal occurs, "GPS has deteriorated" is displayed on the information terminal 5, or a voice is generated from the voice alarm generator 100. Further, when the automatic driving is stopped (finished) due to poor reception of satellite signals or other reasons, the information terminal 5 is displayed that "automatic running is finished", or the voice alarm generator 100 makes a voice. Is generated. In this case, the information terminal 5 may further display "Please return the lever to the neutral position to resume automatic driving" or "Please operate the lever after pressing the GS button". , A voice is generated from the voice alarm generator 100. Further, in the case of shifting to the choi-aligned running, the information terminal 5 is displayed as "choice-aligned", or a voice is generated from the voice alarm generator 100.

[Notification sound reduction function]
Next, the manual operation regulation function during automatic driving will be described with reference to FIGS. 1 to 5.

As described above, during automatic driving, various guidances, warnings, and the like are notified in order to prompt operators such as drivers and workers to perform necessary operations and to call attention. By such notification, the operator can grasp the operation necessary for continuing the work and the running, and can grasp the situation of the work and the running, the situation around the machine 1 and the like. Therefore, for inexperienced operators, even if they are not proficient in work and driving, it becomes easier to understand the situation and operations to be performed, and it is possible to continue appropriate work and driving while reducing the burden on the operator. ..

Such notification is repeated until the situation changes or the necessary operation is performed. Alternatively, the predetermined notification is repeated for a predetermined time or a predetermined number of times. For example, when the work run is resumed after turning in the work run on the outer circuit path ORL, the seedling planting device 3 is manually lowered after the seedling planting device 3 needs to be lowered. , The notification prompting the lowering of the seedling planting device 3 is continued until the seedling planting device 3 is lowered.

However, for a worker who is skilled in the work, it is possible to easily perform the lowering operation of the seedling planting device 3 on the outer circuit path ORL without confirming the guidance or the like. On the contrary, if unnecessary notification is continued, the worker who is skilled in the work may find it annoying and burdensome.

In order to suppress such a situation, in the present embodiment, it is possible to implement a notification sound reduction function that can reduce notification.

Specifically, the notification sound reduction function can switch between a normal mode in which notification is not reduced and a reduction mode in which notification is reduced, and when the reduction mode is set, notification is reduced. Is done. The mode of the notification sound reduction function can be switched by the information terminal 5 or the like at the start of automatic driving, and the setting can be changed during automatic driving. Further, the notification sound reduction function is controlled by a predetermined functional block such as an automatic traveling control unit 75 (see FIG. 33, etc.) of the control unit 30.

In the reduction mode, the number of times the same notification is repeated or the time for repeating the same notification is reduced. For example, if the notification "Please lower the planting device" that prompts the lowering of the seedling planting device 3 in the outer circuit path ORL is repeated until the seedling planting device 3 is lowered in the normal mode, the reduction is achieved. In the mode, this notification is performed only once.

The reduction of notifications in the reduction mode is not limited to the reduction of the number of times and the time, and the interval at which the same notification is performed may be wider than the interval in the normal mode, or a part or all of the notifications may be performed in the reduction mode. You may not do it.

Further, in the reduction mode, the setting of reducing the number of times or time, widening the interval, or not performing the notification may be configured to be selectively performed. Further, the setting in the case of setting not to perform the notification may be a configuration in which it is possible to select which notification is not performed. Further, the above settings may be configured so that they can be made for each content of the notification.

Further, the notification such as guidance and warning can be performed by displaying on the information terminal 5, generating voice from the voice alarm generator 100, and other various modes.

[Automatic stop function]
Next, the automatic driving stop function during automatic driving will be described with reference to FIGS. 1 to 5 and 35.

During automatic driving, the aircraft 1 may be automatically stopped when various conditions are satisfied. For example, when the sonar sensor 60 detects an obstacle during automatic driving, the aircraft 1 is stopped as soon as the obstacle is detected or when the distance to the obstacle is detected to be shorter than a predetermined distance. In addition, in the cross-border determination, it is detected that the aircraft 1 has crossed the border or is about to cross the border, it is detected that materials such as fertilizer are clogged, a satellite signal reception failure occurs, and the aircraft 1 When the tilt sensor 81 is provided, it is detected that the machine 1 is tilted by a predetermined angle or more, the machine 1 is detected to be slipping, or the machine 1 deviates from the traveling path. When it is detected that the aircraft 1 is stopped, the aircraft 1 is controlled to stop.

When various conditions are met and the aircraft 1 is stopped, the aircraft 1 is controlled to stop immediately when the conditions are met. However, depending on the conditions under which the machine 1 is stopped, it may be necessary to stop suddenly, but on the other hand, if the machine 1 is stopped suddenly, the worker may be overloaded or work efficiency. It may be worse or the field may be rough, which may not be appropriate.

For example, when an obstacle is detected, if the aircraft 1 is not stopped immediately, the risk of the aircraft 1 colliding with the obstacle may increase. Further, when the machine 1 crosses the border, the machine 1 may protrude from the field or collide with a ridge unless the machine 1 is stopped immediately. Further, when the airframe 1 is tilted by a predetermined value or more, the airframe 1 may fall unless the airframe 1 is stopped immediately.

On the contrary, even if some driving is performed with the materials clogged, it is sufficient to drive again after supplying the materials on the route that was traveled without supplying the materials after clearing the clogging of the materials. .. In addition, in the case of deterioration of the satellite signal reception environment, slip of the aircraft 1, deviation of the travel route, etc., it is often sufficient to continue traveling or gradually stop the aircraft 1 depending on the degree, and the vehicle stops suddenly. It is rare that it requires.

Further, regardless of the conditions for stopping the machine 1, depending on the position in the field where the machine 1 needs to be stopped, there are cases where it is better to stop suddenly and cases where it is better not to stop. In particular, the outer circuit path ORL may travel in a region close to the ridge, and there is a great need to stop the aircraft 1. For example, there are many obstacles such as water outlets at the ridges, and collision of the machine 1 with the ridges may damage the machine 1 and should be avoided. Therefore, when an obstacle is detected while traveling on the outer circuit path ORL, it is appropriate to stop the aircraft 1 suddenly. In addition, if the satellite signal reception environment deteriorates while traveling on the outer orbital route ORL, or if the aircraft 1 deviates from the traveling route and a misalignment occurs, the aircraft 1 may collide with an obstacle such as a ridge. It is appropriate to stop the aircraft 1 suddenly because the property is enhanced.

As described above, depending on the content of the conditions for stopping the aircraft 1 and the position in the field where the conditions for stopping the aircraft 1 are satisfied, it is not necessary or necessary to stop the aircraft 1 suddenly, but rather the aircraft 1 It may be more appropriate to stop the vehicle gradually.

Therefore, in the present embodiment, when the condition for stopping the machine 1 is satisfied, the machine 1 is suddenly stopped or gradually stopped depending on the content of the condition or the position in the field where the condition is satisfied. Implement an automatic driving stop function that makes the negative acceleration (deceleration) different when stopping 1.

The automatic driving stop function is controlled by the control unit 30 illustrated in FIG. 35. The control unit 30 includes a travel control unit 312, an automatic travel control unit 75, an abnormality detection unit 78, and a cross-border determination unit 64 (corresponding to a “cross-border sensor”). Further, the control unit 30 is connected to the traveling device 1D, the sensor group 1A, the information terminal 5, the positioning unit 8, and the like.

The cross-border determination unit 64 detects that the aircraft 1 crosses the border from the field from the position of the own vehicle and the field map output by the positioning unit 8. Cross-border detection detects the distance between the vehicle position and the outer circumference of the field, and detects that the distance between the vehicle position and the outer circumference of the field is equal to or less than a predetermined distance as cross-border.

As will be described later, the abnormality detection unit 78 receives the detection result of the cross-border determination unit 64, various information acquired by the sensor group 1A, and the like, and from the received information, the abnormality generated in the machine 1 or the surroundings of the machine 1 is detected. Detect.

The travel control unit 312 controls the travel device 1D (corresponding to the “travel device”) according to the control of the automatic travel control unit 75 or the operation of the operating tool 1B to drive the machine 1.

The automatic driving control unit 75 controls the traveling control unit 312 so as to travel on a predetermined traveling route according to the position of the own vehicle obtained based on the positioning data output by the positioning unit 8 during automatic traveling. Further, the automatic traveling control unit 75 includes a vehicle stop control unit 79. The vehicle stop control unit 79 controls the travel control unit 312 so as to stop the aircraft 1 based on the abnormality detected by the abnormality detection unit 78.

The sensor group 1A measures the sonar sensor 60, which is one of the obstacle sensors, the tilt sensor 81 that detects the tilt of the machine body 1, the axle of the wheel 12, and the rotation speed of the drive shaft that transmits the driving force from the engine 2 to the wheel 12. It includes any of the rotation speed sensor 12C, the material jam sensor 83 for detecting that the material is clogged, and the like. The tilt sensor 81 may detect the direction and degree of tilt of the machine body 1, and the inertial measurement module 8B of the positioning unit 8 may be used.

The abnormality detection unit 78 detects various abnormalities, determines whether or not the condition for stopping the aircraft 1 is satisfied according to the detection content, and receives the determination result from the stop control unit 79 of the automatic driving control unit 75. hand over. The abnormality detection unit 78 cooperates with the sensor group 1A, the positioning unit 8, the cross-border determination unit 64, etc. to detect the state of the aircraft, the surrounding state of the aircraft 1, and the like, and detects the abnormality corresponding to the detected state. Functions as a sensor.

For example, in the case of obstacle detection under the condition of stopping the aircraft 1, the abnormality detection unit 78 receives an obstacle detection signal indicating that an obstacle has been detected from the sonar sensor 60, and automatically controls the obstacle detection signal. It is transmitted to the stop control unit 79 of the unit 75. The vehicle stop control unit 79 that has received the obstacle detection signal controls the travel control unit 312 so that the aircraft 1 stops in response to the obstacle detection signal.

Further, in the case of cross-border detection in which the aircraft 1 crosses the border among the conditions for stopping the aircraft 1, the abnormality detection unit 78 receives a cross-border signal indicating that the cross-border has been detected from the cross-border determination unit 64, and automatically travels the cross-border signal. It is transmitted to the stop control unit 79 of the control unit 75. The vehicle stop control unit 79 that has received the cross-border signal controls the travel control unit 312 so that the aircraft 1 stops in response to the cross-border signal.

Further, in the case of tilt detection in which the aircraft 1 is tilted under the condition of stopping the aircraft 1, the abnormality detection unit 78 receives the tilt signal indicating that the tilt of the aircraft 1 is detected from the tilt sensor 81, and outputs the tilt signal. It is transmitted to the stop control unit 79 of the automatic travel control unit 75. The vehicle stop control unit 79 that has received the tilt signal controls the travel control unit 312 so that the aircraft 1 stops in response to the tilt signal.

Further, in the case of material jam detection in which materials such as seedlings and fertilizers are jammed under the condition for stopping the machine 1, the abnormality detection unit 78 receives a material jam signal indicating that the material jam has been detected from the material jam sensor 83. , The material jam signal is transmitted to the stop control unit 79 of the automatic travel control unit 75. The vehicle stop control unit 79 that has received the material jam signal controls the travel control unit 312 so that the aircraft 1 stops in response to the material jam signal.

Further, in the case of slip detection in which the aircraft 1 slips under the condition for stopping the aircraft 1, the abnormality detection unit 78 first calculates the vehicle speed corresponding to the rotation speed of the wheel 12 from the detection value of the rotation speed sensor 12C. .. Separately from this, the abnormality detection unit 78 calculates the vehicle speed from the amount of change in the position of the own vehicle output from the positioning unit 8 per unit time. Then, the abnormality detection unit 78 compares the two calculated vehicle speeds, and when the vehicle speed corresponding to the rotation speed of the wheels 12 is faster than the vehicle speed calculated from the amount of change in the position of the own vehicle, the aircraft 1 slips. The slip signal is transmitted to the stop control unit 79 of the automatic travel control unit 75. The vehicle stop control unit 79 that has received the slip signal controls the travel control unit 312 so that the aircraft 1 stops in response to the slip signal.

In addition, the abnormality detection unit 78 detects a satellite signal reception abnormality in which the positioning unit 8 has a reduced satellite signal reception sensitivity, a misalignment abnormality in which the vehicle position and the traveling route deviate by a predetermined distance or more, and the like. However, even when these abnormalities are detected, the travel control unit 312 is controlled so as to stop the aircraft 1. Further, the abnormality detection unit 78 detects that the driver has left the driver's seat 16 during manned automatic driving, or that the materials such as seedlings and fertilizer are exhausted, as an abnormality, and the aircraft 1 detects it as an abnormality. It is also possible to control the traveling control unit 312 so as to stop the vehicle.

When such an abnormality is detected, it is determined that the conditions for stopping the aircraft 1 are satisfied, and the abnormality detection unit 78 stops the aircraft 1. Then, the stop control unit 79 of the automatic travel control unit 75 makes the deceleration when the aircraft 1 is stopped different according to the content of the abnormality corresponding to the content of the condition. That is, various abnormalities that can be detected by the abnormality detecting unit 78 are classified into an abnormality corresponding to the condition for suddenly stopping the aircraft 1 and an abnormality corresponding to the condition for gradually stopping the aircraft 1. Then, the abnormality detection unit 78 of the automatic travel control unit 75 controls the travel control unit 312 so as to suddenly stop the aircraft 1 when an abnormality corresponding to the condition for suddenly stopping the aircraft 1 is detected, and gradually stops the aircraft 1. When an abnormality corresponding to the condition is detected, the traveling control unit 312 is controlled so as to gradually stop the aircraft 1. In such a stop of the aircraft 1, the deceleration when the vehicle is suddenly stopped is larger than the deceleration when the vehicle is gradually stopped.

For example, the abnormalities corresponding to the conditions for suddenly stopping the aircraft 1 are obstacle detection, cross-border detection, and tilt detection, and the abnormalities corresponding to the conditions for gradually stopping the aircraft 1 are other materials jam detection, slip detection, and so on. Satellite signal reception abnormality, misalignment abnormality, etc.

As described above, the abnormality corresponding to the condition for stopping the aircraft 1 is classified into the abnormality corresponding to the condition for suddenly stopping the aircraft 1 and the abnormality corresponding to the condition for gradually stopping the aircraft 1. Then, when an abnormality corresponding to the condition for suddenly stopping the aircraft 1 is detected, the aircraft 1 is suddenly stopped, and when an abnormality corresponding to the condition for gradually stopping the aircraft 1 is detected, the aircraft 1 is gradually stopped. It will be stopped at. As a result, even if the machine 1 is stopped, the burden and work of the worker are suppressed while suppressing the excessive burden on the worker, the deterioration of the work efficiency, and the roughening of the field as much as possible. When it is necessary to make a sudden stop despite the efficiency and the rough field, the aircraft 1 can be stopped suddenly to appropriately respond to a serious abnormality. Therefore, the machine 1 can be stopped in an appropriate manner according to the content of the abnormality, and the work efficiency can be improved.

It should be noted that the abnormality is not limited to the case where the abnormality corresponds to the condition corresponding to the condition for suddenly stopping the aircraft 1 and the abnormality corresponding to the condition corresponding to the condition for gradually stopping the aircraft 1, but the abnormality corresponding to three or more different deceleration stops. Aspects may be provided and each abnormality may be assigned to conditions corresponding to three or more stops with different deceleration modes. Then, the abnormality detection unit 78 controls the travel control unit 312 so that the aircraft 1 stops at a different deceleration according to the content of the detected abnormality.

As a result, the aircraft 1 can be stopped in a more appropriate manner according to the detected abnormality.

Further, when an abnormality is detected, not only the aircraft 1 is stopped, but also the abnormality detection unit 78 may control the traveling control unit 312 to slow down the aircraft 1 and drive slowly.

Depending on the content of the abnormality, it may not be necessary to stop the aircraft 1. When an abnormality is detected, in addition to the mode in which the deceleration for stopping the machine 1 is different, a mode in which the machine 1 is slowed down is provided, and the abnormality is distributed as a condition for controlling the machine 1 in each mode. As a result, the traveling state of the machine body 1 can be appropriately controlled according to the content of the abnormality.

Further, depending on the content of the abnormality, the same abnormality may be detected every time the vehicle travels in the same position in the field. For example, a water outlet or a standing tree provided in a field is always in the same place, and is detected as an obstacle every time the vehicle travels in the vicinity thereof. In addition, the condition of the field tends to be the same every year, and there is a possibility that the aircraft 1 slips at the position where the aircraft 1 slipped in the past.

Therefore, the field information (field information) including the content of the abnormality and the position where the abnormality occurred is stored, and when traveling, the field information is referred to at the position stored as the position where the abnormality occurred. May stop the aircraft 1 suddenly, gradually stop, or drive slowly according to the contents of the memorized abnormality. For example, the content of the abnormality and the position where the abnormality occurred are stored in the field map (field information), stored in the management server 85 or the information terminal 5, and when traveling thereafter, the abnormality detection unit 78 communicates. A field map is acquired via the unit 86, and the aircraft 1 is suddenly stopped, gradually stopped, or slowed down according to the abnormality detected in the past at the position where the abnormality was detected in the past by referring to the acquired field map. Controls the travel control unit 312.

As a result, even if the abnormality cannot be detected properly, the running state can be appropriately controlled from the past results.

Further, the obstacle sensor may be an image pickup device 82 capable of taking an image of the surroundings of the machine body 1 in place of the sonar sensor 60 or together with the sonar sensor 60. The abnormality detection unit 78 analyzes the image taken by the image pickup device 82 and detects the presence of the faulty part. Image analysis can also be performed using a trained model generated by machine learning using AI. By detecting an obstacle using the image pickup apparatus 82, the obstacle can be easily detected.

When an obstacle is detected by using the image pickup apparatus 82, the size of the obstacle can be easily determined. When the obstacle is large, it is often necessary to stop the aircraft 1 suddenly, but when the obstacle is small, it is not necessary to stop the aircraft 1 suddenly because the obstacle can be easily avoided. In some cases.

Therefore, when the size of the obstacle can be determined, the stop control unit 79 of the automatic driving control unit 75 reduces the deceleration to be smaller than the deceleration when the detected obstacle is a predetermined size or larger. May be.

As a result, the deceleration when the machine body 1 is stopped can be optimized according to the size of the obstacle, and the work efficiency can be further improved.

Further, the sonar sensor 60 can determine the distance from the time when the reflected wave returns to the obstacle. Also, when an obstacle is detected by using the image pickup apparatus 82, the distance to the obstacle can be determined by image analysis. When the distance to the obstacle is short, it is necessary to stop the aircraft 1 suddenly, but when the distance to the obstacle is long, the vehicle may avoid the obstacle or the obstacle may not interfere with the driving. Therefore, it may not be necessary to stop the aircraft 1 suddenly.

Therefore, when the distance to the detected obstacle is the predetermined distance or less, the vehicle stop control unit 79 may make the deceleration smaller than the deceleration when the distance is longer than the predetermined distance.

As a result, the deceleration when the machine body 1 is stopped can be optimized according to the distance to the obstacle, and the work efficiency can be further improved.

The necessity of suddenly stopping the aircraft 1 depends not only on the content of the abnormality but also on the position in the field where the abnormality is detected. Therefore, as a condition for determining the deceleration when the aircraft 1 is stopped, the content of the abnormality may be changed, or in addition to the content of the abnormality, the position in the field where the abnormality is detected may be taken into consideration. That is, the vehicle stop control unit 79 may make the deceleration when the aircraft 1 is stopped different depending on the position in the field where the abnormality is detected.

For example, the outer peripheral traveling path that goes around the inside of the field along the outer periphery of the field travels in the vicinity of the outer peripheral region of the field such as ridges. Obstacles such as water outlets are often provided in the outer peripheral region of the field, and it becomes more necessary to suddenly stop the aircraft 1 when an abnormality is detected while traveling on the outer peripheral traveling route. Further, when an abnormality is detected while traveling on the outer peripheral traveling route, if the traveling route is slightly deviated, there is a high possibility that the aircraft 1 collides with a ridge or the like or the aircraft 1 crosses the border. Therefore, it is preferable that the vehicle stop control unit 79 suddenly stops the aircraft 1 when an abnormality is detected while traveling on the outer peripheral traveling route.

In this way, by making the deceleration when stopping the machine 1 different according to the position in the field where the abnormality is detected, the machine 1 can be stopped appropriately according to the position in the field. Work efficiency can be improved.

The deceleration when the vehicle is suddenly stopped and the deceleration when the vehicle is gradually stopped may be a predetermined deceleration, but may be variable depending on the setting. Further, the abnormality that is a condition for suddenly stopping and the abnormality that is a condition for gradually stopping may be predetermined conditions, but may be variable by setting the conditions. Further, the deceleration according to the content of the abnormality and the deceleration according to the position in the field may be a predetermined deceleration, but may be variable depending on the setting, and may be variable for each content of the abnormality or in the field. The deceleration may be set individually for each position. Further, the above setting can be set by the information terminal 5 or the like at the start of automatic driving, and the setting may be changed by the information terminal 5 or the like during automatic driving.

By arbitrarily making the above settings, it is possible to more optimally control the stoppage of the machine 1 according to the field conditions and the work conditions, and it is possible to further improve the work efficiency.

[Aircraft slip detection function]
Next, the automatic driving stop function during automatic driving will be described with reference to FIGS. 1 to 5 and 35.

In automatic driving, the automatic driving control unit 75 controls the traveling device 1D, the engine 2, and the like to drive the machine 1 according to the indicated vehicle speed instructed by the automatic driving control unit 75. In automatic driving, the supply of seedlings to be planted and the supply of fertilizer to be sprayed are adjusted according to the vehicle speed of the machine 1, and appropriate planting and fertilizer are sprayed throughout the field. When the field is muddy, even if the aircraft 1 is driven according to the indicated vehicle speed, the aircraft 1 may slip and the actual vehicle speed of the aircraft 1 may be significantly lower than the indicated vehicle speed. If the actual vehicle speed of the aircraft 1 deviates from the indicated vehicle speed, proper planting and fertilizer spraying will not be performed.

Therefore, when the actual vehicle speed of the aircraft 1 is slower than the indicated vehicle speed or the vehicle speed controlled according to the indicated vehicle speed by a predetermined speed or a predetermined ratio or more, the aircraft slip detection function is performed. The aircraft slip detection function determines that the aircraft 1 is slipping when the actual vehicle speed of the aircraft 1 is faster than the indicated vehicle speed or the vehicle speed controlled according to the indicated vehicle speed by a predetermined speed or a predetermined ratio or more. It is a function to make a determination and temporarily stop the automatic running by the control of the automatic running control unit 75.

In this way, when it is determined that the aircraft 1 is slipping, the automatic driving is temporarily stopped, so that the working driving is stopped, and by traveling at an inappropriate vehicle speed, planting and fertilizer spraying are as planned. It is possible to suppress what is not done and to perform appropriate work running.

Here, the actual vehicle speed of the aircraft 1 is calculated from the amount of change per unit time of the own vehicle position output by the positioning unit 8. Further, the vehicle speed controlled according to the indicated vehicle speed is the rotation of the axle or drive shaft detected by the rotation speed sensor 12C that measures the rotation speed of the drive shaft that transmits the driving force from the axle of the wheel 12 or the engine 2 to the wheel 12. Calculated from numbers.

The automatic traveling control unit 75 is calculated by using the vehicle speed calculated from the change amount of the own vehicle position and the vehicle speed calculated from the change amount of the own vehicle position and the rotation speed sensor 12C when the vehicle speed calculated from the change amount of the own vehicle position is slower than the indicated vehicle speed. If the vehicle speed calculated from the amount of change in the position of the own vehicle is slower than the specified speed or a predetermined ratio by comparing with the vehicle speed, it is determined that the aircraft 1 is slipping and the automatic running is temporarily stopped. ..

When the automatic traveling control unit 75 determines that the aircraft 1 is slipping, the automatic traveling may be temporarily stopped immediately, but the automatic traveling may be temporarily slipped, so that the automatic traveling control unit 75 slips for a predetermined time. The automatic running may be temporarily stopped after the state of being in the state continues.

For example, the automatic traveling control unit 75 may suspend the automatic traveling after determining that the aircraft 1 is slipping continuously for 5 seconds or longer. Further, when the automatic traveling control unit 75 determines that the machine body 1 is slipping continuously for 3 seconds or more, the seedling planting device 3 is raised or the feeding mechanism 26 of the fertilizer application device 4 is stopped. The apparatus may be stopped, and then the automatic traveling may be temporarily stopped after it is determined that the aircraft 1 is slipping continuously for a total of 5 seconds or more.

As a result, the automatic running is temporarily stopped only when the slip continues to the extent that the work running is affected, so the work efficiency is improved while the work running is stopped and the work running is performed appropriately only when the slip continues. Can be made to.

[Another Embodiment]
(1) The traveling route is set by performing non-working traveling along the outer circumference of the field. The travel route can be generated by the information terminal 5 or the control unit 30. At this time, the information terminal 5 or the control unit 30 may be provided with a route setting unit as an independent functional block. Further, both the information terminal 5 and the control unit 30 may be provided with a route setting unit, and may be configured to selectively determine whether the route setting is performed by the information terminal 5 or the control unit 30. Further, the travel route may be generated by an external server or the like, and the generated travel route may be received by the information terminal 5 or the control unit 30. Various data obtained during the work running of the work machine (data created by map shape acquisition processing, route creation processing, etc., obstacle data related to detected obstacles during running, running state data obtained during running, The work state data, field state data, etc.) may be uploaded to an external central computer or a cloud service computer. Further, prior to the work, such registered data may be downloaded.

(2) The control unit 30 can be subdivided into arbitrary functional blocks. For example, with an automatic driving control unit that controls driving during automatic driving, a manual driving control unit that controls driving during manual driving, a working device control unit that controls various working devices, an information terminal 5, and other devices. Failure control that controls the communication unit that sends and receives information between the two, the sonar sensor 60, and detects obstacles, and issues commands to the automatic driving control unit and manual driving control unit according to the obstacle detection results. A unit, a laminated light control unit that controls the laminated light 71, a transmission operation unit that controls the main shift lever 7A, and the like may be individually provided as functional blocks of the control unit 30. Further, the components of the information terminal 5 and the control unit 30 in FIGS. 8 and 9 show only specific components for the sake of explanation, but the information terminal 5 and the control unit 30 are shown in each figure. All the components may be mounted, or any component may be mounted in combination as needed.

(3) In each of the above embodiments, the notification device for performing various notifications performed by the rice transplanter is not limited to the information terminal 5 and the voice alarm generator 100, and can be performed using various notification devices. For example, the remote controller 90 may be provided with an LED to notify various information according to the lighting pattern, or the remote controller 90 may be provided with a monitor to display various information. In addition, it is possible to notify by the lighting pattern of the laminated light 71, the center mascot 20, the light, and other light emitters, the display and vibration on the smartphone, mobile terminal, personal computer, etc. possessed by the worker, and the vibration of the remote controller 90, etc. can. Further, various notifications performed by the notification device are detected by the control unit 30, the notification control unit built in the control unit 30, or the notification control unit provided outside the control unit 30 to detect the traveling state, working state, and various sensors. It is controlled according to the state and the like.

(5) If the location where fuel shortage, battery exhaustion, planted seedlings, fertilizer, chemicals, or other material shortage (material shortage) has occurred, or the position where they are predicted to occur, is calculated, in the notification. The position of the material shortage (material shortage) may be displayed on the touch panel 50, preferably on the traveling route.

(6) In each of the above embodiments, a rice transplanter has been described as an example, but the present invention includes a rice transplanter, a direct seeding machine, a management machine (spraying chemicals, fertilizers, etc.), a tractor, a harvester, and the like. It can be applied to agricultural work machines and various work machines that work on the work site.

The present invention can be applied to agricultural work machines such as rice transplanters and other work machines.

1: Aircraft 1C: Working equipment 1D: Traveling equipment (traveling equipment)
8A: Satellite positioning module (satellite positioning unit)
8B: Inertial measurement module (vehicle body orientation measurement unit)
75: Automatic driving control unit 312: Driving control unit TS1: Distance (first distance)
TS2: Distance (second distance)
TS3: Distance (third distance)
V1: Vehicle speed (first vehicle speed)
V2: Vehicle speed (second vehicle speed)

Claims (18)

With the traveling device,
A traveling control unit that controls the traveling device is provided.
In the non-working driving that leads to the working driving in the automatic driving, the traveling control unit sets the vehicle speed to the second vehicle speed, which is faster than the first vehicle speed, which is the immediately preceding vehicle speed, when the straight traveling is continuously performed for a predetermined first distance or more. A working machine that accelerates. A satellite antenna that receives satellite signals from satellites, and
A satellite positioning unit that outputs positioning data corresponding to the vehicle position based on the satellite signal, and a satellite positioning unit.
A vehicle body orientation measuring unit that measures the vehicle body orientation, and a vehicle body orientation measuring unit
It is provided with an automatic driving control unit that controls the traveling control unit so as to automatically travel on a predetermined traveling route based on the position of the own vehicle.
A claim that the traveling control unit determines that the vehicle is traveling straight when the amount of change in the orientation within a predetermined time is within a predetermined range based on the orientation of the vehicle body measured by the vehicle body orientation measuring unit. The working machine according to 1. With the traveling device,
A traveling control unit that controls the traveling device,
A satellite antenna that receives satellite signals from satellites, and
A satellite positioning unit that outputs positioning data corresponding to the vehicle position based on the satellite signal, and a satellite positioning unit.
It is provided with an automatic driving control unit that controls the traveling control unit so as to automatically travel on a predetermined traveling route based on the position of the own vehicle.
The travel control unit immediately before the vehicle speed when the distance from the own vehicle position to the start position of the work travel is a predetermined second distance or more in the straight travel region of the non-work travel that leads to the work travel in the automatic travel. A work machine that increases the speed to the second vehicle speed, which is faster than the first vehicle speed, which is the vehicle speed of. The work according to claim 3, wherein when the distance from the own vehicle position to the start position of the work travel becomes a predetermined third distance, the travel control unit decelerates the increased vehicle speed to the first vehicle speed. Machine. The work machine according to claim 3 or 4, wherein the work run is a reciprocating work run, and the non-work run includes a turning run performed so as to connect the two reciprocating work runs. With the traveling device,
Work equipment that works with materials and
A traveling control unit that controls the traveling device,
A satellite antenna that receives satellite signals from satellites, and
A satellite positioning unit that outputs positioning data corresponding to the vehicle position based on the satellite signal, and a satellite positioning unit.
It is provided with an automatic traveling control unit that controls the traveling control unit so as to automatically travel on a predetermined traveling route for working and non-working traveling based on the position of the own vehicle.
The work run includes a plurality of reciprocating work runs, and the non-work run includes a turning run performed so as to connect the two reciprocating work runs.
The automatic traveling control unit can manually drive the aircraft straight from the terminal area of the reciprocating work traveling toward the supply position of the material.
The travel control unit is a working machine that increases the vehicle speed to a second vehicle speed faster than the first vehicle speed, which is the immediately preceding vehicle speed, when the distance to the supply position is a predetermined second distance or more in the straight-ahead travel. The working machine according to claim 6, wherein the traveling control unit reduces the increased vehicle speed to the first vehicle speed when the distance to the replenishment position reaches a predetermined third distance. The working machine according to any one of claims 1 to 7, wherein at least one of the speed increase and the deceleration is gradually performed. The working machine according to any one of claims 1 to 8, wherein at least one of the first distance, the second distance, and the third distance is variable. It is a vehicle speed control system for working machines that perform work driving and non-working driving by automatic driving.
In the non-working travel that leads to the working traveling in the automatic traveling, when the straight traveling is continuously performed for a predetermined first distance or more, the vehicle speed of the working machine is set to a second vehicle speed faster than the first vehicle speed which is the immediately preceding vehicle speed. Vehicle speed control system that accelerates to. The working machine includes a satellite antenna that receives a satellite signal from a satellite, a satellite positioning unit that outputs positioning data corresponding to the position of the own vehicle based on the satellite signal, and a vehicle body orientation measuring unit that measures the orientation of the vehicle body. Equipped with
The vehicle speed control according to claim 10, wherein if the amount of change in the direction within a predetermined time is within a predetermined range, the vehicle is determined to be traveling straight ahead based on the direction of the vehicle body measured by the vehicle body direction measuring unit. system. It is a vehicle speed control system for a work machine that automatically travels on a predetermined travel route based on the position of the own vehicle.
When the distance from the own vehicle position to the start position of the work travel is a predetermined second distance or more in the straight travel region of the non-work travel that leads to the work travel in the automatic travel, the vehicle speed of the work machine is immediately preceding. A vehicle speed control system that increases the speed to the second vehicle speed, which is faster than the first vehicle speed. The vehicle speed control system according to claim 12, wherein when the distance from the own vehicle position to the start position of the work travel becomes a predetermined third distance, the vehicle speed of the increased speeding machine is reduced to the first vehicle speed. The vehicle speed control system according to claim 12 or 13, wherein the working run is a reciprocating work run, and the non-work run includes a turning run performed so as to connect the two reciprocating work runs. Based on the position of the own vehicle, it automatically travels on a predetermined travel route for working and non-working, the working traveling includes a plurality of reciprocating working traveling, and the non-working traveling connects two reciprocating traveling. It is a vehicle speed control system of a work machine capable of manually moving the machine straight from the terminal area of the reciprocating work run toward the material supply position, including the turning run.
A vehicle speed control system that increases the vehicle speed of the working machine to a second vehicle speed faster than the first vehicle speed, which is the immediately preceding vehicle speed, when the distance to the supply position is a predetermined second distance or more in the straight running. The vehicle speed control system according to claim 15, wherein when the distance to the replenishment position reaches a predetermined third distance, the vehicle speed of the increased speed working machine is reduced to the first vehicle speed. The vehicle speed control system according to any one of claims 10 to 16, wherein at least one of the speed increase and the speed reduction is gradually performed. The vehicle speed control system according to any one of claims 10 to 17, wherein at least one of the first distance, the second distance, and the third distance is variable.

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