JP2023029354A5 - - Google Patents

Description

The present invention includes a traveling machine that travels in a field, a work device that performs work on the field, and a route setting unit that sets a target travel route for work traveling in which the traveling machine travels while performing work with the working device. It relates to the provided traveling work machine.

For example, in Patent Document 1, a traveling machine body (“traveling vehicle body C” in the document), a working device (“seedling planting device W” in the document) that performs work on a field, and a target movement that the traveling machine should travel for work traveling A working vehicle provided with a route setting unit (reference numeral "68" in the document) for setting a route is disclosed. The route setting unit is configured to set a teaching route corresponding to a target route to be automatically steered by teaching travel, and to set a plurality of target movement routes parallel to the teaching route.

JP 2017-123804 A

The traveling machine body alternately repeats work travel along the target travel route and turning travel for turning toward the target travel route for the post-process on the edge of the ridge. However, in the configuration of Patent Document 1, each target movement route is configured based on the teaching route, and the traveling of the traveling machine body along the target movement route is the target for the traveling machine body to travel in the post-process. is not considered in the setting of From this, if the traveling machine body is displaced from the actual target movement route for work, when the work travels along the target movement route in the post-process, the planted seedlings in the already-worked area may be trampled, or a non-work area may be generated between the work travel loci before and after turning around the edge of the ridge.

SUMMARY OF THE INVENTION In view of the above circumstances, an object of the present invention is to provide a traveling work machine capable of appropriately turning .

The traveling work machine of the present invention comprises a traveling body that travels in a field, a work device that performs work on the field, a control unit capable of automatic turning control to a target travel route for post-process, and an approach to a ridge over time. and a ridge edge detecting means for detecting the ridge closest to the ridge during transition from the target travel route to the target travel route for post-process, or the closest position to the ridge on the turning route. Automatic turning control by the control section is possible at a position spaced further from the ridge than the position.
Further, another traveling work machine of the present invention includes:
A traveling machine that travels in a field,
a working device that performs work on a field;
a route setting unit that sets a target movement route for work travel in which the traveling machine body travels while performing work by the work device,
When the traveling machine body alternately repeats the work travel along the target travel route and the turning travel in which it turns toward the next target travel route, the route setting unit determines whether or not A post-process target for the traveling machine body to travel after traveling the target movement route is set based on the position acquired while the traveling machine machine travels along the target movement route.

According to the present invention, the travel of the traveling machine body along the target movement route is taken into account in the setting of the target for the traveling machine body to travel in the post-process. In other words, even if the traveling machine body is displaced from the actual target movement route during work traveling, the target for the post-process is set from the position acquired during traveling. Therefore, the target after the turning travel is preferably set, and the work travel after the turning travel is preferably performed along the work travel trajectory before the turning travel. As a result, a traveling work machine capable of accurately setting a target movement route adjacent to the work travel locus of the traveling machine body is realized.

In this configuration,
It is preferable that the post-process target is a post-process target movement route along which the traveling machine body travels.

According to this configuration, the target travel route for the post-process is set based on the work travel locus on which work travel has already been performed. As a result, when the work travels along the target movement route in the post-process, the planted seedlings in the already-worked area are trampled, and a non-work area occurs between the work travel trajectories before and after turning around the ridge. avoid the risk of As a result, a traveling work machine capable of accurately setting a target movement route adjacent to the work travel locus of the traveling machine body is realized.

In this configuration,
A notification means is provided for notifying a deviation between the position of the traveling machine body and the next target traveling path when the traveling machine body shifts from the turning traveling to traveling along the next target traveling path. It is preferable to have

The position of the traveling body immediately after turning travel is likely to be displaced with respect to the target travel route. Accordingly, with this configuration, the positional deviation is notified when the vehicle travels along the next target movement route, so that the driver can easily correct the positional deviation with respect to the target movement route.

In this configuration,
It is preferable that the notification means is configured to notify after the completion of the turning travel.

During turning travel, the position of the traveling machine body is in a state of being displaced from the target movement route. There is a possibility that the driver may be annoyed. With this configuration, since the positional deviation is notified after the completion of turning travel, unnecessary notification is eliminated and it is possible to give the necessary notification to the driver.

In this configuration,
It is preferable that the notification means is configured to notify that the target for the post-process cannot be set when the target for the post-process cannot be set.

With this configuration, the driver is notified that the post-process target cannot be set, so that the driver can easily take measures such as manual operation.

In this configuration,
A ridge detection means for detecting proximity to the ridge is provided,
It is preferable that the path setting section sets the post-process target when the edge detection means detects the approach to the edge.

The work travel along the target movement route is completed near the edge of the field. With this configuration, the target for the post-process is set by detecting the proximity to the ridge, so the target for the post-process can be set based on the work travel locus along the target movement route.

In this configuration,
It is preferable that the route setting unit sets the post-process target when the traveling machine body shifts from traveling along the target movement route to turning traveling.

With this configuration, the post-process target can also be used as the target position in turning travel. Therefore, even if the turning travel is automatic turning, for example, there is no need to separately provide a target position dedicated to automatic turning, and the traveling machine body can smoothly move to the target for the post-process.

In this configuration,
It is preferable that the route setting unit sets the post-process target when the traveling machine body inclines by a preset angle or more with respect to the target movement route.

With this configuration, it is possible to determine the turning travel of the traveling machine body based on the inclination of the traveling machine body with respect to the target movement path.

In this configuration,
It is preferable that the path setting unit sets the post-process target after an operation is performed on the artificial operation tool.

With this configuration, since the post-process target is set by manual operation, it is possible to prevent, for example, unintended setting of the post-process target. Accordingly, it is possible to select either work travel along the target travel route for the post-process or work travel not along the target travel route for the post-process.

In this configuration,
Position detection means for acquiring position information based on positioning signals from navigation satellites,
It is preferable that the post-process target is set based on an average position of the plurality of pieces of position information measured immediately before the end of the work travel.

Examples of position detection means include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). RTK-GPS is generally more expensive than DGPS, but RTK-GPS positioning accuracy is higher than DGPS positioning accuracy. Also, it is generally known that when positioning is performed between two points by DGPS in a short period of time, the relative error between the two points is small. If the traveling machine body turns around after completing the work traveling and moves to the post-process target for a short time, with this configuration, the traveling machine work can be performed without using an expensive RTK-GPS. A post-process target adjacent to the travel locus can be set with high accuracy.

In this configuration,
It is preferable that a plurality of post-process targets can be set in parallel.

With this configuration, the post-process targets can be collectively set, so that the post-process targets can be easily set when, for example, a plurality of traveling work machines simultaneously travel for work.

In this configuration,
It is preferable that the post-process target is set based on the positional deviation of the traveling machine body with respect to the target movement route.

With this configuration, the post-process target can be set based on the traveling of the traveling machine body along the target movement route.

In this configuration,
It is preferable that the post-process target is set in a state in which it is translated from a position spaced apart from the target movement path by a predetermined interval by a positional deviation of the traveling machine body with respect to the target movement path. be.

With this configuration, when the work travels along the target movement route in the post-process, the planted seedlings in the already planted work area are trampled, and the non-work area is generated between the work travel trajectories before and after turning around the ridge. It is possible to reliably avoid the possibility of falling.

In this configuration,
It is preferable that the post-process target is configured to be correctable after being set.

Immediately after completing the turning travel, the traveling machine body may be displaced from the target movement route immediately after the turning travel. With this configuration, even if the post-process target is set, the driver can change the post-process target as necessary to eliminate the positional deviation of the traveling machine body from the target movement route.

In this configuration,
It is preferable that the post-process target is set along the work traveling locus of the traveling machine body.

Even if the target movement path is linear, the actual work travel locus of the traveling machine may become curved due to, for example, the slipping of the traveling machine and the avoidance of obstacles in the field. With this configuration, even if the work travel locus is curved, the post-process target can be set so that the route based on the post-process target traces the work travel locus. As a result, when the work travels along the target movement route in the post-process, the planted seedlings in the already-worked area are trampled, and a non-work area occurs between the work travel trajectories before and after turning around the ridge. is prevented.

In this configuration,
It is preferable that the route based on the post-process target is configured to have a linear shape that is more linear than the work travel locus.

When the work travel trajectory of the traveling machine meanders in a complicated manner with respect to the target movement route, if the target for post-process is set along the work travel trajectory of the traveling machine, the route based on the target for post-process can also be used. There is a possibility that the traveling body cannot accurately travel along the route due to complicated meandering. With this configuration, the route based on the post-process target is set to have a straight linear shape, so that the traveling machine body can suitably travel for work along the target movement route.

In this configuration,
A control means is provided for outputting a control signal so that the work travel is performed,
The target movement path is substantially linear,
It is preferable that the path setting unit is configured to set the post-process target as a function independent of the control means.

With this configuration, work traveling can be automatically performed along a substantially linear target movement path. In addition, since the control means and the route setting section are independent functions, after the traveling machine body travels for work along the target movement route, the driver can decide whether or not to travel along the route based on the post-process target. It becomes possible to wait for the judgment of

In this configuration,
A control means is provided for outputting a control signal so that the work travel is performed,
The target movement path is substantially linear,
It is preferable that the path setting unit is configured to set the post-process target as a function interlocked with the control means.

With this configuration, after the traveling machine body travels for work along the target movement route, the post-process target is set, and a configuration is realized in which work travel is automatically performed along the route based on the post-process target. . As a result, in conjunction with the setting of the post-process target, automatic work travel along the route based on the post-process target becomes possible.

In this configuration,
It is preferable that the target travel route is not used for the work travel when the traveling machine body deviates from the target travel route by a distance greater than a preset distance.

If the traveling machine body deviates greatly from the target movement path, it is highly likely that the driver is intentionally operating the traveling machine body. With this configuration, it is possible not to use the target travel route for work travel, so that the driver's manual operation can be easily prioritized without a dedicated operating tool or the like.

In this configuration,
A reference route is set based on the work travel just before the turning travel,
In another agricultural field, it is preferable that the route setting unit is configured to set the post-process target based on the reference route.

With this configuration, the reference route can be used to set the post-process target for another field, so the target movement route can be easily set without performing teaching travel in the other field.

In this configuration,
It is preferable that a storage unit capable of storing a plurality of reference paths for each field is provided.

With this configuration, the target travel route can be set simply by reading out the reference route corresponding to each field from the storage unit, so there is no need to repeat teaching travel.

It is the whole rice transplanter side view. It is the whole rice transplanter top view. It is a front view of a rice transplanter. FIG. 4 shows a steering unit; It is a block diagram which shows a control structure. FIG. 10 is an explanatory plan view of the entire field showing the operation of automatic steering control; FIG. 4 is an explanatory diagram showing automatic steering control using an inertial measurement unit; FIG. 5 is an explanatory diagram showing setting of a target movement path for post-process; FIG. 4 is an explanatory diagram showing automatic turning control at the edge of a ridge in a field; FIG. 4 is an explanatory diagram showing automatic turning control at the edge of a ridge in a field; FIG. 4 is an explanatory diagram showing automatic turning control at the edge of a ridge in a field; FIG. 5 is an explanatory diagram showing correction of positional deviation in automatic steering control; FIG. 4 is an explanatory diagram showing a display section; FIG. 9 is an explanatory diagram showing another embodiment of setting a target movement path for post-process. FIG. 9 is an explanatory diagram showing another embodiment of setting a target movement path for post-process. FIG. 9 is an explanatory diagram showing another embodiment of setting a target movement path for post-process.

[Basic configuration of traveling work machine]
An embodiment of the present invention will be described with reference to the drawings. Here, a ride-on type rice transplanter will be described as an example of the traveling work machine of the present invention. As shown in FIG. 2, in this embodiment, the arrow F indicates the front side of the traveling body C, the arrow B indicates the rear side of the traveling body C, the arrow L indicates the left side of the traveling body C, and the left side of the traveling body C. An arrow R indicates the right side of the traveling body C.

As shown in FIGS. 1 to 3, the riding-type rice transplanter has a traveling body C having a pair of left and right steering wheels 10 and a pair of left and right rear wheels 11, and is capable of planting seedlings in a field. A seedling planting device W as a working device is provided. A pair of left and right steering wheels 10 are provided on the front side of the traveling body C and are configured to be able to freely change the direction of the traveling body C, and a pair of left and right rear wheels 11 are provided on the rear side of the traveling body C. It is The seedling planting device W is connected to the rear end of the traveling machine body C so as to be vertically movable via a link mechanism 21 that is vertically moved by the expansion and contraction of a hydraulic cylinder 20 for vertical movement.

A front part of the traveling machine body C is provided with an openable bonnet 12 . A bar-shaped center mascot 14 is provided at the tip of the bonnet 12 as a reference for traveling along index lines (not shown) drawn on the field by the marker device 33 . The traveling body C is provided with a body frame 15 extending in the front-rear direction, and a support column frame 16 is erected on the front part of the body frame 15 .

An engine 13 is provided inside the bonnet 12 . Although not described in detail, the power of the engine 13 is transmitted to the steerable wheels 10 and the rear wheels 11 via an HST (hydrostatic continuously variable transmission) provided in the fuselage, and the power after shifting is electrically driven. It is transmitted to the seedling planting device W via a motor-driven planting clutch (not shown).

As shown in FIGS. 1 and 2, the seedling planting device W includes four transmission cases 22, eight rotation cases 23, a ground leveling float 25, a seedling platform 26, and a marker device 33. and is provided. The rotating case 23 is rotatably supported on the left and right sides of the rear portion of each transmission case 22 . A pair of rotary planting arms 24 are provided at both ends of each rotary case 23 . The ground leveling float 25 is for leveling the surface of the field, and the seedling planting apparatus W is provided with a plurality of the ground leveling floats 25 . Mat-like seedlings for planting are placed on the seedling placing table 26 . The marker devices 33 are provided on the left and right sides of the seedling planting device W, and form index lines (not shown) on the surface of the field.

The seedling planting device W rotates each rotary case 23 by the power transmitted from the transmission case 22 while driving the seedling placement table 26 to reciprocate and laterally feed the seedling placement table 26 to the left and right. Seedlings are alternately taken out by an arm 24 and planted on the surface of a field. The seedling planting apparatus W is of an eight-row planting type in which seedlings are planted by planting arms 24 provided on eight rotating cases 23 . The seedling planting apparatus W may be of a four-row planting type, a six-row planting type, a seven-row planting type, or a ten-row planting type.

Although not described in detail, the marker device 33 is configured to be switchable between an operating posture and a retracted posture. In the operating posture, the marker device 33 touches the paddy field as the traveling machine body C travels and forms an index line (not shown) on the paddy field corresponding to the next work process. In the retracted posture, the marker device 33 moves upward from the surface of the field. The orientation of the marker device 33 is switched by an electric motor (not shown).

As shown in FIGS. 1 to 3, the left and right sides of the bonnet 12 of the traveling body C are provided with a plurality of (for example, four) normal spare seedling stands 28 and a spare seedling stand 29. there is Usually, the spare seedling stand 28 is configured so that spare seedlings for replenishing the seedling planting device W can be placed thereon. The spare seedling stand 29 is configured as a rail type on which spare seedlings for replenishing the seedling planting device W can be placed. Left and right side portions of the bonnet 12 of the traveling machine body C are provided with a pair of left and right spare seedling frames 30 as tall frame members for supporting the normal spare seedling stands 28 and the spare seedling stands 29, respectively. Upper portions of the frames 30 are connected to each other by a connecting frame 31 .

As shown in FIGS. 1 to 3, the central portion of the traveling machine body C is provided with a driving section 40 in which various driving operations are performed. The driving section 40 includes a driver's seat 41 , a steering handle 43 , a main shift lever 44 and an operating lever 45 . A driver's seat 41 is provided in the central portion of the traveling body C and is configured so that a driver can sit thereon. The steering handle 43 is configured such that the steering wheel 10 can be steered manually. The main shift lever 44 is configured to be capable of switching between forward and backward travel and changing the running speed. A control lever 45 is used to operate the seedling planting device W to move up and down and to switch between the left and right marker devices 33 . A steering handle 43 , a main shift lever 44 , an operating lever 45 , and the like are provided above a control tower 42 located on the front side of the driver's seat 41 . A boarding step 46 is provided at the foot portion of the driving unit 40 . The boarding step 46 also extends on both left and right sides of the bonnet 12 .

When the main shift lever 44 is operated, the angle of the swash plate in the HST (not shown) is changed, and the power of the engine 13 is changed steplessly. Although not shown, the HST swashplate angle is controlled by a hydraulic unit equipped with a servo hydraulic controller. A known hydraulic pump, hydraulic motor, or the like is used for the servo hydraulic control device.

When the operation lever 45 is operated to the raised position, a planting clutch (not shown) is disengaged and the power transmission to the seedling planting device W is cut off, and the lifting hydraulic cylinder 20 is actuated to raise the seedling planting device W. , the left and right marker devices 33 (see FIG. 1) are operated to the retracted posture. When the operation lever 45 is operated to the lowered position, the seedling planting device W descends and comes to a state of being stopped in contact with the paddy surface. When the operation lever 45 is operated to the right marker position in this lowered state, the right marker device 33 changes from the retracted posture to the active posture. When the operation lever 45 is operated to the left marker position, the left marker device 33 changes from the retracted posture to the active posture.

When starting the rice planting work, the driver operates the control lever 45 to lower the seedling planting device W and start the transmission to the seedling planting device W to start the rice planting work. When the rice planting work is to be stopped, the operation lever 45 is operated to raise the seedling planting device W, and the power transmission to the seedling planting device W is cut off.

An operation panel 47 above the control tower 42 of the operation unit 40 is provided with a display unit 48 capable of displaying various information using a liquid crystal display. The display unit 48 may be a touch panel liquid crystal display. A push-type start/end point setting switch 49A is provided on the right side of the display unit 48, and a push-type target setting switch 49B (operating tool) is provided on the left side of the display unit 48. FIG. Note that the left side of the display section 48 may be provided with the start point/end point setting switch 49A, and the right side of the display section 48 may be provided with the target setting switch 49B. Functions of the start/end point setting switch 49A and the target setting switch 49B will be described later.

A grip portion of the main shift lever 44 is provided with a push-operated automatic steering switch 50 . The automatic steering switch 50 is provided in an automatic return type, and commands switching of automatic steering control on and off each time the switch is pushed. The automatic steering switch 50 is arranged at a position where it can be pushed with, for example, a thumb while the grip portion of the main shift lever 44 is gripped by the hand.

As shown in FIG. 4, the traveling machine body C is provided with a steering unit U as steering operation means capable of steering the left and right steerable wheels 10 . The steering unit U includes a steering operation shaft 54 , a pitman arm 55 , a left and right linking mechanism 56 linked to the pitman arm 55 , a steering motor 58 , and a gear mechanism 57 . . The steering operation shaft 54 is interlocked with the steering handle 43 via the clutch 53 . The pitman arm 55 is configured to swing as the steering operation shaft 54 rotates. The gear mechanism 57 is configured to interlock the steering motor 58 with the steering operation shaft 54 .

The steering operation shaft 54 is linked to the left and right steered wheels 10 via a pitman arm 55 and left and right linking mechanisms 56, respectively. A steering angle sensor 60 consisting of a rotary encoder is provided at the lower end of the steering operation shaft 54 , and the amount of rotation of the steering operation shaft 54 is detected by the steering angle sensor 60 . A torque sensor 61 for detecting torque applied to the steering handle 43 is provided in the middle of the steering operation shaft 54 .

For example, when the steering motor 58 rotates the steering operation shaft 54 in a predetermined direction, if the steering handle 43 is manually operated in the direction opposite to the rotation direction, the torque sensor 61 detects can detect that. Further, when the steering wheel 43 is manually operated in an arbitrary direction while the steering motor 58 is stopped, the torque sensor 61 can detect it. When such a manual operation is performed, the steering motor 58 can be operated based on the manual operation prior to the automatic steering control.

The clutch 53 is provided between the steering operation shaft 54 and the steering handle 43 , and when the clutch 53 is disengaged, power is not transmitted between the steering handle 43 and the steering operation shaft 54 . The clutch 53 is configured to be disengaged, for example, during automatic turning at the edge of a ridge.

When the steering unit U is to be automatically steered, the steering motor 58 is driven, and the driving force of the steering motor 58 rotates the steering operation shaft 54 to change the steering angle of the steered wheels 10. It's supposed to change. When the automatic steering is not performed, the steering unit U can be rotated by manual operation of the steering handle 43 .

[Configuration of automatic steering control]
Next, a configuration for performing automatic steering control will be described.
As an example of a satellite positioning system (GNSS: Global Navigation Satellite System) for detecting the position of the aircraft by receiving radio waves from satellites, the traveling aircraft C uses a well-known technology, GPS (Global Positioning System). , a satellite positioning unit 70 (position detection means) for determining the position of the aircraft. In this embodiment, the satellite positioning unit 70 uses DGPS (Differential GPS: relative positioning system), but RTK-GPS (Real
Time Kinematic GPS: interferometric positioning system) can also be used.

Specifically, a satellite positioning unit 70 is provided in an object (running body C) to be positioned as position detection means. The satellite positioning unit 70 has a receiving device 72 with an antenna 71 for receiving radio waves emitted from a plurality of GPS satellites orbiting the earth. The position of the receiving device 72, that is, the satellite positioning unit 70 is determined based on the information (positioning signal) of radio waves received from the navigation satellites.

As shown in FIGS. 1 to 3, the satellite positioning unit 70 is attached to the connecting frame 31 via a plate-like support plate 73 in a state of being positioned in the front part of the traveling body C. As shown in FIGS. As shown in FIGS. 1 and 3 , the receiving device 72 is supported at a high point by the connecting frame 31 and the preliminary seedling frame 30 . As a result, there is little possibility that reception interference will occur in the receiver 72, and the reception sensitivity of radio waves in the receiver 72 can be increased.

Note that the receiving device 72 is not limited to a structure in which it is attached to the connecting frame 31 provided on the upper part of the preliminary seedling frame 30 . For example, in addition to the preliminary seedling frame 30, a structure may be employed in which an individual frame having a function of shifting the receiving device 72 to a position lower than the upper portion of the preliminary seedling frame 30 is provided. Also, the individual frame may be configured to extend to the rear side of the aircraft body.

In addition to the satellite positioning unit 70, the running body C is provided with an inertial measurement unit 74 having, for example, an IMU (Inertial Measurement Unit) 74A as direction detecting means for detecting the direction of the running body C. The inertial measurement unit 74 may be configured to have a gyro sensor or an acceleration sensor instead of the IMU 74A. Although not shown, the inertial measurement unit 74 is provided, for example, at a lower position on the rear side of the driver's seat 41 and at a lower position in the center of the traveling machine body C in the width direction. The inertial measurement unit 74 can detect the angular velocity of the turning angle of the traveling body C, and can obtain the azimuth change angle ΔNA (see FIG. 7) of the body by integrating the angular velocity. Therefore, the measurement information measured by the inertial measurement unit 74 includes the azimuth information of the traveling body C. As shown in FIG. Although not described in detail, the inertial measurement unit 74 can measure not only the angular velocity of the turning angle of the traveling body C, but also the lateral inclination angle of the traveling body C, the angular velocity of the longitudinal inclination angle of the traveling body C, and the like.

As shown in FIG. 5, the traveling body C is provided with a control device 75 . The control device 75 is configured to be switchable between an automatic steering mode in which automatic steering control is executed and a manual steering mode in which automatic steering control is not executed.

The control device 75 has a route setting section 76 (route setting means), a heading deviation calculation section 77, a control section 78 (control section), and a steering direction control section 79 (control section). The route setting unit 76 sets a target movement route LM (see FIG. 6) along which the traveling body C should travel. The details of the misorientation calculator 77 will be described later. Based on the position information of the running body C measured by the satellite positioning unit 70 and the azimuth information of the running body C measured by the inertial measurement unit 74, the control unit 78 sets the running body C to the target movement route. The operation amount is calculated and output so as to travel along the LM. The steering control section 79 controls the steering motor 58 based on the amount of operation. Specifically, the control device 75 has a microcomputer, and a route setting section 76, a heading deviation calculation section 77, a control section 78, and a steering direction control section 79 are configured by a control program.

A start/end point setting switch 49A is provided for setting a target movement path LM used for automatic steering control by teaching processing. The setting of the start point position Ts and the setting of the end point position Tf are performed by operating the start point/end point setting switch 49A. Note that the start point/end point setting switch 49A does not have to consist of a single switch, and has a configuration in which a switch for setting the start point position Ts and a switch for setting the end point position Tf are arranged side by side. can be As described above, the start/end point setting switch 49A is provided on the right side of the display section 48, but is not limited to this, and may be provided on the left side of the display section 48. FIG.

The control device 75 includes a satellite positioning unit 70, an inertial measurement unit 74, an automatic steering switch 50, a start/end point setting switch 49A, a target setting switch 49B, a steering angle sensor 60, a torque sensor 61, a vehicle speed sensor 62, and an obstacle detector. Information such as 63 (furrow edge detection means) is input.
The vehicle speed sensor 62 is configured, for example, to detect the vehicle speed from the rotational speed of a transmission shaft in the transmission mechanism for the rear wheels 11 . It should be noted that the vehicle speed may be configured to consider not only the vehicle speed sensor 62 but also the positioning data of the satellite positioning unit 70 . The obstacle detection units 63 are provided at the front and left and right sides of the traveling body C, and may be, for example, light wave distance sensors or image sensors. It is configured to be able to detect a steel tower or the like. When an obstacle is detected by the obstacle detection unit 63, an alarm is notified to the driver by an alarm unit 64 such as a buzzer or voice guidance. The control device 75 is also connected to a notification section 59 (notification means), and the notification section 59 is configured to notify the vehicle speed, engine speed, and other conditions. The notification unit 59 may be configured to be displayed on the display unit 48, or may be configured to change the blinking pattern of the LED illumination provided on the center mascot 14. FIG. Also, the alarm unit 64 may be configured to display an alarm on the display unit 48 via the notification unit 59 . In this case, for example, an alarm for edge detection is displayed on the display unit 48 . Also, the alarm unit 64 may be configured as part of the notification unit 59 .

A teaching route corresponding to the target route to be automatically steered is set by the route setting unit 76 by the teaching process based on the operation of the start/end point setting switch 49A.

The azimuth deviation calculator 77 calculates the angular deviation, that is, the azimuth deviation, between the detected azimuth of the traveling body C detected by the inertial measurement unit 74 (self-machine azimuth NA) and the target azimuth LA on the target movement path LM. . When the control device 75 is set to the automatic steering mode, the control unit 78 calculates and outputs an operation amount for controlling the steering motor 58 so as to reduce the angular deviation.

The steering control unit 79 executes automatic steering control based on the operation amount output by the control unit 78 during the automatic steering control of the traveling body C. FIG. That is, the steering motor 58 is operated so that the detected position of the traveling body C (own machine position NM) detected by the satellite positioning unit 70 and the inertial measurement unit 74 is positioned on the target movement path LM.

Note that the control signal in this embodiment may be an operation amount output by the control section 78, or may be a voltage value or a current value for the steering control section 79 to operate the steering motor 58. .

[Target movement route]
In a paddy field, the rice transplanter alternately repeats working travel accompanied by rice planting work along a linear row planting route and ridge turning travel for moving to the next row planting route near the ridge.
FIG. 6 shows a plurality of parallel target movement paths LM along the teaching path. In this embodiment, each of the target movement paths LM(1) to LM(6) is set by the path setting section 76 in the following procedure.

First, the driver positions the traveling machine body C at the start point position Ts of the furrow in the field, and operates the start point/end point setting switch 49A. At this time, the controller 75 is set to the manual steering mode. Then, while the driver manually operates the traveling machine body C, it travels along the linear shape of the ridge on the side from the start point position Ts, moves to the end point position Tf near the ridge on the opposite side, and then starts and ends. The setting switch 49A is operated again. Thereby, the teaching process is executed. That is, the position coordinates based on the positioning data acquired by the satellite positioning unit 70 at the start point position Ts and the position coordinates based on the positioning data acquired by the satellite positioning unit 70 at the end point position Tf, the start point position Ts and the end point position Tf A teaching route connecting the A direction along this teaching path is set as a reference target azimuth LA. The position coordinates at the end point position Tf are based on not only the positioning data from the satellite positioning unit 70, but also the distance from the starting point position Ts based on the vehicle speed sensor 62 and the azimuth information of the traveling body C based on the inertial measurement unit 74. It may be a configuration calculated by Further, the traveling of the traveling machine body C between the start point position Ts and the end point position Tf may be working traveling accompanied by rice planting work, or may be traveling in a non-working state.

After the completion of the setting of the teaching route, the traveling machine body C moves to the start position Ls(1) by turning around the furrow for moving to the planting route adjacent to the teaching route. The furrow turning travel may be performed by the driver manually operating the steering handle 43, or may be performed by automatic turning control, which will be described later. At this time, the control unit 78 can determine that the traveling body C has turned by the reversal of the self-aircraft heading NA. The reversal of the self-aircraft heading NA can be detected by the satellite positioning unit 70 and the inertial measurement unit 74 .

The turning of the traveling machine body C may be determined by the operation of various devices other than the reversal of the self-machine direction NA. As the operation of various devices, for example, the seedling planting device W, the leveling rotor (not shown), the leveling float 25, etc. are raised, the side clutch (not shown) is turned off, and the seedling planting device is operated. It may be the interruption of transmission to W. Also, the satellite positioning unit 70 may determine whether the traveling body C has reached the start position Ls(1).

After the setting of the teaching route is completed, the target movement route LM(1) is set by the route setting unit 76 at an arbitrary timing. The target movement path LM(1) may be set when the setting of the teaching path is completed, may be set while the traveling machine body C is turning, or may be set after the traveling machine body C is turning. At the timing described above, the target travel path LM(1) is set by the driver operating the target setting switch 49B. Note that the target movement path LM(1) may be set by the driver operating the automatic steering switch 50 or the like, without being limited to the target setting switch 49B. Furthermore, the target travel route LM(1) may be automatically set without the driver's operation.

After it is determined that the traveling machine body C has completed turning, the manual steering mode of the control device 75 is continued, and the straight traveling by manual operation is continued. During this time, the control device 75 confirms the determination conditions such as the heading deviation of the aircraft heading NA calculated by the heading deviation calculating section 77, the orientation of the steered wheels 10, the steering angle of the steering wheel 43, etc. It is determined whether or not it is possible to switch to Then, the control device 75 permits the operation of the automatic steering switch 50 if it is in a state in which it is possible to switch to the automatic steering mode. At this time, the notification unit 59 notifies whether the control device 75 is ready to switch to the automatic steering mode.

If the control device 75 cannot switch to the automatic steering mode, the notification unit 59 is configured to notify the reason as well. For this reason, for example, adverse conditions for the automatic steering control can be notified to the driver, making it easier for the driver to prepare the conditions for starting the automatic steering control. The notification by the notification unit 59 may be a sound such as a buzzer, lighting or blinking of LED lighting provided in the center mascot 14, or display on the display unit 48. good. Further, the notification by the notification unit 59 may be configured to be temporarily notified, or may be configured to be constantly notified.

As adverse conditions for the automatic steering control, the azimuth deviation of the own aircraft azimuth NA from the target azimuth LA is remarkably large, the direction of the steered wheels 10 is largely displaced to the left and right, and the vehicle speed of the traveling aircraft C is Excessively fast or too slow is exemplified. Another example of an adverse condition for automatic steering control is that the number of navigation satellites that can be captured by the satellite positioning unit 70 is less than a preset number.

When the driver operates the automatic steering switch 50 in a state in which the operation of the automatic steering switch 50 is permitted, the target movement path LM(1) is set by the path setting unit 76, and the controller 75 enters the manual steering mode. to auto steering mode. Then, automatic steering control along the target movement path LM(1) is started. The target travel route LM(1) is set along the azimuth of the target azimuth LA in a state adjacent to the teaching route, and is the target travel route LM on which the traveling machine body C first travels for work after the teaching process. After the traveling machine body C turns, the driver operates the operation lever 45 to lower the seedling planting device W to perform the rice planting work. When switched, the seedling planting device W may be lowered to start the rice planting work.

In the automatic steering control, the obstacle detection unit 63 detects a ridge in the vicinity of the end point Lf(1) on the side opposite to the start point Ls(1) of the target movement path LM(1). Continue until a decision is made. During this period, for example, during automatic steering control, the swash plate of the HST is operated by the electric motor, and even if the driver operates the main shift lever 44, the operation of the main shift lever 44 is not transmitted to the HST (not shown). Further, the main shift lever 44 may be restrained at a predetermined position so as not to move during automatic steering control. This configuration is particularly useful in a configuration in which the main shift lever 44 and the HST are mechanically linked. Even if the main gearshift lever 44 cannot operate the HST during the automatic steering control, the engine 13 or the traveling machine body C may be stopped by a special operation tool (not shown) or brake operation. , the main shift lever 44 may be configured to be able to operate the HST.

When the obstacle detection unit 63 determines that the distance between the traveling body C and the ridge is within a preset range, the alarm unit 64 issues an alarm to notify the driver. At this time, the warning by the warning unit 64 may be a sound such as a buzzer, lighting or blinking of the LED illumination provided in the center mascot 14, or displayed on the display unit 48. It can be. Then, the obstacle detection unit 63 continues to detect the edge of the ridge for a preset period of time, so that the detection of the edge of the ridge is determined, the engine 13 is stopped, and the controller 75 switches to the manual steering mode. The automatic steering control is canceled by switching. Further, when it is determined that the edge of a ridge is detected, the engine 13 may not be stopped, and the traveling machine body C may be decelerated or stopped. In other words, when it is determined that the distance between the traveling body C and the edge of the ridge is within a preset range, the automatic steering control may be canceled.

In this way, the automatic steering control is canceled near the edge of the ridge by determining the detection of the edge of the ridge. Alternatively, the automatic steering control may be continued. For example, even if the obstacle detection unit 63 detects a ridge and an alarm is issued to the driver, the driver continues to operate the automatic steering switch 50 to determine whether the ridge has been detected. A configuration may be adopted in which the automatic steering control is continued without performing the At this time, when the driver stops operating the automatic steering switch 50, the automatic steering control may be canceled. As a result, the automatic steering control can be continued until the traveling body C reaches the terminal position Lf(1) regardless of whether the edge of the ridge is detected. Further, the continuation of the automatic steering control described above is not limited to the operation of the automatic steering switch 50, but may be the operation of the start/end point setting switch 49A or the target setting switch 49B, for example.

When the traveling machine body C reaches the end point position Lf(1) of the target movement path LM(1), the driver operates the steering handle 43 to the unworked area side of the target movement path LM(1) to make a ridge turn. Traveling is performed, and the traveling body C moves to the starting point position Ls(2) of the next work travel. Note that the ridge edge turning travel may be performed by automatic turning control, which will be described later. Before turning the traveling machine body C, the driver can operate the operation lever 45 to raise the seedling planting device W, but by operating the steering handle 43, the transmission to the seedling planting device W is interrupted, A structure in which the seedling planting device W rises may be used. Then, it is determined that the traveling body C has turned.

After completion of work traveling on the target travel route LM(1), the target travel route LM(2) is set by the route setting unit 76 at an arbitrary timing. The target movement path LM(2) may be set when the obstacle detection unit 63 determines whether a ridge is present, may be set while the traveling machine body C is turning, or may be set after the traveling machine body C is turning. Also good. At the timing described above, the target travel path LM(2) is set by the driver operating the target setting switch 49B. Note that the target movement path LM(2) may be set by the driver operating the automatic steering switch 50 or the like, without being limited to the target setting switch 49B. Furthermore, the target travel route LM(2) may be automatically set without the driver's operation. After the target movement path LM(2) is set adjacent to the unworked area side of the target movement path LM(1), automatic steering control is started along the target movement path LM(2), and the traveling machine body C travels for work.

After the traveling body C reaches the end point position Lf(2) of the target movement path LM(2), the ridge The setting of the target travel route LM after the front turning travel and the work travel are repeated. That is, each target moving route LM is set one by one.

During the automatic steering control, the satellite positioning unit 70 acquires the information of the own aircraft position NM over time. Further, the vehicle speed is calculated by the vehicle speed sensor 62, and the relative azimuth change angle ΔNA is measured over time by the inertial measurement unit 74, as shown in FIG. The heading deviation calculator 77 temporally calculates the heading NA from the point where the automatic steering control is started by integrating the heading change angle ΔNA. Then, the heading deviation calculation unit 77 calculates the heading deviation between the aircraft heading NA and the target heading LA. The control unit 78 outputs an operation amount so that the self-aircraft heading NA matches the target heading LA, and the steering direction control unit 79 operates the steering direction motor 58 based on the operation amount. As a result, the traveling body C travels accurately along the target movement route LM. The driver does not operate the steering handle 43 .

[Setting the target movement route]
FIG. 8 shows a post-process target movement path LM2, which is a post-process target, adjacent to the target movement path LM. The post-process target travel route LM2 is set as a target travel route along which the traveling machine body C travels for work next to the target travel route LM. 8 corresponds to the target movement path LM(1) in FIG. 6, the post-process target movement path LM2 in FIG. 8 corresponds to the target movement path LM(2) in FIG. Equivalent to. 8 corresponds to the target movement path LM(2) in FIG. 6, the post-process target movement path LM2 in FIG. 8 corresponds to the target movement path LM(3) in FIG. . The same applies to a target movement path LM and a target movement path LM2 for subsequent processes in FIGS. 9 to 11, which will be described later.

Note that the target movement path LM in FIG. 8 may be the teaching path described above. In this case, the post-process target movement path LM2 in FIG. 8 corresponds to the target movement path LM(1) in FIG.

Basically, the post-process target movement path LM2 is set apart from the target movement path LM by a preset distance P based on the positioning data of the satellite positioning unit 70 . Here, the set distance P is a distance corresponding to the work width in which the seedling planting device W performs the rice planting work.

However, typically DGPS errors can range in the range of several meters. Therefore, when the DGPS is used as the satellite positioning unit 70, the coordinate position of the own machine position NM based on the positioning data actually acquired by the satellite positioning unit 70 may be displaced from the actual target movement path LM. can be considered. From this, when the target movement path LM2 for the post-process is set based only on the coordinate position of the machine position NM actually acquired by the satellite positioning unit 70, the already planted seedlings in the already-worked area There is a risk that it will be roughed up, or that there will be a non-work area between the work travel trajectories before and after turning around the edge of the ridge.

In this embodiment, the separation distance of the post-process target movement path LM2 from the target movement path LM is calculated based on the actual positional deviation of the traveling machine body C subjected to automatic steering control along the target movement path LM. be. As described above, the error of DGPS may extend to the range of several meters. is known to be extremely small. Utilizing this characteristic, when setting the target movement path LM2 for the post-process, based on the positioning data measured immediately before the turn around the edge of the ridge, the post-process The route setting unit 76 is configured to set the target movement route LM2. That is, the post-process target movement path LM2 is set at a position separated by the set distance P from the machine position NM calculated based on the positioning data of the satellite positioning unit 70 .

In the automatic steering control along the target movement path LM, when the traveling machine body C is displaced from the target movement path LM toward the non-work area side by the position deviation deviation d for work, the actual position of the traveling machine body C The work travel locus is the travel locus of the one-dot chain line La shown in FIG. Note that the running locus of the dashed-dotted line La is calculated based on the positioning data of the satellite positioning unit 70 . Moreover, the absolute error of the positioning data positioned by the satellite positioning unit 70 is also included in the position deviation deviation d.

The position coordinates NM3 of the vehicle's own position NM are positioned as positioning data by the satellite positioning unit 70 immediately before the ridge turning. After the position coordinate NM3 is measured and before the automatic travel control is started, the furrow turning travel is performed, and the post-process target movement route LM2 is set at an arbitrary timing. Since normal furrow turning travel is completed in about several seconds, the relative position between the position coordinates measured by the satellite positioning unit 70 immediately after the completion of the furrow turning travel and the position coordinate NM3 immediately before the furrow turning travel is error is small. Note that the position coordinates NM3 may be obtained by averaging a plurality of positioning data positioned by the satellite positioning unit 70 in the vicinity of the end point position Lf (average position of a plurality of position information).

Originally, the post-process target movement path LM2 is set at a position separated by a set distance P from the target movement path LM, that is, at the position indicated by the dashed line lm shown in FIG. On the other hand, in the present embodiment, the post-process target movement path LM2 is set in a state in which it is parallel-shifted from the dashed line lm by the positional deviation d to the unworked area side, corresponding to the positional deviation d of the traveling machine body C. be.

Further, it is conceivable that the actual work travel locus of the traveling machine body C is displaced from the target movement path LM toward the already-worked area by the positional deviation deviation d. In this case, the post-process target movement path LM2 is set in a state in which it is translated from the set distance P with respect to the target movement path LM to the already-worked area side by the positional deviation deviation d.

As a result, even if the positioning data determined by the satellite positioning unit 70 contains an error, it is possible to set the position at the set distance P from the position NM.
Due to the configuration in which the post-process target movement path LM2 is set at a position separated by the working width of the seedling planting device W, the planted seedlings in the already-worked area are trampled, and the work travel trajectory before and after turning around the ridge. It is possible to prevent the possibility that a non-work area is generated between This configuration is particularly useful in configurations where DGPS is used as satellite positioning unit 70 .

[Regarding the automatic turning at the edge of the ridge]
Fundamentally, the driver operates the steering handle 43 to turn the field on the edge of a furrow. However, in the ridge turn by human operation, the aircraft reaches the starting point position Ls of the next target movement path LM, and changes the direction of the aircraft so that the forward direction of the aircraft coincides with the target heading of the target movement path LM. There is a need. Therefore, there are many factors that depend on the driver's skill level, which imposes a burden on an inexperienced driver. In particular, in the above-described configuration in which the post-process target movement route LM2 is set based on the position coordinate NM3 positioned immediately before the ridge turn, the traveling machine body C can start the next work traveling within a certain period of time. It is desirable to prepare the conditions for reaching the start position Ls and starting the automatic steering control within the predetermined time. Therefore, in the present embodiment, the controller 78 is configured to be switchable to automatic turning control.

In the automatic turning control, the control unit 78 instructs the steering control unit 79 to perform a steering operation based on the position NM of the aircraft positioned by the satellite positioning unit 70, for example, through data conversion of a lookup table. It is configured. Further, not only the satellite positioning unit 70, but also the vehicle speed measured by the vehicle speed sensor 62 and the azimuth change angle ΔNA (see FIG. 7) measured by the inertial measurement unit 74 are each integrated to determine the vehicle position. A configuration in which NM is calculated may be used. The control unit 78 is configured to start automatic turning control at an arbitrary timing, using the determination of the detection of the edge of the ridge by the obstacle detection unit 63 as a condition for starting automatic turning. The target position of the automatic turning control is the starting point position Ls of the next work travel, and turning control is performed so that the self-machine heading NA of the traveling machine body C and the target heading LA match at the starting point position Ls.

The pattern of turning travel on the edge of a ridge in a field will be described below.
In the turning travel pattern shown in FIG. 9, after the work travel is performed along the target travel path LM with the lateral width of the work width W1, from the end point position Lf of the work travel to the start point position of the next work travel. A U-shaped turning travel is performed toward Ls. The working width W1 is the working width of the seedling planting apparatus W, and the working width W1 and the working width W2 have the same width. The same applies to the working width W1 and the working width W2 shown in FIGS. 10 and 11, which will be described later.

In the turning traveling pattern shown in FIG. 9, the separation distance W3 between the end point position Lf or the starting point position Ls and the ridge edge of the field is twice the working width W1 or the working width W2. Therefore, the traveling machine body C performs work traveling while traveling two rounds along the edge of the ridge of the field after completing the work traveling on all the target movement routes LM. The turning traveling pattern shown in FIG. 9 is mainly used in a rice transplanter having a seedling planting device W of a four-row planting type or a six-row planting type.

With the traveling machine C approaching the edge of the ridge of the field, the obstacle detection unit 63 detects the ridge over time, and after it is determined that the traveling machine C leaves the ridge of the field, the automatic turning control is performed. configured to be started. A point indicated by P1 in FIG. 9 is a substantially intermediate position of the ridge turning travel, and is the position where the traveling machine body C is closest to the ridge of the field. From this, it is determined that the traveling machine body C leaves the ridge after passing the point P1, and the control unit 78 starts automatic turning control. The same applies to the portion indicated by P1 in FIG. 10, which will be described later.

As for the timing at which the automatic turning control is started, for example, after the traveling body C has passed the point P1, the driver is notified via the notification unit 59 that the automatic turning is possible. The automatic turning control may be started by operating the switch 49B, the automatic steering switch 50, or the like. Also, the automatic turning control may be configured to be automatically started. Further, even before the traveling machine body C passes through the point P1, the automatic turning control is permitted by operating the start/end point setting switch 49A, the target setting switch 49B, the automatic steering switch 50, etc., and the traveling machine body C moves to P1. It may be configured such that it is determined that the traveling machine body C leaves the ridge of the field after passing through the point of , and the automatic turning control is started.

In the turning travel pattern shown in FIG. 10, after the work travel is performed along the target travel path LM with the lateral width of the work width W1, the work travel ends at the end point Lf of the work travel and the next work travel starts at the starting point. A U-shaped turning travel is performed toward Ls.

In the turning traveling pattern shown in FIG. 10, the separation distance between the end position Lf or the start position Ls and the edge of the ridge of the field is the same distance as the working width of the seedling planting apparatus W. For this reason, for example, in the case of a rice transplanter having a seven-row planting type or eight-row planting type seedling planting device W, if the ridge edge turning traveling is performed as it is, the front part of the traveling body C may come into contact with the ridge edge. . Therefore, in the turning traveling pattern shown in FIG. 10, after the traveling machine body C reaches the end point position Lf of the target movement path LM, the traveling machine body C once moves backward to the position Lff, and the next work traveling is started. The traveling machine body C is configured to perform a U-shaped turning traveling toward the start position Ls.

Note that the timing at which the automatic turning control is started in the turning traveling pattern shown in FIG. 10 is not limited to the timing already described in the turning traveling pattern shown in FIG. The automatic turning control may be started when it is determined that the vehicle has moved backward to the position of . Further, after the traveling machine body C reaches the end point position Lf, by operating the automatic steering switch 50 or the like, automatic turning control traveling including backward movement from the end point position Lf to the position Lff is performed. Also good.

In the turning traveling pattern shown in FIG. 11, the separation distance between the end position Lf or the start position Ls and the edge of the ridge of the field is the same distance as the working width of the seedling planting device W. Further, the traveling machine body C is configured such that the radius of curvature of the traveling machine body C is smaller than the working width of the seedling planting device W. For this reason, in the turning traveling pattern shown in FIG. 11 , after traveling along the target movement path LM in the lateral width over the working width W1, the traveling machine body C first moves toward the work traveling. It makes an L-shaped turn from the terminal position Lf to a position P1 along the ridge of the field. Next, the traveling machine body C travels straight along the ridge of the field to the position P2. Then, from the position P2 toward the starting point position Ls of the next work travel, the traveling machine body C performs an L-shaped turning travel once more, and the ridge turning travel is completed. The turning traveling pattern shown in FIG. 11 is mainly used in a rice transplanter having a ten-row type seedling planting device W. As shown in FIG.

The turning traveling from the position P2 toward the starting position Ls of the next work traveling is the turning traveling in which the steered wheels 10 are steered in the direction away from the ridge of the field. From this, it is determined that the traveling machine body C leaves the ridge after passing the point P2, and the control unit 78 starts automatic turning control. As for the timing at which the automatic turning control is started, for example, while the traveling machine body C is traveling along the edge of a ridge in a field, the steering handle 43 is operated to the side where the starting point position Ls of the next traveling for work is located. A configuration may be adopted in which automatic turning control is started upon detection of such a situation. Alternatively, the automatic turning control may be started by operating the automatic steering switch 50 or the like after the traveling body C has passed the point P2. In addition, automatic turning control is permitted by operating the start point/end point setting switch 49A, the target setting switch 49B, the automatic steering switch 50, etc., even before the traveling machine body C passes through the point P2, and the traveling machine body C is allowed to turn. After passing the point P2, it may be determined that the traveling machine body C leaves the edge of the field, and the automatic turning control may be started.

The steering wheel 43 is configured so that the steering angle of the steered wheel 10 is not transmitted to the steering wheel 43 even if the steering angle of the steered wheel 10 is changed while automatic turning control is being performed. For example, when the operation of the steering handle 43 is transmitted to the steering control section 79 by an electric signal, the steering control section 79 performs automatic turning control regardless of the operation of the steering handle 43. It should be configured. Further, in the case where a clutch is interposed between the steering handle 43 and the steered wheels 10, the clutch may be disengaged while the automatic turning control is being performed. Before the automatic turning control is started, the notification unit 59 or the alarm unit 64 informs the driver that the automatic turning control is started, and prompts the driver to release the steering wheel 43. . In addition, even if the driver cannot operate the steering handle 43 during automatic turning control, the driver can operate the steering handle 43 using a dedicated operation tool (not shown) or brake operation. Also good.

[Position deviation correction processing]
When the traveling machine body C is displaced in the machine body lateral direction from the target movement path LM by more than a preset range, the following positional displacement correction processing is executed. As shown in FIG. 12, when the traveling machine body C travels in a state in which the own machine position NM is laterally displaced from the target movement path LM by the positional displacement amount ΔP, the control unit 78 sets the target azimuth LA is changed to an azimuth tilted by the set tilt angle α1. In other words, the control unit 78 executes automatic steering control by changing the target azimuth LA to an azimuth inclined by the set inclination angle α1 toward the side where the target movement path LM is located as the target azimuth LA when performing automatic steering control. do.

At this time, the farther the aircraft position NM is from the target movement path LM, the larger the set tilt angle α1 is set, and the closer the aircraft position NM is to the target movement path LM, The set tilt angle α1 is loosely set. Further, when the vehicle speed is low, the set tilt angle α1 is set on the large side, and when the vehicle speed is high, the set tilt angle α1 is set loosely. However, an upper limit value is set for the set tilt angle α1, and the set tilt angle α1 does not exceed the set upper limit value no matter how low the vehicle speed is or the positional deviation is large. As a result, it is possible to prevent the traveling machine body C from making a sudden turn and destabilizing the traveling state.

When the self-aircraft heading NA reaches the target heading LA tilted by the set tilt angle α1, the target heading LA is changed to a heading tilted by a tilt angle α2 that is gentler than the set tilt angle α1. Further, when the self-aircraft heading NA reaches the target heading LA tilted by the tilt angle α2, the target heading LA is changed to the heading tilted by the tilt angle α3, which is gentler than the tilt angle α2. In this manner, the traveling machine body C travels obliquely in a state in which the azimuth deviation from the target movement path LM gradually decreases, so the positional deviation amount ΔP can be quickly reduced.

The location corresponding to the target movement path LM described above has areas of a predetermined width (first distance) in the lateral direction on both left and right sides of the position corresponding to the target movement path LM. That is, a control dead zone is set for the positional deviation, and when the positional deviation falls within the range of the control dead zone (within the range of the first distance), the target azimuth LA does not incline and is directed along the original target movement path LM. is set to

With the above-described configuration, the traveling machine body C is guided to the target movement path LM. quickly converge.

Note that the above-described positional deviation correction control may not be executed when it is determined that the accuracy of the positioning data by the satellite positioning unit 70 has decreased. In this case, the positional deviation is not taken into consideration, and automatic steering control is performed so that the self-aircraft heading NA is aligned with the target heading LA in the direction along the target movement path LM.

[Display part]
As shown in FIG. 13 , the state of the aircraft is displayed on the screen of the display section 48 via the notification section 59 . The display unit 48 is divided into a plurality of display areas such as a work information area 100, a positional deviation information area 101, a vehicle speed information area 102, and the like. The work information area 100 displays the work date and time, work results, and the like at the upper left end of the display section 48 . The positional deviation information area 101 displays the positional deviation amount of the traveling machine body C (own machine position NM) with respect to the target movement route LM in the upper center. The vehicle speed information area 102 displays the vehicle speed at the upper right end. A large area other than the upper side of the display section 48 is a position information area 104, and the position information area 104 indicates the position of the traveling machine body C in the field. A small area at the left end of the position information area 104 is a steering state information area 103, and the steering state information area 103 displays the state of the control device 75 in automatic steering mode or manual steering mode. A touch panel operation type software button group 120 is arranged at the right end of the position information area 104 . A physical button group 121 is arranged further to the right of the display unit 48 .

In the position information area 104, the working state of the field around the traveling machine C, the target movement route LM, and the machine symbol SY indicating the machine position NM are displayed. Of the target travel routes LM, the target travel route LM during work travel is drawn with a thick solid line for easy understanding. Furthermore, in areas where rice planting has already been completed, each planted seedling is displayed in stippled form. Thereby, the worked area and the unworked area are clearly distinguished visually. The traces of planted seedlings may be displayed by lines indicating planted streaks other than stippled lines.

Although not clearly shown in FIG. 13, the route actually traveled by the traveling machine body C, that is, the travel locus, can also be displayed on the display unit 48 . By comparing this travel locus with the target movement path LM, it is possible to check the accuracy of the automatic steering control. The travel locus is displayed on the display section 48 based on the positioning data from the satellite positioning unit 70 . Further, the aircraft symbol SY is shown in the shape of an arrow, and the sharp direction indicates the traveling direction, that is, the aircraft bearing NA. A pointer 110 extending in the traveling direction from the center of the aircraft symbol SY and an orientation scale 111 indicating the angle range of the orientation are provided to make it easier to visually understand the orientation deviation between the own aircraft heading NA and the target heading LA. It is overwritten and displayed. A boundary line 112 indicating the allowable range of misorientation is also displayed. A digital value of misorientation can also be displayed. Through the display unit 48, the driver can visually recognize the positional deviation and azimuth deviation of the traveling machine body C with respect to the target movement path LM.

When the post-process target travel route LM2 is set based on the work travel on the target travel route LM, as shown in FIG. The displacement amount of C is displayed. The timing at which the positional deviation amount is displayed may be during the edge turning travel from the target movement path LM to the target movement path LM2 for the post-process, or after the completion of the edge turning movement. .

As described above, when positioning between two points by DGPS is performed in a short period of time, for example, about ten seconds, the relative positional error between the two points is extremely small. However, the error in the position coordinates measured over time by the DGPS is the time elapsed from the timing at which the position coordinates NM3 were measured with respect to the position coordinates NM3 (see FIG. 8) measured immediately before the ridge turn. becomes larger as the position is measured. In other words, the relative positioning accuracy with respect to the position coordinate NM3 decreases with the lapse of time. Therefore, when the satellite positioning unit 70 is configured to use DGPS, the display unit 48 is configured not to display the positional deviation amount in the positional deviation information area 101 when it is determined that the accuracy of the positional deviation amount has decreased. ing. For example, a set time for displaying the positional deviation amount in the positional deviation information area 101 is set in advance, and the positional deviation amount is not displayed in the positional deviation information area 101 when the set time elapses from the timing when the position coordinate NM3 is measured. Such a configuration may be used.

While the automatic turning control described above is being performed, the position of the traveling body C and the amount of positional deviation are not displayed in the positional deviation information area 101 and the positional information area 104 of the screen displayed on the display unit 48. It is In other words, the display on the display unit 48 during automatic turning indicates that the vehicle is automatically turning, and the display can be easily understood by the driver. In addition, it may be configured such that the position of the traveling body C and the amount of positional deviation during automatic turning are displayed according to the intention of the driver. Switching between display and non-display may be performed by operating the software button group 120 or the physical button group 121 . Further, the positional deviation amount may be notified by voice notification by the notification unit 59 or by lighting display or blinking display of the switch.

If the reception sensitivity of the satellite positioning unit 70 is insufficient due to factors such as a small number of navigation satellites that can be captured by the satellite positioning unit 70, the positioning data of the satellite positioning unit 70 may contain large errors. In such a case, the positional deviation amount may not be displayed in the positional deviation information area 101 . In addition, the configuration may be such that the notification section 59 notifies that the reception sensitivity of the satellite positioning unit 70 is insufficient in the positional deviation information area 101 and the positional information area 104 . As a result, the driver is urged to perform the work travel by manual operation. The notification that the reception sensitivity of the satellite positioning unit 70 is insufficient may be provided by voice guidance or a lighting display or blinking display of a switch, and is configured to be switchable so as not to notify. Also, the time notified by the notification unit 59 may be configured to be arbitrarily set and adjustable.
Further, when the automatic steering switch 50 is operated in this state, the positional deviation may not be taken into consideration, and the automatic steering control may be performed so that the self-aircraft heading NA is aligned with the target heading LA.

The target movement path LM may be configured to be correctable after being set. For example, work travel is performed by manual operation immediately after completion of turning travel along a ridge, and the own machine position NM is displaced to either the left or the right when viewed from the front of the traveling machine body C with respect to the target movement route LM. case is conceivable. In such a case, the configuration may be such that the driver can correct the target movement path LM to the right and left in the direction in which the machine position NM is positioned, as seen from the front of the traveling machine body C. With this configuration, even if the positional deviation of the aircraft position NM with respect to the target movement path LM is outside the allowable range, the positional deviation of the vehicle position NM with respect to the target movement path LM can be corrected by correcting the target movement path LM. can be within acceptable limits. As a result, the automatic steering control along the target movement path LM can be quickly started. The target movement path LM may be corrected by operating the software button group 120 or by operating the physical button group 121 .

[Another embodiment]
The present invention is not limited to the configurations exemplified in the above-described embodiments, and other representative embodiments of the present invention will be exemplified below.

[1] In the above-described embodiment, the post-process target movement paths LM2 are configured to be set one by one, but the present invention is not limited to the above-described embodiment. For example, as shown in FIG. 14, a plurality of post-process target movement paths LM2 may be set at the same time. In FIG. 14, post-process target movement paths LM2 (A1), LM2 (A2), and LM2 (A3) are set at predetermined equal intervals on the unworked area side of the target movement path LM.
The post-process target movement paths LM2(A1), LM2(A2), and LM2(A3) are set based on the work traveling locus of the traveling machine body C on the target movement path LM. Further, the target movement paths LM2 (B1), LM2 (B2), and LM2 (B3) for the post-process are set at equal intervals based on the work travel locus of the traveling machine body C on the target movement path LM2 (A3) for the post-process. set.

The timing at which the post-process target movement paths LM2(A1), LM2(A2), and LM2(A3) are set may be set at the time when the obstacle detection unit 63 determines a ridge near the end point position Lf, It may be set while the traveling machine body C is making a furrow turn toward the starting point position Ls (A1), or may be set after the traveling machine body C reaches the starting point position Ls (A1). Further, the timing at which the target movement paths LM2 (B1), LM2 (B2), and LM2 (B3) for the post-process are set is set when the obstacle detection unit 63 determines the edge of the ridge near the end position Lf (A3). Alternatively, it may be set while the traveling machine body C is making a furrow turn toward the starting point position Ls (B1), or it may be set after the traveling machine body C reaches the starting point position Ls (B1). Also good. At the timing described above, each post-process target movement path LM2 is set by the driver operating the target setting switch 49B, but is not limited to this configuration. The configuration may be set by a driver's operation, or the configuration may be automatically set without the driver's operation.

When a plurality of traveling work machines are configured to work simultaneously, the traveling work machines work in parallel along the post-process target movement paths LM2 (A1), LM2 (A2), and LM2 (A3). After that, the work may be carried out in parallel along the post-process target movement paths LM2 (B1), LM2 (B2), and LM2 (B3).

[2] In the above-described embodiment, the path setting unit 76 is configured so that the target movement path LM2 for post-process is set on the non-work area side of the target movement path LM. Not limited. For example, when both the left and right sides of the target movement path LM are unworked areas, as shown in FIG. ) may be set. In this case, the edge-of-the-ridge turning travel is performed toward one of the target movement paths LM2(L) and LM2(R) for the post-process, and after it is determined that the traveling machine body C has turned, The setting of the post-process target movement path LM2 may be determined. Originally, the target movement paths LM2(L) and LM2(R) for the post-process should be positioned at a distance P from the target movement path LM, that is, the dashed lines lm(L) and It is set to the position of lm(R). On the other hand, in the present embodiment, the post-process target movement paths LM2(L) and LM2(R) are positioned from the dashed lines lm(L) and lm(R) in correspondence with the position deviation deviation d of the traveling machine body C. It is set in a state of being parallel-shifted by the shift deviation d.

[3] Even if the target movement path LM is set to be linear, the actual work travel locus of the traveling machine C may change as shown in FIG. It may meander as indicated by the dashed line. In such a case, the post-process target movement path LM2 is set along the actual work travel locus of the traveling machine body C. The post-process target movement path LM2(1) shown in FIG. As a result, when the work travels along the post-process target movement route LM2, the planted seedlings in the already-worked area are trampled, and a non-work area is generated between the work travel loci before and after the ridge turning travel. It is possible to prevent the risk of Note that the actual work travel trajectory of the traveling body C may be calculated based on the positioning data of the satellite positioning unit 70, or the vehicle speed measured by the vehicle speed sensor 62 and the inertial measurement unit 74. The azimuth change angle .DELTA.NA (see FIG. 7) obtained by the calculation may be integrated and calculated.

When the post-process target movement path LM2 is set along the actual work travel locus of the traveling machine body C, the post-process target movement path LM2 has a linear shape that is more linear than the actual work travel locus of the traveling machine body C. is configured to be For example, when the work travel locus of the traveling machine body C with respect to the target movement path LM meanders in a complicated manner, the target movement path LM2 for the post-process also meanders in a complicated way, and the traveling machine body C follows the target movement path LM2 for the post-process with accuracy. It may not run well. Therefore, the post-process target movement path LM2(1) shown in FIG. 16 is set at a position further separated by Δp from the position separated by the set distance P from the target movement path LM. 16 and the meandering portion of the target movement path LM2(1) for the post-process are separated by a set distance P, the target movement path LM2(1) for the post-process is set. be done. As a result, the post-process target movement path LM2(2), which is set after setting the post-process target movement path LM2(1), is set more linearly than the post-process target movement path LM2(1). The post-process target movement path LM2(3), which is set after the process target movement path LM2(2) is set, is set substantially linearly. As a result, even if the actual work travel locus of the traveling machine body C accidentally meanders, it is gradually corrected into a straight line by the post-process target movement path LM2 that is set thereafter. Note that the post-process target having a meandering portion between the target movement path LM shown in FIG. The number of movement paths LM2 can be changed as appropriate.

[4] In the above-described embodiment, the target movement path LM is set within one completed farm field, but the present invention is not limited to the above-described embodiment. For example, the target movement path LM may be configured to extend over a plurality of fields. In this case, a teaching route or an actual work travel locus for the target travel route LM may be stored as a reference route and used to set the target travel route LM in another field. The reference route may be stored in the storage unit of the microcomputer provided in the traveling body C, or may be stored in the storage unit of the external terminal. When the reference route is stored in the storage unit of the external terminal, the traveling body C is equipped with a communication device capable of communicating with the external terminal via a WAN (Wide Area Network) or the like, and the reference route is stored in the external terminal. A configuration in which the microcomputer of the traveling body C reads out from the storage section may be used. A plurality of reference routes may be stored in a storage unit provided in an external terminal or a microcomputer of the traveling body C. FIG. With this configuration, the target travel route LM can be set by simply reading the reference route corresponding to each field without teaching travel.

[5] The setting of the post-process target movement path LM2 shown in the above-described embodiment is configured not to be performed when the set time elapses from the timing at which the position coordinates NM3 (see FIG. 8) are measured. Also good. When the satellite positioning unit 70 is configured to use DGPS, the positioning accuracy relative to the position coordinates NM3 decreases over time. Therefore, when the path setting unit 76 determines that the target movement path LM2 for the post-process cannot be set with high accuracy, the target movement path LM2 for the post-process may not be set.

[6] A configuration is provided in which, when the target travel route LM2 for the post-process cannot be set, the driver is notified via the notification unit 59 that the target travel route LM2 for the post-process cannot be set. Also good. The notification by the notification unit 59 may be a sound such as a buzzer, lighting or blinking of LED lighting provided in the center mascot 14, or display on the display unit 48. good. Cases in which the post-process target movement path LM2 cannot be set include a case where there is a headland or a ridge in the field on the set path of the post-process target movement path LM2, or a case where the setting position of the post-process target movement path LM2 is in a field. , an obstacle is detected on the set route of the post-process target movement route LM2, and a malfunction of the satellite positioning unit 70 is detected. .

[7] The target travel route LM may not be used for work travel when the traveling machine body C is displaced from the target travel route LM by a distance greater than a preset distance. When the traveling machine body C deviates greatly from the target movement path LM, it is highly likely that the driver is operating the traveling machine body C intentionally. In such a case, a configuration that gives priority to the driver's manual operation is preferable. Of course, after the completion of the work travel along the target travel route LM, the furrow turning travel is performed, and the travel machine body C is more than a preset distance (second distance longer than the first distance) from the post-process target travel route LM2. The post-process target movement path LM2 may be configured not to be used for work travel even when the position is greatly displaced.

[8] The path setting section 76 may be configured to set the post-process target movement path LM2 in conjunction with the control section 78 and the steering direction control section 79 . For example, the control unit 78 may determine the setting of the post-process target movement path LM2 by the route setting unit 76, and may perform one or both of the above-described automatic turning control and automatic traveling control. Further, after the traveling machine body C travels for work along the target travel route LM, the driver may individually determine whether or not to travel for work along the target travel route LM2 for the post-process. For this reason, the path setting unit 76 is configured to set the post-process target movement path LM<b>2 in conjunction with the control unit 78 and the steering control unit 79 , and to set the post-process target movement path LM<b>2 independently of the control unit 78 and the steering control unit 79 . It may be configured so as to be switchable between the configuration for setting the target moving route LM2 for the first time and the second configuration.

[9] Not limited to the above-described embodiments, for example, if the azimuth difference between the self-aircraft heading NA of the traveling body C and the target azimuth LA of the target movement path LM is larger than a preset range. The path setting unit 76 may be configured to set the post-process target movement path LM2 when there is a deviation. For example, when the angle of azimuth deviation becomes 90 degrees or more, it may be configured such that turning of the traveling body C is determined and the post-process target movement path LM2 is set. In this case, the post-process target movement path LM2 may be automatically set, or the post-process target movement path LM2 may be set by operating the target setting switch 49B, the automatic steering switch 50, or the like. It may be a configuration. Further, after the setting of the post-process target movement path LM2 is permitted by operating the target setting switch 49B, the automatic steering switch 50, or the like, the azimuth deviation angle becomes larger than the preset range, The configuration may be such that the process target movement path LM2 is set.

[10] In addition to the target setting switch 49B, other than the target setting switch 49B, for example, a software button group 120 on the display unit 48 and a physical button group 121 on the right side of the display unit 48 are used as operation tools for setting the post-process target movement path LM2. can be That is, the operating tool may be a dedicated operating tool, or may be an existing button switch or lever with additional functions added.

[11] In the above-described embodiment, the post-process target is the post-process target movement path LM2, but the post-process target may be, for example, the starting position Ls after the ridge turn. Then, when the driver operates the target setting switch 49B, the post-process target movement path LM2 parallel to the already-traveled target movement path LM may be set with reference to the starting position Ls. Further, the post-process target may be a part of the post-process target movement path LM2, and may be, for example, an area of about several meters from the start position Ls on the post-process target movement path LM2. .
Furthermore, when the traveling machine body C has completed all the work traveling along the target movement route LM, or when refueling, etc. is required during the rice planting work, the post-process target is the headland area along the ridge. It can be.

[12] The present invention is applicable not only to the rice transplanter described above, but also to other direct seeding work machines including direct seeding machines and the like. Moreover, the present invention can also be applied to agricultural working machines such as tractors and combine harvesters in addition to direct seeding type working machines.

INDUSTRIAL APPLICABILITY The present invention is applicable to a traveling work machine that travels for work along a target travel route in a field.

43: Steering handle (artificial operation tool)
59: Notification unit (notification means)
63: Obstacle detection unit (furrow edge detection means)
70: Satellite positioning unit (position detection means)
76: Route setting unit 78: Control unit (control unit)
79: Steering control unit (control unit)
C: Traveling machine W: Seedling planting device (working device)
LM: Target movement path LM2: Target movement path for post-process (target for post-process)

Claims (5)

A traveling machine that travels in a field,
a working device that performs work on a field ;
a control unit capable of automatic turning control to the target travel route for post-process;
a ridge detection means for detecting proximity to the ridge over time ;
At the position closest to the ridge when transitioning from the target travel route to the target travel route for the post-process, or at a position further away from the ridge than the position closest to the ridge during the transition, A traveling work machine capable of automatic turning control by a control unit . Automatic turning control by the control unit is started automatically or based on a crew member's operation, when the edge detection means detects the separation from the edge after detecting the approach to the edge. The traveling work machine described in . The control is performed automatically or by an occupant during the transition from the backward movement to the target travel route for the post-process based on the backward movement after the ridge detection means detects the approach to the ridge. 3. The traveling work machine according to claim 1 or 2, wherein the automatic turning control by the part is started. The traveling work machine according to any one of claims 1 to 3, further comprising a notification unit that notifies at least one of that the automatic turning control can be started and that the automatic turning control will be performed. A route setting unit is provided, wherein the route setting unit sets the target travel route for post-process at any timing between after the target travel route is traveled and until the automatic turning control is terminated. 5. The traveling work machine according to any one of 4.