JP2024050805A - Implement - Google Patents

Abstract

To provide a work vehicle (implement) having high convenience in automatic work travel.SOLUTION: An implement for traveling on a work place marked off by a boundary object, comprises: a machine body position calculation part 311 for calculating a machine body position using satellite positioning; a transborder determination part 64 for determining whether the machine body gets over a boundary line, on the basis of the set boundary line for avoiding contact to the boundary object and a machine body position; a transborder prevention control part 65 for inhibiting travel of the machine body when it is determined so that the machine body gets over the boundary line; a transborder permission part 66 for stopping determination by the transborder determination part 64 by a transborder permission command, for permitting a state in which the machine body gets over the boundary line; and a re-start instruction part 67 for, when permission is output by the transborder permission part 66, when a preset portion on the machine body enters a center side of the work place relative to the boundary line, restarting determination by the transborder determination part 64 and stopping permission of the transborder permission part 66.SELECTED DRAWING: Figure 14

Description

This relates to a work machine that automatically travels while performing work in work areas such as farm fields.

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

JP 2019-154394 A

For such work vehicles (work machines), there is a demand for further improvements in convenience when it comes to automated work driving.

A characteristic configuration of the working machine according to the present invention is a working machine that travels on a bounded work site,
The work site management system comprises an aircraft position calculation unit which calculates the aircraft position using satellite positioning; a border crossing determination unit which determines whether the aircraft is crossing a boundary line based on the aircraft position and a boundary line set to avoid contact with the boundary; a border crossing prevention control unit which prohibits the aircraft from traveling when it is determined that the aircraft is crossing the boundary line; a border crossing permission unit which suspends the determination by the border crossing determination unit by a border crossing permission command and permits the aircraft to cross the boundary line; and a resume instruction unit which resumes the determination by the border crossing determination unit and suspends permission by the border crossing permission unit when permission has been given by the border crossing permission unit and a preset set part of the aircraft enters closer to the center of the work site than the boundary line.

With this type of feature, it is possible to restrict driving near the boundary, and at the same time, depending on the user's operation, it is possible to allow driving near the boundary. Therefore, it is possible to prevent the work machine from colliding with or coming into contact with the boundary, ensuring the safety of the user, while allowing driving near the boundary as necessary, improving convenience.

It is also preferable to provide a temporary stop instruction unit that temporarily stops the vehicle when the vehicle crosses the border by a preset amount, even if the border crossing permission unit has given permission.

This configuration makes it possible to reliably prevent contact with or collisions with the boundary.

It is also preferable that the set location can be changed depending on the level of expertise of the work to be performed at the work site.

With this configuration, the distance that a user can approach the boundary can be set according to their level of proficiency, so that, for example, a highly skilled user can get closer to the boundary, while a less skilled user cannot get closer to the boundary, thereby preventing contact or collision.

It is also preferable that the set portion be provided forward of the center of the fore-aft direction of the aircraft when the aircraft is moving forward, and that the set portion be provided rearward of the center of the fore-aft direction of the aircraft when the aircraft is moving backward.

With this configuration, the set location is changed depending on the running state of the machine, making it possible to set the distance that the machine can approach the boundary depending on the work situation.

The machine is also configured to perform seedling planting work in the work area, and the set portion is preferably at least one of the tip of a spare seedling stand on which spare seedlings to be used in the planting work are placed, the tip of a bonnet provided on the front side of the machine, both ends of the width of the machine in the planting section where the seedlings are planted, the mounting section for the GPS antenna used for the satellite positioning, and the center of gravity of the machine.

With this configuration, if the working machine is a rice transplanter, it is possible to easily set the setting position.

In addition, it is preferable that the set portion be set on the inside of the body when the vehicle is traveling closer to the center of the outer periphery of the work area than when the vehicle is traveling on the outer periphery of the work area.

With this configuration, when traveling on the outer periphery, the set area is set on the outside of the body compared to when traveling in the center, preventing the body from coming into contact with or colliding with the boundary while traveling on the outer periphery.

FIG. 1 is a side view of an automatically-traveling rice transplanter. FIG. 1 is a plan view of an automatically-traveling rice transplanter. FIG. 1 is a front view of an automatically-traveling rice transplanter. FIG. 1 is a schematic diagram illustrating the operation travel of the rice transplanter. FIG. 2 is a functional block diagram showing a control system of the rice transplanter. FIG. FIG. FIG. 2 is a functional block diagram showing functional units related to a map selection process and a field shape acquisition process. FIG. 2 is a functional block diagram showing functional units related to route creation. FIG. 1 is a schematic diagram illustrating a transition turn. FIG. 1 is a schematic diagram illustrating a transition turn. FIG. 13 is a functional block diagram showing functional units related to a stop instruction invalidation process. FIG. 13 is a diagram showing a traveling mode when a stop instruction is invalidated. FIG. 2 is a functional block diagram showing functional units related to border crossing determination processing. FIG. 11 is an explanatory diagram of a boundary line. FIG. 13 is an explanatory diagram of border crossing determination. FIG. 2 is a functional block diagram relating to route search and complementary route setting. FIG. 2 is an explanatory diagram showing an example of a travel route in a route search; FIG. 11 is an explanatory diagram showing line feeding on a touch panel. FIG. 13 is an explanatory diagram of turning travel that does not require a supplementary path. FIG. 11 is an explanatory diagram for explaining an example in which reverse is used during turning. FIG. 11 is an explanatory diagram for explaining turning travel supplemented by a supplementary route. FIG. 13 is an explanatory diagram showing a special area set near an entrance/exit. FIG. 11 is a functional block diagram of a control system for executing work traveling in a special area using a remote control. FIG. 11 is an explanatory diagram showing power distribution to the planting mechanism and control of each row clutch. 1 is a diagram illustrating an example of a travel route from a non-work travel route, which has a long straight forward travel, to a work travel route. 1 is a diagram illustrating an example of a travel route from a non-work travel route that includes a long straight reverse travel, to a work travel route. FIG. 11A and 11B are diagrams for explaining an embodiment of an amplification function for long distance driving forward. 11A and 11B are diagrams for explaining an embodiment of an amplification function for long distance travel when moving backward. FIG. 2 is a functional block diagram illustrating a configuration of a functional section for implementing a long-distance driving amplification function. FIG. 13 is a diagram illustrating a configuration for implementing an amplification function during long-distance travel in a deformed field. FIG. 13 is a diagram illustrating an example of a turning function dedicated to a high-load field. 10 is a functional block diagram illustrating a configuration of a functional section for implementing a manual operation restriction function. FIG. FIG. 11 is a diagram illustrating a manual operation restriction function along a time chart. FIG. 2 is a functional block diagram illustrating a configuration of a functional unit for implementing an automatic driving and stopping function.

Below, we will explain about the rice transplanter that travels through the fields.

For ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction (travel direction) of the aircraft, and "rear" (the direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction (travel direction) of the aircraft. Furthermore, the left-right or lateral direction refers to the transverse direction of the aircraft (aircraft width direction) perpendicular to the longitudinal direction of the aircraft, that is, "left" (the direction of arrow L shown in FIG. 2) and "right" (the direction of arrow R shown in FIG. 2) mean the leftward and rightward directions of the aircraft, respectively.

[Overall structure]
1 to 3, the rice transplanter includes a riding type four-wheel drive machine body 1. The machine body 1 includes a link mechanism 13 in the form of a parallel quadruple link connected to the rear of the machine body 1 so as to be able to rise and fall and swing, a hydraulic lifting link 13a that drives the link mechanism 13 to swing, a seedling planting device 3 connected to the rear end region of the link mechanism 13 so as to be able to roll, a fertilizer applicator 4 installed from the rear end region of the machine body 1 to the seedling planting device 3, and a chemical sprayer 18 provided in the rear end region of the seedling planting device 3. The seedling planting device 3, the fertilizer applicator 4, and the chemical sprayer 18 are examples of working devices.

The vehicle 1 is equipped with wheels 12 as a mechanism for traveling, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as the main transmission. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and changes the driving force (rotation speed) output from the engine 2 by adjusting the angle of the motor swash plate and the pump swash plate. The wheels 12 include left and right front wheels 12A that can be steered, and left and right rear wheels 12B that cannot be steered. The engine 2 and the continuously variable transmission 9 are mounted at the front of the vehicle 1. Power from the engine 2 is supplied to the front wheels 12A, rear wheels 12B, working equipment, etc. via the continuously variable transmission 9, etc.

As an example, the seedling planting device 3 is configured for eight rows of planting. The seedling planting device 3 includes a seedling loading platform 21, eight rows of planting mechanisms 22, etc. The seedling planting device 3 can be changed to two-row, four-row, six-row, etc. planting by controlling the clutches for each row (not shown).

The seedling platform 21 is a platform on which eight rows of mat-shaped seedlings are placed. The seedling platform 21 moves back and forth in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped seedlings, and the vertical feed mechanism 23 vertically feeds each mat-shaped seedling on the seedling platform 21 toward the lower end of the seedling platform 21 at a predetermined pitch each time the seedling platform 21 reaches the left-right stroke end. The eight planting mechanisms 22 are rotary type and are arranged in the left-right direction at a constant interval corresponding to the spacing between the planting rows. Each planting mechanism 22 receives driving force from the engine 2 when the planting clutch (not shown) is shifted to a transmission state, and cuts one seedling (also called a planted seedling) from the lower end of each mat-shaped seedling placed on the seedling platform 21 and plants it in the muddy soil after leveling. As a result, when the seedling planting device 3 is in an operating state, the seedlings can be taken out of the mat-shaped seedlings placed on the seedling platform 21 and planted in the muddy soil of the paddy field.

As shown in Figures 1 to 3, the fertilizer application device 4 (supply device) has a hopper 25 (storage section) that stores granular or powdered fertilizer (chemicals and other agricultural materials), a payout mechanism 26 that pays out the fertilizer from the hopper 25, and a fertilizer application hose 28 (hose) that transports the fertilizer paid out by the payout mechanism 26 and discharges the fertilizer into the field. The fertilizer stored in the hopper 25 is paid out in predetermined amounts by the payout mechanism 26 and sent to the fertilizer application hose 28, and is transported through the fertilizer application hose 28 by the conveying wind of the blower 27 and discharged from the furrow former 29 into the field. In this way, the fertilizer application device 4 supplies fertilizer to the field. The hopper 25 and the payout mechanism 26 are supported on the machine frame 1E, and the furrow former 29 is provided at the lower end of the seedling planting device 3. The fertilizer hose 28 extends between the payout mechanism 26 and the furrow former 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer hose 28.

The blower 27 is powered by a battery 73 mounted on the machine body 1 and generates a transport wind that transports the fertilizer dispensed by each dispensing mechanism 26 toward the muddy surface of the field. By intermittently operating the blower 27, etc., the fertilizer applicator 4 can be switched between an operating state in which a predetermined amount of fertilizer stored in the hopper 25 is supplied to the field at a time, and a non-operating state in which supply is stopped.

The fertilizer hoses 28 guide the fertilizer transported by the conveying wind to the furrow formers 29. The furrow formers 29 are attached to the leveling floats 15. The furrow formers 29 rise and fall together with the leveling floats 15, and when the leveling floats 15 are in contact with the ground during work travel, they form fertilizer furrows in the muddy parts of the paddy fields and guide the fertilizer into the furrows.

As shown in Figures 1 to 3, the vehicle body 1 is provided with a driving section 14 in the rear side area. The driving section 14 is provided with a steering wheel 10 for steering the front wheels, a main speed change lever 7A for adjusting the vehicle speed by changing the speed of the continuously variable transmission 9, a sub-speed change lever 7B for changing the speed of the sub-speed change lever, a work operation lever 11 for enabling the raising and lowering operation of the seedling planting device 3 and switching of the operating state, an information terminal 5 having a touch panel for displaying (notifying) various information and notifying (outputting) the operator and accepting input of various information, and a driver's seat 16 for the operator (driver/worker). The sub-speed change lever 7B is used to switch the traveling vehicle speed between the working speed during work and the moving speed during movement. For example, movement between fields is performed at the moving speed, and planting work is performed at the working speed. Furthermore, in front of the driving section 14, a spare seedling storage device 17A for storing spare seedlings is supported on a spare seedling support frame 17.

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

As mentioned above, the engine speed is basically determined according to the operating position of the main shift lever 7A. However, regardless of the engine speed determined in this way, this engine speed increases or decreases according to the detection value of the potentiometer of the accelerator lever 7F. For example, when driving at the engine speed determined according to the operating position of the main shift lever 7A, if the accelerator lever 7F is operated in a direction that increases the engine speed, the engine speed increases, and this engine speed becomes the minimum required indicated speed indicated by the accelerator lever 7F.

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

[Autonomous Driving]
The operation travel in which the rice transplanter performs rice planting work in a farm field by automatic travel will be described with reference to Figs. 1 to 3 and Fig. 4.

The rice transplanter in this embodiment can selectively perform manual driving and automatic driving. Manual driving and automatic driving are selected by switching the automatic/manual changeover switch 7C. In manual driving, the driver manually operates the steering wheel 10, the main shift lever 7A, the sub-shift lever 7B, the work operation lever 11, and other operating tools to perform work driving. In automatic driving, the rice transplanter drives and works under automatic control along a preset driving route. In addition, automatic driving can be performed in manned automatic driving (manned automatic driving mode) that requires a driver to be on board, and unmanned automatic driving (unmanned automatic driving mode) that does not require a driver to be on board. In manned automatic driving, the driver performs some operations according to guidance provided by the rice transplanter, while the rice transplanter automatically controls other operations associated with driving and work. In unmanned automatic driving, a driver does not need to be on board, but a driver may be on board during unmanned automatic driving. In addition, in the unmanned automatic driving, the driver performs an operation to start the automatic driving, for example, a start operation using a remote control 90 (see FIG. 6) described later, and the work driving that has been set in advance is started under automatic control. The manned automatic mode in which the manned automatic driving is performed and the unmanned automatic mode in which the unmanned automatic driving is performed are set using the information terminal 5.

When the rice transplanter is planting, the operator first manually drives the rice transplanter along the perimeter of the field without performing any work. This driving around the perimeter generates the perimeter shape of the field (field map), and the field is divided into an outer perimeter area OA and an inner area IA. At this time, an entrance/exit E for the rice transplanter to enter the field is set, and one side or a specified number of sides of the outer perimeter of the field is set as a seedling supply side SL for supplying the rice transplanter with mat-shaped seedlings, fertilizer, chemicals, fuel, etc.

When the field map is generated, a travel route along which the rice transplanter travels is set. In the inner area IA, an inner round trip route IPL is generated that connects multiple routes that are approximately parallel to one side of the field with a turning route. The inner round trip route IPL is a travel route that travels throughout the entire inner area IA from the start point S to the end point G. When the inner round trip route IPL is generated, a guidance start possible area GA is generated near the entrance/exit E. By stopping the rice transplanter in this guidance start possible area GA, the rice transplanter can move by automatic travel to the start point S of the inner round trip route IPL. Note that a dedicated travel route is set for the start point guidance performed from the guidance start possible area GA, but multiple travel routes may be set. Depending on the shape of the field, it may be difficult to guide the rice transplanter to the start point from the stop position. By setting multiple travel routes, the possibility of appropriate start point guidance regardless of the stop position is increased, which is preferable.

In the outer peripheral area OA, two travel routes, an inner loop route IRL and an outer loop route ORL, are generated, which travel around the outer peripheral area OA along the outer periphery of the field. Work travel in the entire outer peripheral area OA is performed by travelling on the inner loop route IRL and the outer loop route ORL. After the work travel (round-trip work travel) on the inner round-trip route IPL is completed, movement to the work travel start position of the inner loop route IRL is performed by traveling on a separately set travel route. If the outline of the field is complex, it may be necessary to separate the end point of the inner round-trip route IPL from the start point of the inner loop route IRL. In such a case, a travel route including a route parallel to any side of the field may be provided as a travel route moving from the end point of the inner round-trip route IPL to the start point of the inner loop route IRL.

When performing automatic driving, with the driving route generated in this way, the rice transplanter first enters the field from the entrance/exit E, moves to the guidance start area GA, and stops there. When automatic driving is started in the guidance start area GA, the rice transplanter moves backward once and then moves to the start point S (start point guidance), and automatic driving is performed on the internal round trip route IPL of the internal area IA until it reaches the end point G. The driving vehicle speed during unmanned automatic driving is controlled according to the maximum speed of the driving vehicle set in advance. In addition, the driving vehicle speed during automatic driving during start point guidance may be a driving vehicle speed according to the set driving vehicle speed, but since it often travels in the outer peripheral area OA of the field, automatic driving during start point guidance may be performed at a lower specified driving vehicle speed.

Fertilization work by the fertilizer applicator 4 is performed in conjunction with planting work. For example, as shown in FIG. 4, an internal shuttle path IPL is set in the internal area IA, and a turning path is set in the outer peripheral area OA. The internal shuttle paths IPL are multiple parallel paths, and the turning path is a path that connects adjacent internal shuttle paths IPL. Planting work by the seedling planting device 3 is performed along the internal shuttle path IPL, and fertilization work by the fertilizer applicator 4 is also performed along the internal shuttle path IPL. On the other hand, planting work is not performed on the turning path in the outer peripheral area OA, and fertilization work by the fertilizer applicator 4 is not performed on the turning path in the outer peripheral area OA.

When the rice transplanter travels along the internal shuttle path IPL while performing planting work in the internal area IA, it reaches the boundary area between the internal area IA and the outer peripheral area OA. This boundary area in the internal area IA is the "end position", at which the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, when the planting mechanism 22 stops or the seedling planting device 3 rises, the payout mechanism 26 stops and the fertilization work by the fertilizer applicator 4 stops. This completes the planting work and fertilization work along one internal shuttle path IPL in the internal area IA. The rice transplanter then moves to the outer peripheral area OA and turns around in the outer peripheral area OA to move to the adjacent internal shuttle path IPL.

When the turning travel in the outer peripheral area OA is completed, the rice transplanter moves again to the inner area IA and starts planting and fertilizing work along the adjacent inner shuttle path IPL. The boundary area between the inner area IA and the outer peripheral area OA within the inner area IA is the "start position", and at this start position the seedling planting device 3 descends and the planting mechanism 22 operates again. Generally, at the same time as the seedling planting device 3 descends or the planting mechanism 22 starts operating, the payout mechanism 26 starts moving and fertilizing work by the fertilizer applicator 4 begins.

When the work travel in the inner area IA is completed, the work travel in the outer area OA is performed. First, the rice transplanter is manually moved to the start point of the inner circular route IRL, and then performs the work travel on the inner circular route IRL by unmanned automatic travel. Next, the rice transplanter is manually moved to the start point of the outer circular route ORL, and then performs the work travel on the outer circular route ORL by manned automatic travel (circular work travel). In manned automatic travel, automatic travel is performed along the travel route at a manually operated travel speed, and the work device is manually operated according to guidance (driving assistance). In addition, when turning, the machine body 1 is automatically temporarily stopped at a predetermined position, and when the necessary work device is manually operated according to the guidance, the turning travel is performed by automatic travel. The above work travel completes the planting work in the entire field.

The internal round trip route IPL and the inner loop route IRL are not limited to unmanned automatic driving, and may be manned automatic or manual driving for work. The outer loop route ORL is not limited to manned automatic driving, and may be manual or unmanned automatic driving for work. Furthermore, movement from the end point G of the internal round trip route IPL to the inner loop route IRL is not limited to manual driving, and may be manned or unmanned automatic driving. Similarly, movement from the end point of the inner loop route IRL to the outer loop route ORL is not limited to manual driving, and may be manned or unmanned automatic driving.

In addition, the conditions for starting the automatic manned driving are that at least the driver is on board and that the main shift lever 7A is in the neutral position. When the starting conditions are met, the automatic driving starts when the main shift lever 7A is moved in the direction of travel. In the above-mentioned travel route in the farm field, the automatic manned driving is performed during work travel on the outer loop route ORL, but may be performed on other travel routes. In addition, in the automatic manned driving, the raising and lowering of the seedling planting device 3 is performed by automatic control. For example, in the work travel during the automatic manned driving on the internal round trip route IPL or the inner loop route IRL, the raising and lowering of the seedling planting device 3 is performed by automatic control. However, in the work travel on the outer loop route ORL, the lowering of the seedling planting device 3 is performed by manual operation. Specifically, when the vehicle 1 reaches the turning position of the outer loop route ORL, the seedling planting device 3 is raised by automatic control. When the rotation is completed in this state, the machine 1 stops and the seedling planting device 3 is lowered manually, allowing automatic travel to continue the work run. There is a higher chance of obstacles being present around the outer loop route ORL than on other travel routes. In order to ensure smooth work travel, when working on the outer loop route ORL, the seedling planting device 3 is lowered manually after it has been confirmed that there are no obstacles.

In addition, the unmanned automatic driving is started by operating the remote control 90, and the work driving is performed by automatic control on a preset driving route. In the driving route in the above-mentioned farm field, the unmanned automatic driving can be performed when the work driving is performed on the inner round trip route IPL and the inner circular route IRL. Even in the unmanned automatic driving, the raising and lowering of the seedling planting device 3 is performed by automatic control.

[Control system]
Next, the control system of the rice transplanter will be described using FIG. 5 while referring to FIGS. 1 to 3.

The control unit 30, which is the core of the rice transplanter's control system, controls the driving of the rice transplanter and the operation of the various work devices 1C. When driving manually, the control unit 30 performs control in response to the operation of the various operating tools 1B performed by the driver, and when driving automatically, the control unit 30 obtains the vehicle's position and performs control according to the vehicle's position.

For this purpose, the control unit 30 including the microcomputer 6 for automatic driving is connected to a positioning unit 8 for calculating the vehicle position, an information terminal 5 for performing various settings and operations and displaying various information, a sensor group 1A for detecting various states of the rice transplanter, various operating tools 1B, various working devices 1C, and traveling equipment 1D including a front wheel 12A for steering and a continuously variable transmission 9. The mode change switch 7E, which is one of the operating tools 1B, is a switch for selecting one of a manual driving mode for manual driving, a manned automatic driving mode for automatic driving with a man, and an unmanned automatic driving mode for automatic driving without a man.

The sensor group 1A corresponds to a sonar sensor 60 as an example of an obstacle detection device that detects obstacles around the aircraft 1. The sonar sensor 60 is composed of, for example, four front sonars 61 that detect obstacles in the area in front of the aircraft 1, two rear sonars 62 that detect obstacles in the area behind the aircraft 1, and two side sonars 63 that detect obstacles in the area to the sides of the aircraft 1. Note that the obstacle detection device is not limited to the sonar sensor 60, and any device that can detect obstacles can be used. For example, a laser sensor or a contact sensor can be used as the obstacle detection device. In addition, the obstacle detection device may be configured such that the surroundings of the aircraft 1 are photographed by an imaging device and obstacles are detected by image analysis. The image analysis can be performed using a trained model generated by machine learning, or any means using artificial intelligence.

The various operating tools 1B correspond, for example, to the above-mentioned main shift lever 7A, sub shift lever 7B, accelerator lever 7F, steering wheel 10, remote control 90, etc. The various work devices 1C correspond, for example, to the work operation lever 11. The receiver 72, which receives wireless command signals from the remote control 90 (remote control device), converts the received wireless command signals into electrical signals and transmits them to the control unit 30, is provided on the right side of the self-propelled vehicle.

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

However, the present invention is not limited to this, and a specific example of the working device 1C may be a sowing device that performs sowing work along a predetermined row direction. In other words, the working device 1C may be a planting-type working device that performs seedling planting work or sowing work along a predetermined row direction.

The positioning unit 8 outputs positioning data for calculating the position and orientation of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A (corresponding to a "satellite positioning section") that receives radio waves from satellites of the Global Navigation Satellite System (GNSS), and an inertial measurement module 8B (corresponding to a "vehicle orientation measurement section") that detects the three-axial tilt and acceleration of the aircraft 1. The inertial measurement module 8B may be built into the positioning unit 8, or may be provided separately. The satellite positioning module 8A and the inertial measurement module 8B may also be provided separately and functionally combined to form the positioning unit 8.

In the manual driving mode, the control unit 30 controls the driving equipment 1D in response to the operation of the operating tool 1B and the setting state of the information terminal 5, and controls driving by controlling the vehicle speed and steering amount. The control unit 30 also controls the operation of the working device 1C in response to the operation of the operating tool 1B and the setting state of the information terminal 5.

In the manned automatic driving mode or the unmanned automatic driving mode, the control unit 30 calculates the map coordinates (vehicle position) of the vehicle 1 based on the satellite positioning data successively sent from the positioning unit 8. The control unit 30 also acquires a field map and sets a driving route according to the field map and the settings and operation of the information terminal 5. At the same time, the control unit 30 determines the operation of the working device 1C according to the position on the driving route. The control unit 30 then calculates the driving position on the driving route based on the vehicle position, and controls the traveling equipment 1D and the working device 1C according to the driving position on the driving route and the setting state of the information terminal 5. In this way, the control unit 30 controls the work driving in the automatic driving mode.

The control unit 30 also controls the vehicle speed to be reduced and accelerated/decelerated more gently in the manned automatic driving mode compared to the unmanned automatic driving mode. This allows efficient work driving in the unmanned automatic driving mode, and ensures that the ride comfort of the driver on board is not compromised in the manned automatic driving mode.

The engine speed is controlled by an engine speed control microcomputer (corresponding to or built into the control unit 30, etc.) according to the operating position of the main shift lever 7A during manual driving, and according to the control of the automatic driving ECU (automatic driving microcomputer 6) during automatic driving.

The control unit 30 may have any configuration as long as it can realize the above-mentioned functions, and may be composed of multiple functional blocks. Some or all of the functions of the control unit 30 may be composed of software. The software-related program is stored in any storage unit and executed by a processor such as an ECU or CPU provided in the control unit 30, or a processor provided separately.

〔Remote controller〕
The rice transplanter is provided with a remote control 90 shown in FIG. 6, and the rice transplanter can be remotely controlled using the remote control 90. The remote control 90 has seven buttons and two indicators. In this specification, the button should be interpreted in a broad sense, and includes various operating bodies such as switches and keys, and further includes software buttons and hardware buttons. The first button 90a is a power ON/OFF button. The second button 90b pauses the machine body 1 while maintaining the automatic travel mode by a single press operation. Furthermore, the second button 90b stops the machine body 1 and ends the automatic travel mode by simultaneously pressing the function button 90g. At that time, the engine is not stopped. The third button 90c accelerates the machine body 1 by a single press operation, and moves the machine body 1 forward at a slow speed by simultaneously pressing the function button 90g. The fourth button 90d decelerates the machine body 1 by a single press operation, and moves the machine body 1 backward at a slow speed by simultaneously pressing the function button 90g. The fifth button 90e starts automatic travel when pressed simultaneously with the function button 90g. The sixth button 90f starts planting work when pressed simultaneously with the function button 90g. The first indicator 90x indicates the remaining battery charge, and when the remaining battery charge is low, the display color changes from green to red. The second indicator 90y indicates communication ON/OFF. In other words, the second indicator 90y indicates that the remote control 90 has been operated. The second indicator 90y can also display that an operation by the remote control 90 has been accepted by the control system of the rice transplanter.

The functions of each button that are realized by pressing the function button 90g simultaneously may be realized by pressing each button for a long time or twice. The machine 1 may also be stopped by the first button 90a, which is a power button. When the machine 1 is temporarily stopped while remaining in the automatic driving mode, the second button 90b is pressed once. The machine 1 may be stopped and the automatic driving mode may be ended by pressing the second button 90b for a long time or twice. When the engine is stopped for idling stop, the engine may be restarted by operating the buttons on the remote control 90. The functions realized by pressing the function button 90g and each button simultaneously, the functions of each button, and the functions of each button realized by pressing each button once may be interchanged. In this embodiment, the remote control 90 has seven buttons and two indicators, but the number of each may be changed arbitrarily.

When a cradle for the remote control 90 or a connector capable of data communication with the remote control 90 is installed in the driving section 14, the remote control 90 becomes capable of exchanging data with the information terminal 5 and the control unit 30. If the battery of the remote control 90 is rechargeable, it can be charged via the cradle.
In this case, if the cradle is provided with a cover that is waterproof both when the remote control 90 is attached and when it is not attached, the rice transplanter will not be damaged by water when it is washed. By data exchange between the remote control 90 and the information terminal 5, the operation guide and operation results of the remote control 90 can be displayed on the touch panel 50. In addition, at least one of the information terminal 5, the control unit 30, and the remote control 90 may be provided with a function for managing the distance between the remote control 90 and the machine body 1 and issuing a warning when the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote control 90 may be provided with a function for issuing a warning when a communication failure occurs between the information terminal 5 or the control unit 30 and the remote control 90. In addition, it is also possible to adopt a configuration in which the rice transplanter autonomously performs a predetermined sequential operation by a specific operation (such as a demonstration mode operation) on the remote control 90.

The remote control 90 can be configured in various forms. For example, a mobile phone or tablet computer can be used as the remote control 90 by installing an appropriate program on it.

[Information terminal]
The information terminal 5 is provided in the driving section 14 so that an operator (including a driver, a supervisor, etc.) seated in the driver's seat 16 can manually operate, visually confirm, and audibly confirm the information terminal 5. The information terminal 5 has a network computer function. As shown in FIG. 7, a touch panel 50 and a hardware button group 5a consisting of a plurality of operation keys are incorporated in the housing 5A. Furthermore, substantially the same operation keys are displayed as a software button group 50a on the touch panel 50. When the display content of the touch panel 50, for example, a map screen or a route screen, is enlarged by operating the enlarge key, the software button group 50a is erased, but the operation of the software button group 50a can be replaced by the hardware button group 5a. For this reason, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation by the operator is required, the corresponding operation key in the software button group 50a is flashed or lit to call attention. At that time, if the operation key of the hardware button group 5a is also valid, the corresponding operation key of the hardware button group 5a will flash or light up. Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed in black on a white background as much as possible.

[Graphic interface of information terminal]
This rice transplanter can automatically travel to plant seedlings in a field. The information required for this is displayed on the touch panel 50 of the information terminal 5. This information terminal 5 is equipped with a graphic interface for displaying information to the worker and for the worker to input operations via the touch panel 50. At this time, an icon replicating the rice transplanter is displayed on the touch panel 50 to indicate the traveling state of the rice transplanter. This rice transplanter can perform automatic traveling with and without a human, so the shape or color, or both, of the rice transplanter icon are changed in each case. The worker inputs various commands while being guided by the information displayed on the screen of the touch panel 50. The following processes are carried out during automatic traveling:
(1) Sensor and remote control check processing,
(2) Preparation process,
(3) Map creation process,
(4) Route creation process;
(5) Work travel setting process;
(6) Driving assistance processing,
The above steps are carried out, and the information required for each process is displayed on the information terminal 5.

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

In unmanned automatic driving, once driving has begun, the operator does not generally intervene, the main shift lever 7A remains in the neutral position, and driving and operation are controlled by the control unit 30.

In manned automatic driving, the driver operates the main shift lever 7A to start driving, and a certain amount of manual operation may be required when turning or working. In this case, the driver receives guidance provided by the control of the control unit 30 and operates according to the guidance to start driving, turn, or work. For example, guidance is provided to operate the main shift lever 7A in the direction of travel of the route. Guidance is provided by voice guidance or display on the information terminal 5, and includes guidance to encourage operation of the main shift lever 7A or the work device 1C. Furthermore, in manned automatic driving, notifications are given at the start of driving, while reversing, and while turning.

In manned automatic driving, the operation of putting the main shift lever 7A into the neutral position is necessary to start automatic driving, and the operation related to the operation of the working device 1C, such as lowering the seedling planting device 3, is necessary to continue automatic working driving. For example, the working device 1C that was put into a non-working state during turning needs to be put into a working state after turning. Therefore, guidance by voice or the like urging these operations continues unless these operations are performed. For example, in outermost planting work using manned automatic driving, automatic driving will not continue unless the seedling planting device 3 is lowered by manual operation. Therefore, guidance urging the main shift lever 7A into the neutral position continues to be announced until the seedling planting device 3 is lowered.

It is preferable that the guidance to return the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reversing in manned automatic driving, the guidance to return the main shift lever 7A to the neutral position when the main shift lever is operated in the forward/reverse direction during unmanned automatic control, the guidance to lower the seedling planting device 3 raised by the operator during automatic work driving, and the guidance to raise and lower the seedling planting device 3 at the start end of each side in the outermost periphery planting work continue to be notified until an operation in accordance with the guidance is performed. Note that the guidance to return the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reversing in manned automatic driving, the guidance to return the main shift lever 7A to the neutral position when the main shift lever is operated in the forward/reverse direction during unmanned automatic control, and the guidance to lower the seedling planting device 3 raised by the operator during automatic work driving are operations that go against the preset automatic driving, and if such operations are performed, guidance (warning) will be given so that appropriate operations will be performed to perform the set automatic driving.

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

With manned automatic driving selected by the mode selector switch 7E or the like, and with certain conditions met, manned automatic driving is started by pressing the automatic driving start/stop switch 7D, and driving is started by operating the main shift lever 7A in the forward direction. In addition, unmanned automatic driving is started when certain conditions are met, and driving is started by operating the remote control 90; driving will not start by any operation other than the remote control 90.

In the manned automatic traveling mode, the automatic traveling is started by operating the main speed change lever 7A. In addition, in the manned automatic traveling mode, the seedling planting device 3 is lowered by manual operation after the turning is completed. In addition, the manned automatic traveling mode is switched to by operating the automatic traveling start/stop switch 7D.

However, the raising and lowering of the seedling planting device 3 when turning for planting the outermost periphery is operated according to guidance. Even in this case, if it can be confirmed by image analysis using an imaging device or the like that there is no problem in raising and lowering the seedling planting device 3, the raising and lowering of the seedling planting device 3 may also be controlled automatically.

The above guidance may be provided by various means such as audio guidance provided by a voice alarm or a display on the information terminal 5, a stacked light 71 provided on the top of the machine 1, a remote control 90, etc. Such guidance is controlled by a notification control unit, etc., which may be the control unit 30, may be built into the control unit 30, or may be provided separately from the control unit 30.

[Detection by sonar sensor]
1 to 3 and 5, a configuration for detecting an obstacle by a sonar sensor and driving control according to the detected obstacle will be described.

The sonar sensor 60 detects obstacles around the vehicle 1, and during automatic driving, the control unit 30 controls the automatic driving according to the detected obstacles. Specifically, such control can be performed by a functional block such as an automatic driving control unit or an obstacle response unit built into the control unit 30, which includes an automatic driving microcomputer 6, etc., and further, these functional blocks may be provided separately from the control unit 30.

When the vehicle 1 starts moving by unmanned automatic driving (when unmanned automatic driving starts), if an obstacle is detected, the start is suppressed and driving does not start (transmission suppression mode). For example, when unmanned automatic driving starts in forward direction, the detection results of the front sonar 61 and side sonar 63 of the sonar sensor 60 are used, and if the front sonar 61 and side sonar 63 detect an obstacle, the start is suppressed and driving does not start. Also, when unmanned automatic driving starts in reverse direction, the detection results of the rear sonar 62 and side sonar 63 of the sonar sensor 60 are used, and if the rear sonar 62 and side sonar 63 detect an obstacle, the start is suppressed and driving does not start. At this time, the side sonar 63 detects the surroundings of the boarding and alighting step (step 14A), which is the boarding area through which the driver passes when boarding, and in particular detects people who are getting on and off the driver's unit 14.

During unmanned automatic driving, obstacles are detected, and when an obstacle is detected, control such as stopping automatic driving is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during unmanned automatic driving, driving is stopped or the driving speed is decelerated. For example, when the machine body 1 runs straight by unmanned automatic driving, the detection result of the front sonar 61 is used, and when the machine body 1 runs backward by unmanned automatic driving, the detection result of the rear sonar 62 is used. When turning by unmanned automatic driving, the detection result of the lateral sonar 63 may be used in addition to these, or only the detection result of the lateral sonar 63 in the turning direction may be used. When driving is stopped, the driving speed may be gradually decelerated and the machine body 1 may finally be stopped. In addition, obstacle detection may be performed during round-trip work driving along the internal round-trip route IPL, and further, obstacle detection may be performed during the outermost planting (outermost work driving). In addition, the control of driving using the detection results of the sonar sensor 60 is not limited to unmanned automatic driving, but may also be performed during manned automatic driving or manual driving. In particular, the outer loop route ORL (see FIG. 4) is used for work driving by manned automatic driving or manual driving. There are many obstacles such as water inlets on the outermost periphery of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even during manned automatic driving or manual work driving on the outermost periphery.

[Seedling supply]
The seedling supply and the drug supply will be described with reference to Figs. 1 to 5.

When the rice transplanter runs out of seedlings, it will replenish the seedlings. When replenishing the seedlings, the machine body 1 moves forward and approaches the seedling replenishment position at the edge of the seedling supply side SL. When seedling supply is complete, the machine body 1 moves backward and returns to the travel route.

The automatic driving can be set to a mode with seedling supply and a mode without seedling supply. In the seedling supply mode, the vehicle 1 stops temporarily and the automatic driving is temporarily stopped at the end position (end point) of the internal round trip route IPL before the turning route or at the terminal area nearby in order to select whether or not to supply seedlings. When seedling supply is not necessary, automatic driving is resumed by manually operating the remote control 90 during the temporary stop, and turning driving is performed toward the next internal round trip route IPL, and the vehicle 1 waits in a stopped state until the remote control 90 is operated. When seedling supply is necessary, a manual operation is performed to indicate that seedling supply is necessary, and the vehicle 1 first automatically travels straight toward the ridge at a predetermined vehicle speed for a predetermined distance and stops. After that, the vehicle 1 can be moved to the edge of the seedling supply side SL by another manual operation using the remote control 90. At this time, the vehicle 1 travels at a predetermined vehicle speed only while a predetermined button on the remote control 90 is pressed, for example. In another embodiment, the seedling supply location (supply position) may not be the seedling supply side, but a specific seedling supply point (supply position) on the outer periphery of the field. Also, in the seedling supply mode, a route may be generated toward the seedling supply side or seedling supply point, and the vehicle may automatically travel along the route.

The function of supplying seedlings in the seedling supply mode as described above may be referred to as the "choi-zui" function or simply "choi-zui", and driving related to the "choi-zui" function may be referred to as "choi-zui driving".

Operations related to seedling supply may be performed by the remote control 90, or may be performed by another operating device 1B. For example, when seedling supply is not required, automatic travel may be resumed and turning travel may be performed by operating a specific operating device 1B such as a switch for starting automatic travel (automatic start operating device (not shown)) and then operating the main shift lever 7A in the direction of travel. When seedling supply is required, the main shift lever 7A may be operated in the direction of travel, and the vehicle 1 may be moved to the edge of the seedling supply side SL in accordance with the operation. Note that during unmanned automatic travel, since there may be no occupant in the driver's unit 14, it is preferable that operations be performed by the remote control 90.

In addition, the above explanation has been about supplying seedlings, but the function of moving the seedlings aside may also be used when supplying other materials at the supply position of the seedling supply side SL.

Even in the no seedling supply mode, the machine 1 stops temporarily at the boundary between the turning path and the internal shuttle path IPL to switch control. Even in the no seedling supply mode, it may become necessary to move the machine 1 to the edge of the seedling supply side SL due to an unexpected need to supply seedlings or other circumstances. At this time, while the machine 1 is temporarily stopped, the machine 1 can be moved to the edge of the seedling supply side SL by manual operation using the remote control 90, etc. Alternatively, the machine 1 is gradually decelerated before being temporarily stopped, and during that time, the machine 1 can be moved to the edge of the seedling supply side SL by manual operation using the remote control 90, etc.

After the vehicle 1 has stopped temporarily, travel may be automatically resumed after a predetermined time has elapsed, or manual operation may be required to resume travel.

During manned automatic traveling, guidance is given to the operation of the main shift lever 7A, etc., and traveling is performed based on the corresponding operation. However, in the outermost planting work, the turning traveling (changing of direction) connecting each side of the outer loop path ORL switches between forward and backward without the driver's operation. Therefore, even in manned automatic traveling, it is preferable not to provide guidance even if the traveling is switched during traveling that does not require such operation. However, even in the turning traveling that connects each side of the outer loop path ORL, the operation of the working device 1C may be configured to require manual operation, and in this case, guidance is provided to perform the operation related to the operation of the working device 1C.

[Control when seedlings or fertilizer run out]
1 to 5, the control to be performed when seedlings or fertilizer run out will be described.

A sensor (one of sensor group 1A) that detects the remaining amount of each material may be provided in the devices that supply various materials, such as the seedling planting device 3, fertilizer applicator 4, chemical sprayer 18, and sower. Below, a seedling cut sensor that detects the remaining amount of seedlings is used as an example, but it can also be applied to various materials such as fertilizer, chemicals, and seed rice.

When the seedling-out sensor detects that the remaining amount of seedlings is below a predetermined amount, the control unit 30 may cause the information terminal 5, the voice alarm generating device 100, etc. to report this fact.

In addition, when the work travel starts or when work travel is resumed after stopping, if the seedling-out sensor detects that the remaining amount of seedlings is below a predetermined amount, the control unit 30 may control the travel so that the travel does not occur. If planting work is performed when the remaining amount of seedlings is insufficient, there is a possibility that missing seedlings will occur in the middle of the field. Therefore, by configuring the vehicle not to travel when there is such a possibility, the occurrence of missing seedlings is suppressed.

If it is detected that the remaining amount of seedlings is below a predetermined amount during the travel route, the machine 1 may be stopped, or the machine may be allowed to travel to the seedling supply side SL with the seedling planting device 3 raised. In addition, the remaining amount of seedlings required for work travel to the next seedling supply side SL is calculated based on the detection of the seedling shortage sensor, and if a predetermined amount is detected within the range of the amount required to return to the seedling supply side SL, the machine may be configured to continue work travel and travel to the seedling supply side SL. In addition, if the amount of seedlings is insufficient, the machine may not enter the next work route, and a notification device such as the information terminal 5 or remote control 90 may notify the operator of this. In addition, the machine may be configured to travel to other sides where seedlings can be supplied, depending on the position detected by the seedling shortage sensor, not limited to the seedling supply side SL. When moving to the seedling supply side SL or other sides during automatic travel, a travel route from that location may be generated, and the machine may automatically travel along the travel route.

The seedling-broken sensor that detects when seedlings are broken may be configured to perform image analysis using an imaging device to determine that seedlings are broken when the number of seedlings falls below a threshold, or may input captured images into a machine-learned model to detect when seedlings are broken. In addition, the seedling-broken sensor that detects when seedlings are broken may be a seedling-broken sensor (one of sensor group 1A) that detects the presence or absence of seedlings and is provided at the end of the seedling feed section of the seedling loading platform 21.

The movement to the seedling supply side SL can be performed using the slight movement function, but when the seedling planting device 3 is raised (empty operation), the speed limit for slight movement is lifted and the travelling speed can be faster than when slight movement is performed before and after the turning area. This allows the vehicle to move quickly to the seedling supply side SL even if a decrease in the remaining seedlings is detected at a position far from the seedling supply side SL.

Similarly, when the rice transplanter runs out of pesticide, it replenishes it with more. When replenishing pesticide, the machine body 1 moves backwards and moves to the edge of the rice paddy at the seedling supply side SL. When replenishing pesticide is complete, the machine body 1 moves forward and returns to the travel route.

When replenishing chemicals, the manned automatic driving mode maintains the automatic state, but the machine turns under human operation and travels in reverse to bring the machine 1 close to the edge of the seedling supply line.

In unmanned automatic driving, the machine body 1 is temporarily stopped when moving from the turning path to the internal shuttle path IPL, and during that time, manual operation can be performed to cause the machine body 1 to move backwards (slightly closer) at a predetermined speed, bringing the machine body 1 closer to the edge of the seedling supply side SL. This manual operation can be performed using the remote control 90, etc. Note that such manual operation can be accepted while traveling in the middle of a turn, and the machine body 1 will move backwards at a predetermined speed after the turn is completed.

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

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

The map information storage unit 552 stores map information indicating the shape of the work area based on position information indicating the position of the work area and time information indicating the time when the map information was created. The shape of the work area is the shape of the field where the rice transplanter performs planting work, and corresponds to the outer shape of the field. In this embodiment, such information indicating the outer shape of the field is treated as map information. The position of the work area is the position of the field, and may be the position of the outer periphery of the field, or the position of the entrance E through which the rice transplanter enters and exits the field. It may also be the position of the center of the field. In addition, the time information indicating the time when the map information was created may be a timestamp indicating the time when the above-mentioned position information was acquired, or may be a timestamp indicating the time when the map information was stored in the map information storage unit 552. The map information includes position information that specifies the position of the above-mentioned field by latitude information, longitude information, altitude information, etc., as well as time information that specifies the time when the map information was created. In addition, the location information in the map information can be generated based on the coordinate position based on the work site coordinates, X and Y coordinates from a specific reference point, etc., instead of the longitude and latitude information of the positioning.

The display device 551 has a display screen. In this embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5. In this embodiment, the touch panel 50 also serves as the display screen. For this reason, unless otherwise specified, the display screen will be described as the touch panel 50.

The map information display unit 553 displays on the touch panel 50 map information extracted based on the machine position, position information, and time information from the map information stored in the map information storage unit 552. As described above, the map information is stored in the map information storage unit 552, and the map information includes position information and time information. The machine position is the position of the machine 1 in the real space calculated by the machine position calculation unit 311, and specifically, the current position of the rice transplanter.
The map information display unit 553 extracts map information that indicates the outer shape of the field including the current position of the rice transplanter and has the latest time stamp based on the time information from the map information stored in the map information storage unit 552, and displays the extracted map information on the touch panel 50. This makes it possible to automatically display the latest map information indicating the shape of the field on the touch panel 50 when the rice transplanter is in the field.

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

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

When traveling through each of the multiple areas separated along the perimeter of the work area, the position information calculation unit 571 calculates position information based on the vehicle position and the position of the rear end of the vehicle 1 on the outer perimeter when traveling in one area begins. The outer perimeter of the work area is the outer perimeter of the field where the rice transplanter performs planting work, and corresponds to the inner perimeter of the ridges that divide the field. For example, if the outer shape of the field is polygonal, the multiple areas separated along the perimeter of the work area correspond to each side of the polygon. Also, if the outer shape of the field has at least an arc-shaped portion, the arc-shaped portion may be considered as one area and the field may be divided into multiple areas. Of course, even if the outer shape is polygonal, one side may be divided into multiple areas.

Here, the rice transplanter is provided with a working unit that can be raised and lowered relative to the machine body 1 and performs ground work. The working unit that performs ground work is the seedling planting device 3. In this case, it is preferable for the position information calculation unit 571 to determine the start of travel when the seedling planting device 3 in the raised position is lowered, and the end of travel when the seedling planting device 3 in the lowered state is returned to the raised position. The time when the seedling planting device 3 in the raised position is lowered is the time when the planting mechanism 22 of the seedling planting device 3 is brought close to the planting surface (field scene) of the field so that seedlings can be planted on the planting surface, and the ground leveling float 15 is grounded. The descent of the seedling planting device 3 can be detected by providing a sensor (one of the sensor group 1A) on the ground leveling float 15, or by detecting the position of the work operation lever 11 that raises and lowers the seedling planting device 3.

The point at which the seedling planting device 3, which is in a lowered state, is returned to the raised position is the point at which the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field and the ground leveling float 15 is separated from the planting surface. This raising of the seedling planting device 3 can also be detected by providing a sensor (one of the sensor group 1A) on the ground leveling float 15, or by detecting the position of the operation lever 11 that raises and lowers the seedling planting device 3.

In this way, the position information calculation unit 571 is able to appropriately calculate position information by determining the start of traveling as the point when the planting mechanism 22 of the seedling planting device 3 is brought close to the planting surface of the field so that seedlings can be planted on the planting surface and the ground leveling float 15 touches the ground, and the end of traveling as the point when the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field and the ground leveling float 15 separates from the planting surface.

Returning to FIG. 8, the map information creation unit 572 creates map information showing the shape of the work site based on the position information. The position information is calculated by the position information calculation unit 571 described above and transmitted to the map information creation unit 572. The map information showing the shape of the work site corresponds to a map showing the shape of the field by continuously connecting coordinates consisting of latitude information and longitude information indicated by the position information acquired by the rice transplanter traveling around the perimeter of the field. Therefore, the map information creation unit 572 creates a map showing the shape of the field by continuously connecting coordinates consisting of latitude information and longitude information indicated by the position information calculated by the position information calculation unit 571. Such map information can be created using a known method, so a description will be omitted. Note that here, map information in the process of being created will also be simply described as map information.

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

The driving route (route) that is the target of automatic driving consists of an internal round trip route IPL for performing seedling planting work in the internal area IA of the field, a circular route for performing seedling planting work in the outer peripheral area OA of the field, and a start point guidance route for moving from a guidance start possible area GA set near the entrance/exit E to the start point (work start point) S of the internal round trip route IPL. Note that the outer peripheral area OA of the field is the area where seedling planting work is performed by driving along the circular route, and the internal area IA is the area that remains inside the outer peripheral area OA. The route creation process here includes a round trip route creation process, a seedling supply route creation process, a circular route creation process, and a start point guidance route creation process.

The functional units required for various processes related to route creation are built in the information terminal 5, as shown in FIG. 9. This information terminal 5 is connected to the control unit 30, which builds functional units such as the vehicle position calculation unit 311, the driving control unit 312, and the work control unit 313, via a communication line such as an in-vehicle LAN. The control unit 30 is also connected to the traveling equipment 1D and the work device 1C. The functional units built in the information terminal 5 are the reference edge setting unit 521, the round trip path creation unit 522, the driving direction determination unit 523, the supply edge setting unit 531, the supply control management unit 532, the circular path creation unit 524, the driving mode management unit 525, the start point setting unit 541, and the start point guided path creation unit 542.

The reference side setting unit 521 sets one side of the outline of the farm (field, etc.) where the rice transplanter is to work as the reference side. The round trip path creation unit 522 creates an internal round trip path IPL including a plurality of straight paths extending in a predetermined direction relative to the reference side. The running direction determination unit 523 sets the running direction in the internal round trip path IPL. The supply side setting unit 531 sets a specific side of the outline of the farm as a material supply side of the material consumed by the rice transplanter. The supply control management unit 532 manages the supply running control in cooperation with the running control unit 312 to move the rice transplanter toward the material supply side from the end area of the straight path of the internal round trip path IPL running toward the material supply side, or from the start area of the straight path that runs next, or from both areas. The circular path creation unit 524 creates at least one circular path in the outer periphery of the farm based on the running trajectory in the outline calculation running that runs along the boundary line of the field to calculate the outline of the farm. The operation mode management unit 525 allows the selection of manned automatic driving, unmanned automatic driving, and manual driving as the operation mode of the circular route. The start point setting unit 541 sets the start point S of the work driving using the internal round trip route IPL. The start point guidance route creation unit 542 creates a start point guidance route SGL for automatically guiding the rice transplanter that satisfies the guidance conditions to the start point S.

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

When creating a route in the internal area IA, the reference side for planting and the planting direction are selected. Numerical values are assigned to the sides that are candidates for the planting reference side. The worker selects the desired side as the reference side, and then selects whether the planting direction is parallel or perpendicular to the reference side. This planting direction becomes the direction of the straight path for round trip travel in the internal area IA. A combination of a straight path and a turning path is used for round trip travel, but this straight path is not limited to being straight, and may be a large curve or a serpentine path.

When selecting the planting direction, the system may be configured so that when the reference side is selected, the planting direction that minimizes the number of round trips during the round trip is automatically selected. Also, when the planting direction is selected for the first time in the same field or a similar field, the planting direction that is parallel to the longest side of the field may be set as the default, and when the planting direction is selected thereafter, the previous selection result may be set as the default.

The field shape is not limited to a rectangle, but may be a quadrangle such as a trapezoid or a rhombus, or may be a triangle or a polygon with pentagons or more. Therefore, the reference side is not limited to the four sides of a rectangle, and a side whose opposing sides are non-parallel may be selected. Furthermore, if a curved side is selected as the reference side, a travel route may be set along that side, or a route that gradually becomes linear may be set. However, in such cases, the error will be large, so it may be prohibited from being selected as the reference side.

When working in the internal area IA, seedlings need to be replenished during the work while traveling back and forth. Note that the seedling replenishment here can be interpreted as the replenishment of other materials (chemicals, fertilizer, fuel, etc.). When replenishment of seedlings, the rice transplanter must interrupt its travel and approach the ridge, but it is possible for the rice transplanter to automatically stop at a position where it can approach the ridge for this seedling replenishment. The user can select whether or not to perform this automatic stop for approaching the ridge (automatic stop at the seedling replenishment side) through this screen. Furthermore, the side where seedlings are replenished is the field side that intersects with the straight route during the round trip, and this side can also be selected through this screen. One side or two sides may be selected. Furthermore, in a deformed field, two adjacent sides may be candidates for the replenishment side.

When a field is special, candidates for material supply edges need to be selectable from among all field edges. For this reason, when such special fields are considered, the material supply edges are configured so that they can be selected from among all field edges.

Even when working along a circular route in the outer perimeter area (surrounding planting), seedling replenishment may be required. In this case, the machine 1 is automatically stopped at the edge of the field. At that time, if the machine 1 is more than a specified distance away from the edge of the field, the machine 1 is pulled over to the side of the field and then automatically stopped. When it automatically stops, a notification is issued to encourage replenishment.

Regarding the selection of the seedling supply edge, the system may be configured so that the seedling supply edge for peripheral planting travel is determined, preferably automatically, by selecting the reference edge, or the system may be configured so that the seedling supply edge is selected and then the reference edge is determined, preferably automatically.

In seedling supply, the front of the machine body 1 generally needs to approach the ridge (supply edge), so it moves forward toward the ridge before turning or during turning. After supply, it enters the next straight path by moving backward and turning. For the turning control performed when entering the next straight path, control with a fixed turning radius is convenient. In this case, the machine body 1 moves backward to a position where normal turning travel is performed on the original straight path, and from there it enters the next straight path by normal turning travel. In chemical supply, etc., the rear of the machine body 1 needs to approach the ridge, so a turning and backward ridge approaching travel in which it turns and then moves backward is adopted as the ridge approaching travel. After supply, it moves forward to enter the next straight path. This series of seedling supply travel can also be remotely controlled using a remote control 90 or the like.

If seedlings are supplied near a deformed ridge, there is a possibility that the machine 1 may approach the ridge when turning to return to the next straight path after supplying seedlings. In such a turning run, the turning start position is set farther from the ridge than in a normal turn, and the turning radius is changed.

When automatic stopping for seedling supply is selected, the machine will automatically travel straight into the outer peripheral area (also called the pillow area) OA on the supply side. For this automatic travel, an extended route generated by extending the straight route of the internal round trip route IPL is used. While traveling on this extended route, no work such as planting, sowing, or fertilizing is performed, and the machine 1 will automatically stop at a processing position approaching the ridge.

When replenishing without selecting automatic stop, when the seedling planting device 3 is raised before or during a turn, it is possible to approach the ridge by manual operation or interrupt control using the remote control 90. In that case, automatic operation cannot be resumed unless the machine 1 is manually driven to the next starting point after replenishing. Of course, if replenishing is not required, there is no need to select automatic stop. Examples of when replenishing is not required include when dense seedlings or long (roll) mat seedlings are used, when a direct seeding device is installed instead of the seedling planting device 3, etc. Regardless of replenishing, the machine 1 may be set to stop before or during a turn by operation using the remote control 90, etc.

When remote control is used, such as with a remote controller 90, the remaining amount of supply materials may be checked using a remaining amount sensor rather than visually by the worker, and the detection result or the lack of materials may be transmitted to the remote controller 90, or an audio alert may be sent to those in the vicinity. If the remaining amount sensor detects that a material is out (lack of materials), the machine can be automatically stopped. Such automatic stopping and notification of lack of materials (lack of materials) can be performed not only during work travel in the inner area IA, but also during work travel in the outer peripheral area OA. In this case, the machine may be configured to create a material supply route to the material supply position.

The remaining amount sensor can be configured with a machine learning model that takes images captured by a camera as input and outputs the remaining amount of materials, such as seedlings. Furthermore, if the remaining amount of materials can be estimated, the position at which to automatically stop to replenish materials can also be estimated. Based on this estimated position, an automatic stop for material replenishment can be scheduled. This reservation can be made automatically or manually, and the reservation can be canceled manually.

When the remaining amount of materials can be estimated, a determination is made as to whether the estimated remaining amount is sufficient to travel to the next location where supplies can be made. Based on the results of this determination, the machine 1 stops to reinforce the materials, and a notification is given of the predicted location from which to start the material supply run.

In this embodiment, the work travel (surrounding planting travel) in the outer peripheral area OA is performed along the inner circular route IRL located inside the outer peripheral area (headland) OA and the outer circular route ORL located outside the outer peripheral area OA as a circular route. Travel along the inner circular route IRL is called inner circular travel or inner circular travel, and travel along the outer circular route ORL is called outer circular travel or outer circular travel. In map creation, the inner circular route IRL is created so as to substantially match the travel path traveled by the machine body 1. The inner circular route IRL is a route between the inner round trip route IPL and the outer circular route ORL. The inner circular travel and the outer circular travel can be performed automatically with manning, automatically without manning, or manually.

In this embodiment, the outer loop route ORL is specified to be a manned automatic route even if it is an automatic route. However, since the outer loop route ORL is based on the travel trajectory of the teaching travel for map creation, and the travel is with the seedling planting device 3 lowered, there is little possibility of problems occurring even with unmanned automatic travel. For this reason, it may be configured so that unmanned automatic travel can also be selected for the outer loop route ORL. In addition, since the inner loop route IRL and the outer loop route ORL are each set as separate routes, the algorithm is likely to become complicated, but a connecting route between the two routes may be set from the beginning. Alternatively, a route may be set that guides from the end point of the inner loop route IRL to the start position of the outer loop route ORL.

In this embodiment, in order to secure sufficient space for turning during round-trip travel, the circular path formed in the outer peripheral area OA is set to a two-round circular path. However, depending on the model and the number of work rows, a one-round circular path may be sufficient. Therefore, the configuration may be such that it is possible to select a one-round circular path. However, when the circular path is formed as a one-round circular path, it is preferable to adopt a turning path using reverse travel, or a connecting turning path that connects two angle-shaped turning paths with a connecting straight path that exceeds the work width, as the turning path used in the round-trip travel. In this case, when traveling on the connecting straight path, travel control is performed to imitate the circular path, but special measures such as expanding the allowable range of the border crossing judgment that specifies the distance from the ridge are adopted. Furthermore, a turning retry function is also adopted in which, when there is a risk of interference with the ridge during turning, the turning is gradually performed by turning multiple times using reverse travel, etc.

In the route creation process, a normal turn (180 degree turn) or a U-shaped turn (going straight to approach the ridge, then going backwards, making the normal turn, and finally going forward to enter the next work start point) is usually adopted based on a predetermined trajectory, but for specific purposes such as dry planting or when the work width is narrower than the space for turning along the ridge, a turning method like that shown in Figure 10 or Figure 11 may be adopted.

Figures 10 and 11 show examples of the special turning (turning path) described above. Figure 10 shows an example of a transition turn. This transition turn is a transition run to move from one straight path to the next straight path, not to an adjacent straight path. This transition turn consists of a first turning path (given the symbol Q1 in Figure 10) that changes direction by approximately 90 degrees, a straight path (given the symbol Q3 in Figure 10), and a second turning path (given the symbol Q2 in Figure 10). The length of the straight path is calculated according to the position of the straight path to which it is to be transferred. Figure 11 shows an example of a back-turn turn using reverse travel. A back-turn turn is used when there is little space for the turning run (distance to the ridge: width of the outer peripheral area OA) when moving from the straight path currently traveled to an adjacent path by turning. The back-and-forth turning shown in FIG. 11 consists of a first turning path (given the symbol R1 in FIG. 11), a backward reverse turning path (given the symbol R2 in FIG. 11), and a second turning path (given the symbol R3 in FIG. 11). The first turning path and the backward reverse turning path realize a driving called a back-and-forth turning, and by increasing the number of back-and-forth turning, the space required for turning can be reduced.

[Interruption/termination of automated driving, advancing the driving line, resuming automated driving after interruption]
If a situation occurs during automatic driving that makes automatic driving difficult, automatic driving is interrupted or terminated, and driving control is shifted to manual. When automatic driving is terminated, it is impossible to resume work in automatic driving, but when automatic driving is interrupted, it is possible to resume work in automatic driving. In automatic driving, the history of automatic driving (such as the travel route traveled) is recorded. When automatic driving is resumed at the same machine position or after traveling in manual driving after an interruption of automatic driving, the machine position where automatic driving was interrupted and the ID of the travel route at that machine position are read from the memory or the like. When the interruption position and the restart position are different and the interruption position and the restart position are on the same line, restart can be instructed by the touch panel with the machine overlapping on the line. When the interruption position and the restart position are on different lines, the travel route displayed on the touch panel 50 is used to advance the set travel route (called line forwarding), and the travel route is matched to the current position of the machine 1.

The following items are added regarding the screen display of the driving route on the touch panel 50.
(1) The driving route where the autonomous driving was interrupted is drawn in a characteristic color such as red. At this time, the route section to be color-changed is preferably a straight route unit, but may be a partial section of the straight route including the interruption point.
(2) When there are multiple routes near the interruption point of the automatic driving, the operator selects the driving route to be processed.
(3) The color of the travel route is changed according to the work attribute of the travel route. For example, a route along which seedling planting work has been completed, a route where seedling planting work is currently being performed, a route where seedling planting work will be performed in the future, a route where seedling planting work has not been performed, called an empty running route, and the like are each colored in a distinguishable manner. In addition, the area around a route where seedling planting work has been completed may be colored according to the work width (each row unit).
(4) Even during manual driving, the driving trajectory is matched with the driving route map, and the work traces traveled during manual driving are also displayed as previously worked areas.
(5) In order to facilitate reversing the driving route when automatic driving is interrupted, manual driving along multiple driving routes is performed, and then automatic driving is resumed, a driving route fast-forward and fast-rewind function is provided.
(6) When resuming autonomous driving, it is necessary to select the driving line to resume on. To facilitate this selection, when autonomous driving is resumed, the route where the vehicle was interrupted, the route following the interrupted route, or the route immediately before the interrupted route is set as the default resumption route.

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

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

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

The driving control unit 312 automatically drives the rice transplanter while working in the work area based on the acquired map information and the machine's position. In this embodiment, as described above, a driving route that is the target of automatic driving is set based on the map information in the route creation process. Therefore, the driving control unit 312 automatically drives the rice transplanter while planting seedlings in the field so that the machine's position is along the driving route. Since the control of automatically driving the rice transplanter along such a driving route is well known, a detailed description is omitted.

When a preset travel stop condition is met, the travel stop instruction unit 52 instructs the travel control unit 312 to stop work travel. The preset travel stop condition is a condition for stopping automatic travel. For example, such a travel stop condition can be when the remaining amount of work materials used for work becomes equal to or less than a predetermined amount. The work materials used for work correspond to seedlings used for planting work, fertilizers to be applied to the field, and chemicals. Of course, the work materials may be at least one of seedlings, fertilizers, and chemicals. Therefore, when the remaining amount of seedlings used for planting work or fertilizers or chemicals to be applied to the field becomes equal to or less than a predetermined amount, the travel stop instruction unit 52 instructs the travel control unit 312 to stop work travel. The remaining amount of seedlings, fertilizer, or chemicals may be directly detected by a sensor, or may be theoretically calculated by subtracting the amount used from the amount originally loaded.

When the driving control unit 312 receives such a stop instruction from the driving stop instruction unit 52, it stops the automatic driving control. Therefore, the rice transplanter stops automatic driving when the remaining amount of seedlings to be used for planting work or fertilizer or chemicals to be applied to the field falls below a predetermined amount.

When the travel stop instruction unit 52 is configured to issue a stop instruction when the remaining amount of work materials falls below a predetermined amount, the notification unit 57 may be configured to notify that the remaining amount of work materials is low when the remaining amount of work materials falls below the predetermined amount. The notification may be made by the information terminal 5 or the machine body 1. Furthermore, the notification may be made to a mobile terminal (e.g., a smartphone) carried by the user. The timing of the notification may be when the remaining amount of work materials falls below the predetermined amount, or when the remaining amount of work materials approaches a predetermined point (e.g., a ridge) after falling below the predetermined amount. This not only enables the user to know that the remaining amount of work materials is below the predetermined amount, but also makes it possible for the user to know that a stop instruction has been issued by the travel stop instruction unit 52.

Here, the rice transplanter is configured to exceptionally perform automatic travel in response to a user's instruction even when a stop instruction is received. Therefore, the invalid instruction unit 53 is configured to invalidate the stop instruction by the travel stop instruction unit 52 in response to a user's instruction and perform an invalid instruction to enable automatic travel by the travel control unit 312, even when a stop instruction is received. A case where a stop instruction is received is a case where the remaining amount of seedlings used for planting work or fertilizer or chemicals to be applied to the field falls below a predetermined amount, and the travel stop instruction unit 52 issues a stop instruction. The user's instruction corresponds to, for example, a predetermined operation by the information terminal 5 (pressing a predetermined operation button) or a predetermined operation by the remote control 90 (pressing a predetermined operation button). Therefore, even if the remaining amount of seedlings to be used for planting or fertilizer or chemicals to be applied to the field falls below a predetermined amount and the travel stop instruction unit 52 issues a stop instruction, when the user performs a predetermined operation on the information terminal 5 (for example, a display indicating the disablement can be displayed on the touch panel 50, and it can be recognized that the operation has been performed when the user touches the display) or when a predetermined operation is performed on the remote control 90, the invalid instruction unit 53 invalidates the stop instruction from the travel stop instruction unit 52 and issues an invalid instruction to the travel control unit 312 to enable automatic travel. This causes the rice transplanter to resume automatic travel.

In addition, the rice transplanter has been described as having at least one of seedlings, fertilizer, and chemicals as the work materials, but other work materials may be used. In addition, the rice transplanter has been described as having at least one of seedlings, fertilizer, and chemicals as the work materials, but other work materials may be used. Disabling the travel stop instruction unit 52 may mean disabling the stop instruction by the travel stop instruction unit 52, or disabling the function of the travel stop instruction unit 52 itself. In either case, by configuring as described above, when the stop instruction is disabled by the disable instruction unit 53, the rice transplanter can automatically travel while the rice transplanter travels a preset distance or until a predetermined time has elapsed.

In this embodiment, the driving control unit 312 automatically drives the robot along a driving route that is set in the work area as a target for automatic driving. In particular, in the internal area IA of the farm field, automatic driving is performed along the internal round-trip route IPL as shown in FIG. 13. Such internal round-trip routes IPL are set as multiple round-trip driving routes that go back and forth within the internal area IA. Therefore, the driving control unit 312 drives the robot along the multiple round-trip driving routes in the work area. In this case, when the driving control unit 312 receives the above-mentioned invalid instruction, that is, when the cancel instruction is invalidated by the invalid instruction unit 53, it is preferable that the driving control unit 312 drives the robot to the end position or the next start position on the round-trip driving route.

The end position of the round-trip travel route corresponds to the end position G1 of the internal round-trip route IPL1 when the round-trip travel route is a one-way travel route (for example, the internal round-trip route IPL1). In this case, if the cancel instruction is invalidated by the invalid instruction unit 53 while traveling on the internal round-trip route IPL1, the travel control unit 312 may travel to the end position G1 of the internal round-trip route IPL1. Also, if the round-trip travel route is an outward travel route and a return travel route (for example, it is composed of the internal round-trip route IPL1 and the internal round-trip route IPL2), the end position corresponds to the end position G2 of the internal round-trip route IPL2. In this case, if the cancel instruction is invalidated by the invalid instruction unit 53 while traveling on the internal round-trip route IPL1 or the internal round-trip route IPL2, the travel control unit 312 may travel to the end position G2 of the internal round-trip route IPL2.

The next start position in the round-trip travel route corresponds to the start position S2 of the internal round-trip route IPL2, which is the next round-trip travel route, when the round-trip travel route is a one-way travel route (for example, the internal round-trip route IPL1). In this case, when the cancel instruction is invalidated by the invalid instruction unit 53 while traveling on the internal round-trip route IPL1, the travel control unit 312 may travel to the start position S2 of the internal round-trip route IPL2. Also, when the round-trip travel route is an outward travel route and a return travel route (for example, composed of the internal round-trip route IPL1 and the internal round-trip route IPL2), the start position S3 of the internal round-trip route IPL3, which is the next round-trip travel route, corresponds to this. In this case, when the cancel instruction is invalidated by the invalid instruction unit 53 while traveling on the internal round-trip route IPL1 or the internal round-trip route IPL2, the travel control unit 312 may travel to the start position S3 of the internal round-trip route IPL3. This prevents the rice transplanter from stopping in the center of the field, and makes it possible to drive to a location in the field where it is easy to replenish seedlings and fertilizer, for example, and then stop the rice transplanter there.

In this embodiment, the canceling unit 54 is also configured to cancel the invalid instruction issued by the invalid instruction unit 53. This makes it possible to cancel the state in which automatic driving is enabled by the invalid instruction issued by the invalid instruction unit 53 in response to an instruction from a user, for example, in response to the user's intention to cancel. The cancellation by the canceling unit 54 may be performed in response to the user's intention to cancel, or may be performed automatically in response to an instruction from the information terminal 5 or a higher-level system.

As described above, the rice transplanter is configured to replenish work materials such as seedlings and fertilizer when the work materials loaded on the rice transplanter run low during seedling planting work. The rice transplanter is equipped with a material replenishment position setting unit 55 that sets a replenishment position for replenishing such work materials on the round-trip travel route.

When such a supply position is set, the travel control unit 312 may travel to the next supply position when the cancel instruction is invalidated by the invalidation instruction unit 53. This allows the rice transplanter to automatically travel to the next supply position, making it possible to supply work materials.

For example, it is preferable to know in advance whether the above-mentioned supply position has been set. Therefore, it is preferable to configure the supply instruction receiving unit 56 to receive an instruction as to whether or not to supply the work materials when the remaining amount of the work materials falls below a predetermined amount while traveling on the round-trip travel route. This makes it possible for the travel control unit 312 to automatically travel to the above-mentioned next supply position.

On the other hand, if an instruction to replenish work materials has not been received, the travel control unit 312 may stop the vehicle when it reaches a preset point on the round-trip travel route. The preset point may be, for example, the end point of the outbound travel route and the end point of the return travel route of the round-trip travel route, or it may be the end point of the round-trip travel route. It may also be a point different from the start point or end point of the round-trip travel route. By stopping the vehicle when it reaches such a point, it becomes possible to ask for instructions from the user each time.

In the above embodiment, the travel stop instruction unit 52 is described as issuing a stop instruction when the remaining amount of seedlings or fertilizer used for planting seedlings falls below a predetermined amount, but the travel stop instruction unit 52 can also issue a stop instruction when an object sensor (e.g., sonar sensor 60) detects an object present around the machine body 1. Of course, it is also possible to configure the unit to issue a stop instruction both when the remaining amount of seedlings or fertilizer falls below a predetermined amount and when the object sensor detects an object.

As described above, when an object is detected around the vehicle 1 by the sonar sensor 60, the vehicle 1 is temporarily stopped in automatic operation (automatic driving) in response to a stop command. However, when it is determined that the detected object does not interfere with automatic driving (specifically, when it is determined that the automatic driving does not interfere based on the size of the detected object, such as when a detection result indicating that the size of the object is equal to or smaller than a predetermined size is obtained by a sensor other than the sonar sensor 60, or when the object is found to be an obstacle of a size that can be ignored by visual inspection by a person (e.g., an operator), etc.), it is possible to configure the automatic driving to continue by the above-mentioned stop command invalidation process. In addition, at that time, in the vicinity of the detected object, the running speed of the vehicle 1 may be set to a predetermined running speed slower than the normal running speed (the running speed when no object is detected) and the vehicle may pass by the object. These operations may be performed by the remote control 90, the information terminal 5, etc., or may be performed automatically by an automatic control program.

In the above embodiment, the driving control unit 312 is described as driving the work site along multiple round-trip driving routes, and when the stop instruction is invalidated by the invalidation instruction unit 53, driving to the end position on the round-trip driving route or the next start position. However, the driving control unit 312 can also be configured to drive the work site along multiple round-trip driving routes, and when the stop instruction is invalidated by the invalidation instruction unit 53, driving to a location other than the end position or the next start position on the round-trip driving route.

In the above embodiment, it has been described as further comprising a cancellation unit 54 that cancels the invalid instruction issued by the invalid instruction unit 53, but it is also possible to configure the system without comprising the cancellation unit 54.

In the above embodiment, the driving stop instruction unit 52 is described as issuing a stop instruction when the remaining amount of work materials used for the work falls below a predetermined amount, but it is also possible to configure the driving stop instruction unit 52 not to issue a stop instruction even when the remaining amount of work materials falls below a predetermined amount.

In the above embodiment, the material supply position setting unit 55 is provided to set a supply position for supplying work materials on the round-trip travel route, and the travel control unit 312 is described as traveling to the next supply position when the stop instruction is invalidated by the invalidation instruction unit 53. However, it is also possible to configure the system without the material supply position setting unit 55, and the travel control unit 312 can also be configured not to travel to the next supply position even when the stop instruction is invalidated.

In the above embodiment, the supply instruction receiving unit 56 is provided to receive an instruction as to whether or not to replenish the work materials when the remaining amount of the work materials falls below a predetermined amount while traveling along the round-trip travel route, and the travel control unit 312 is described as stopping the vehicle when it reaches a preset point on the round-trip travel route if it has not received an instruction to replenish the work materials. However, it is also possible to configure the vehicle without the supply instruction receiving unit 56, and the travel control unit 312 can also be configured not to stop the vehicle when it reaches a preset point on the round-trip travel route if it has not received an instruction to replenish the work materials.

In the above embodiment, it has been described that the device is provided with a notification unit 57 that notifies the user that the remaining amount of work materials is low when the remaining amount of work materials is below a predetermined amount, but it is also possible to configure the device without the notification unit 57.

In the above embodiment, the work performed by the rice transplanter has been described as planting seedlings, but the rice transplanter may perform other work. Also, the work materials have been described as at least one of seedlings, fertilizer, and chemicals, but they may be other work materials.

[Border crossing determination process]
The border crossing determination process in the rice transplanter will be described. FIG. 14 is a block diagram showing the functional parts in the border crossing determination process. As shown in FIG. 14, in the border crossing determination process in this embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is provided with a machine position calculation unit 311, a border crossing determination unit 64, a border crossing prevention control unit 65, a border crossing permission unit 66, a resume instruction unit 67, and a temporary stop instruction unit 68. Each functional part is constructed of hardware or software or both with a CPU as a core member in order to perform processing related to border crossing determination.

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

The rice transplanter travels through a boundary-marked work area. The border crossing determination unit 64 determines whether the machine body 1 has crossed the boundary line based on the boundary line set to avoid contact with the boundary line and the machine body position. The boundary line corresponds to, for example, a ridge or road (hereinafter referred to as "ridge, etc.") adjacent to the field that is set to divide the field, as shown in FIG. 15. The boundary line is set along the outer edge of the field (field contour line) as shown in FIG. 15 to prevent the rice transplanter from contacting such a boundary object. In the case of the rice transplanter, it is preferable to set such a boundary line in a map used for work travel. Such a map is stored in the above-mentioned map information storage unit 552 as map information indicating the shape of the work area, and the map information is acquired from the map information storage unit 552 by the map information acquisition unit 51. The boundary line may be predefined in such map information, or may be calculated and set when the machine travels around the field and acquires field shape information indicating the field shape. The vehicle position is transmitted from the vehicle position calculation unit 311 described above. Therefore, in order to prevent the rice transplanter from contacting ridges, etc., the border crossing determination unit 64 determines whether the vehicle 1 is crossing a boundary line based on a boundary line virtually set on a map used by the rice transplanter for work travel and the vehicle position transmitted from the vehicle position calculation unit 311.

When it is determined that the machine 1 is crossing the boundary line, the crossing prevention control unit 65 prohibits the machine 1 from traveling. "When it is determined that the machine 1 is crossing the boundary line" refers to when the above-mentioned crossing judgment unit 64 judges that the machine 1 of the rice transplanter is crossing the boundary line. For this reason, it is preferable to configure the crossing prevention control unit 65 so that the judgment result of the crossing judgment unit 64 is transmitted to the crossing prevention control unit 65. Here, the rice transplanter is automatically traveled while working in the work area based on the map information and the machine position by the travel control unit 312. Therefore, when the crossing judgment unit 64 judges that the machine 1 of the rice transplanter is crossing the boundary line, the crossing prevention control unit 65 prohibits the travel control unit 312 from automatically traveling, and further prohibits not only automatic traveling but also manual traveling. As a result, the rice transplanter stops at a position in the field corresponding to the position where the boundary line is set in the map information.

The border crossing permission unit 66 suspends the judgment by the border crossing judgment unit 64 in response to the border crossing permission command, and permits the machine 1 to cross the boundary line. The border crossing judgment unit 64 continues to judge whether the machine 1 is crossing the boundary line. The border crossing permission command is a command that permits crossing the boundary line. Such a border crossing permission command corresponds to, for example, an instruction to travel across the boundary line by a user operating the remote control. When such an instruction is acquired, the border crossing permission unit 66 suspends the judgment by the border crossing judgment unit 64, assuming that there has been a border crossing permission command by the user that permits the machine 1 to cross the boundary line. This allows, for example, the rice transplanter to travel across the boundary line to the outer edge of the field by operating the remote control, making it possible to replenish seedlings, fertilizers, and chemicals to be used for planting work, for example.

When permission has been given by the border crossing permission unit 66 and a preset part of the machine 1 enters the center of the work site beyond the boundary line, the restart instruction unit 67 restarts the determination by the border crossing determination unit 64 and stops the permission by the border crossing permission unit 66. "When permission has been given by the border crossing permission unit 66" means that the border crossing permission unit 66, having received a border crossing permission command, has permitted the machine 1 to be in a state of crossing the boundary line. The preset part of the machine 1 may be, for example, the center of the machine 1, or may be, for example, a specified part between the front end and center of the machine 1 when traveling forward, or may be, for example, a specified part between the rear end and center of the machine 1 when traveling backward.

When the border crossing permission unit 66, which has received the border crossing permission command, has permitted the aircraft 1 to cross the boundary line, if a set portion set in a predetermined portion of the aircraft 1 enters the center side of the boundary line, the resume instruction unit 67 causes the border crossing determination unit 64 to resume the suspended determination, and causes the border crossing permission unit 66 to stop permitting the aircraft 1 to cross the boundary line. This causes the border crossing determination unit 64 to resume the border crossing determination.

It is also preferable that the above-mentioned set portion can be changed according to the level of proficiency in the work performed in the work area. The level of proficiency in the work performed in the work area is the level of proficiency in the planting of seedlings performed by the rice transplanter in the field. Specifically, it is the degree of familiarity with the planting of seedlings. For example, the set portion should be set closer to the front end between the front end and the center of the machine body 1 when traveling forward than to a user (a beginner worker) who is not familiar with planting seedlings, and closer to the rear end between the rear end and the center of the machine body 1 when traveling backward. This allows the more familiar the user is to get closer to the ridges, etc., and the less familiar the user is to prevent the user from approaching the ridges, etc.

In addition, it is more preferable to set the set location to the inside of the machine body 1 when traveling closer to the center of the work area than when traveling on the outer periphery of the work area. This allows the judgment conditions to be relaxed when traveling on the center of the work area compared to when traveling on the outer periphery, making it possible to proceed with work smoothly.

In addition, it is preferable that the set portion is provided forward of the center of the fore-and-aft direction of the vehicle body 1 when the vehicle body 1 moves forward, and that the set portion is provided rearward of the center of the fore-and-aft direction of the vehicle body 1 when the vehicle body 1 moves backward. By setting the set portion in this way, the set portion can be set according to the driving state, which improves convenience.

For example, the set location can be set to at least one of the following: the tip of the spare seedling tray on which spare seedlings used for planting are placed, the tip of the bonnet provided on the front side of the machine body 1, both ends in the width direction of the machine body 1 in the planting section where seedlings are planted, the mounting section for the GPS antenna used for satellite positioning, and the center of gravity of the machine body 1. This makes it easy to set the set location.

The temporary stop instruction unit 68 temporarily stops the travel of the machine body 1 when the machine body 1 exceeds the boundary line by a preset amount, even if the crossing permission unit 66 has given permission. This makes it possible to prevent the rice transplanter from coming into contact with ridges, etc.

Next, we will use Figure 16 to explain. As shown in Figure 16 (a), the rice transplanter performs work travel along the internal round-trip path IPL set in the internal area IA, and when it reaches the boundary between the internal area IA and the outer peripheral area OA, automatic operation is temporarily stopped. In this state, when a predetermined time has elapsed, the rice transplanter performs turning travel in the outer peripheral area OA and performs work travel along the next internal round-trip path IPL.

If the machine 1 is manually moved forward within a predetermined time after reaching the boundary between the inner area IA and the outer peripheral area OA, and the border crossing determination unit 64 determines that the machine 1 will cross the boundary line, i.e., the position of the set area indicated by the black circle in FIG. 16(b) is determined to cross the boundary line, the border crossing prevention control unit 65 prohibits the machine 1 from traveling. As a result, the rice transplanter is temporarily stopped, as shown in FIG. 16(b).

In this state, if a border crossing permission command is issued, the border crossing permission unit 66 allows the machine 1 to cross the boundary line. In this case, the permitted state continues until the machine 1 exceeds the boundary line by a preset amount. Therefore, during this period, the rice transplanter can move forward and backward.
The positions where the changed setting parts are to be set are indicated by white circles in FIG. 16(c).

When the aircraft 1 is permitted to cross the border, and the preset parts of the aircraft 1 (all the preset parts located at the positions indicated by the white circles) enter the inner area IA as shown in FIG. 16(d), the restart instruction unit 67 causes the border crossing determination unit 64 to resume border crossing determination.

When the border crossing determination unit 64 resumes border crossing determination, as shown in FIG. 16(e), the part used to determine whether the aircraft 1 has crossed the border is returned to the original part (part indicated by a black circle) from the preset part in the aircraft 1 shown in FIG. 16(d).

In the above embodiment, even if permission has been granted by the border crossing permission unit 66, the temporary stop instruction unit 68 is provided to temporarily stop the movement of the vehicle 1 when the vehicle 1 exceeds the boundary line by a preset amount. However, it is also possible to configure the vehicle 1 without the temporary stop instruction unit 68.

In the above embodiment, the set area is described as being changeable depending on the level of proficiency of the work to be performed at the work site, but it is also possible to configure the set area so that it cannot be changed depending on the level of proficiency of the work.

In the above embodiment, the set portion is described as being located forward of the center of the fore-aft direction of the aircraft 1 when the aircraft 1 moves forward, and is located rearward of the center of the fore-aft direction of the aircraft 1 when the aircraft 1 moves backward, but it is also possible to configure the set portion so that it does not change when the aircraft 1 moves forward or backward. It is also possible to set the set portion rearward of the center of the fore-aft direction of the aircraft 1 when the aircraft 1 moves forward, and forward of the center of the fore-aft direction of the aircraft 1 when the aircraft 1 moves backward.

In the above embodiment, the setting portion is described as at least one of the tip of the spare seedling tray on which spare seedlings to be used for planting are placed, the tip of the bonnet provided on the front side of the machine body 1, both ends in the width direction of the machine body 1 in the planting section where the seedlings are planted, the mounting portion for the GPS antenna used for satellite positioning, and the center of gravity of the machine body 1, but it is also possible to provide the setting portion in a portion other than these.

In the above embodiment, the set location is described as being set inside the vehicle 1 when traveling closer to the center of the outer periphery of the work area than when traveling on the outer periphery of the work area (outer periphery area OA). However, the set location can be set at the same position when traveling on the outer periphery of the work area and when traveling closer to the center of the outer periphery of the work area, and the set location can be set outside the vehicle 1 when traveling closer to the center of the outer periphery of the work area than when traveling on the outer periphery of the work area.

Next, an embodiment regarding interruption of automatic traveling and resumption of automatic traveling will be described with reference to FIG. 17 and FIG. 18. In the functional block diagram shown in FIG. 17, a traveling route storage unit 526, a traveling route setting unit 527, and a traveling route search unit 528 are newly provided in the information terminal 5. The traveling route shown in FIG. 18 is composed of an internal round trip route IPL, an inner circuit route IRL, and an outer circuit route ORL. In this modification, the internal round trip route IPL is composed of a plurality of parallel straight-line routes (travel route elements), and the inner circuit route IRL and the outer circuit route ORL are composed of straight-line routes (travel route elements) parallel to the upper side and left and right sides of the field, and a curved route along the lower side of the field. In addition, in the route generation process, the curved route is managed as a plurality of straight-line parts LE connected by nodes LN. Therefore, in this modified example, one curved path can be treated as one travel path element, and each of the multiple straight line parts LE constituting one curved path can also be treated as a travel path element. In other words, the travel path elements other than the curved path are travel sections set at the timing of raising and lowering the seedling planting device 3, but each straight line part LE (travel path element) constituting one curved path as described above is considered to be a travel section divided by the path generation algorithm. Therefore, the curved path is treated as a single travel path element as a whole, but in some cases, it is also treated as a collection of multiple continuous travel path elements.

The travel route storage unit 526 stores a group of travel route elements, which are travel routes generated by the round trip route creation unit 522 and the circular route creation unit 524 according to the shape of the work site. The travel route setting unit 527 sets the travel route elements sequentially read out from the travel route storage unit 526 as a target travel route that is the target of automatic travel. The set target travel route is provided to the travel control unit 312. The travel control unit 312 has an automatic travel mode in which the vehicle 1 is steered based on the vehicle position and the target travel route (travel route elements) calculated by the vehicle position calculation unit 311, and a manual travel mode in which the vehicle 1 is steered based on the driver's manual operation. The travel route search unit 528 searches for travel route elements used in the target travel route required to start automatic travel when the automatic travel mode is resumed to start automatic travel again after the automatic travel mode is stopped, and provides the searched travel route elements to the travel route setting unit 527. Stopping the autonomous driving mode includes a "pause," in which the autonomous driving mode is temporarily withdrawn and resumed after a predetermined time has elapsed or driving in a predetermined manual driving mode, and a "complete stop," in which a start procedure including initial processing is required to resume the autonomous driving mode. A "complete stop" occurs when an event occurs that essentially shuts down the control system, such as stopping the engine or turning off the main key. Whether it is a "pause" or a "complete stop," when the autonomous driving mode is resumed, an appropriate target driving route must be set by the driving route setting unit.

The transition from the automatic driving mode to the manual driving mode during driving is usually performed by the worker switching the driving mode. However, if the control system of the work vehicle determines that the necessary conditions for the automatic driving mode are not met, the automatic driving mode is automatically stopped and the vehicle is stopped, and then the transition to the manual driving mode occurs. If any automatic cancellation event occurs during driving in the automatic driving mode, the automatic driving mode is stopped and the vehicle is switched to the manual driving mode. After that, in response to the occurrence of an automatic restart event (operation to start automatic driving) for restarting the automatic driving mode, the driving route search unit 528 searches for a target driving route required when restarting the automatic driving mode. The search for the target driving route by the driving route search unit 528 can be performed manually by the worker or automatically.

Automatic cancellation events include an emergency stop of engine 2 or a temporary stop of engine 2, which is accompanied by stopping the automatic driving mode. Automatic restart events include turning on the vehicle main switch, returning from an engine temporary stop, turning on the automatic driving start button, etc. The process of searching for a target driving route by the driving route search unit 528 can also be started by clicking a search start button displayed on the touch panel 50.

Each travel route element constituting the travel route element group is stored in the travel route storage unit 526 with location information, which is the position of each travel route element expressed in map coordinates or field coordinates, as an attribute value, as used in road information such as car navigation systems. This allows the travel route search unit 528 to search for a target travel route based on the desired automatic travel mode restart position and the location information. If the desired automatic travel mode restart position is the current vehicle position, the automatic travel mode can be restarted from the current vehicle position by extracting a travel route element that is close to the current vehicle position and outputting the extracted travel route element as the target travel route. When the automatic travel mode is to be restarted at the position where the automatic travel mode was stopped (the position where the automatic release event occurred), it is preferable to drive the vehicle 1 to the position where the automatic release event occurred and generate an automatic restart event. Also, when the automatic travel mode is to be restarted at a desired position far away from the position where the automatic travel mode was stopped, it is preferable to drive the vehicle 1 to the desired position and generate an automatic restart event.

In addition, if the current aircraft 1 is far away from the position where the automatic driving mode was stopped, an algorithm is used to set a guide driving route from the current aircraft position to the driving route element that was set at the position where the automatic driving mode was stopped.

Furthermore, in this embodiment, each travel route element used for work travel is stored in the travel route storage unit 526 with "work travel" or "no work travel" as an attribute value. This allows the travel route search unit 528 to search for only travel route elements that have not yet been used for work travel as candidates for the target travel route.

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

When there are many display element groups and it is difficult to click and select the desired display element on the small screen of the touch panel 50, a line feed function as shown in FIG. 19 can be used. In this line feed, the target display element is displayed so as to be distinguishable from other display elements by changing the brightness or color (shown by a thick line in FIG. 19). When line search is selected from the menu of the information terminal 5, a display element group corresponding to the travel route element group is displayed on the touch panel 50, and a forward button (+ button) and a backward button (- button) are displayed on the software button group 50a of the information terminal 5. By clicking the forward button (+ button) or the backward button (- button), the target display element advances or retreats sequentially. When the desired display element becomes the target display element, the operator presses the decision button. As a result, the travel route search unit 528 reads out the travel route element corresponding to the display element from the travel route storage unit 526 and provides it to the travel route setting unit 527. In other words, the line feed function is possible with the travel section set at the timing of raising and lowering the seedling planting device 3 as a unit. In the normal line feed function, the curved path in FIG. 18 is treated as a single line, consisting of a collection of multiple consecutive travel path elements, so when the display element corresponding to the curved path becomes the focused display element, pressing the advance button causes the focused display element to advance to the display element corresponding to the next travel path element on the curved path.

However, when a display element corresponding to a curved route becomes the focus display element, a separately set button can be operated to sequentially advance through multiple consecutive travel route elements (straight line portions LE) that make up the curved route, allowing the selection of a display element that corresponds to any straight line portion LE of the curved route. This configuration also makes it possible to select a straight line portion LE at a desired position on a curved route as shown in FIG. 18. Furthermore, in the case of a long curved route, the number of straight line portions LE becomes large, making their handling cumbersome, so it is also possible to treat some of the many straight line portions LE that make up the curved route as a line collection and treat them as one unit of line advancement.

Next, a modified example of turning for transitioning from a straight path to a straight path will be described with reference to Figs. 17, 20, 21, and 22. For this special turning, a complementary route setting unit 529 is provided in the information terminal 5 as shown in Fig. 17.
The functional units that directly exchange data with the navigation system 29 are a travel route storage unit 526 and a travel route setting unit 527 .

Here, the travel route storage unit 526 stores at least one circuit route created for traveling in the outer circumferential area OA, and multiple internal round trip routes IPL created for traveling in the inner area IA located inside the outer circumferential area. When one of the internal round trip routes IPL is specifically limited, it is called a straight route. The circuit route can be selected from either a one-way route or a two-way route, and the two-way route consists of an inner circuit route IRL and an outer circuit route ORL. The one-way route is the outer circuit route ORL.

The driving path setting unit 527 sets the circular path and the straight path read from the driving path storage unit 526 as the target driving path that is the target of automatic driving. In this modified example, the driving control unit 312 has a turning driving mode in which the machine travels in a non-working state based on a turning path that connects the straight paths of the internal round trip path IPL that extend parallel to each other. The supplementary path setting unit 529 sets a supplementary path that supplements the turning path, as described below.

As shown in Figure 20, when the field is rectangular, the end point of the straight path currently traveled on the internal shuttle path IPL and the start point of the next straight path to be traveled are almost aligned horizontally, so the turning travel connecting them is along a semicircular or semielliptical turning path TP. Note that in Figures 20, 21, and 22, the end point of the straight path is given an "e" and the start point of the straight path is given an "s". The turning path TP used when the distance between the end point of this straight path and the start point of the straight path is short is a path that makes a simple 180-degree turn. The turning path TP used when the distance between the end point of the straight path and the start point of the straight path is long is a path that makes two 90-degree turns and a straight path in between.

However, as shown in FIG. 21, when the field shape is other than a rectangle, the end point of the straight path (internal round trip path IPL) that is close to the circular path and the start point of the straight path (internal round trip path IPL) that should be traveled next may be greatly separated diagonally. In such a case, the turning path does not become a simple semicircular turning path or a semielliptical turning path. For this reason, as shown in FIG. 21, a simple 180-degree turning is performed immediately from the end point of the straight path that is currently being traveled, and the vehicle moves to the start point of the straight path that should be traveled next by reversing without working from that position. From the start point of the straight path reached by reversing, normal forward work traveling is performed. This traveling mode is effective when the end point of the straight path currently being traveled and the start point of the straight path that should be traveled next are not very far apart. If the end point of the straight path currently being traveled and the start point of the straight path that should be traveled next are greatly separated, the reversing distance becomes large. Traveling backwards like this can damage unworked areas and have a negative impact on the subsequent seedling planting work. An example of a travel mode for avoiding this problem is shown in FIG. 22. The basic feature of this travel mode is that the end point of a straight path that cannot be connected by a simple semicircular or semi-elliptical turning path and the start point of the straight path are connected by a simple turning path supplemented with a complementary path CL. This complementary path CL is set by the complementary path setting unit 529.

In FIG. 22, the complementary path CL is used in turning from the end point of the straight path (currently traveling path) indicated by L1 to the start point of the straight path (next traveling path) indicated by L2. In the following, the straight path to which L1 is assigned is referred to as the first straight path, and the straight path to which L2 is assigned is referred to as the second straight path. An extension of the first straight path intersects with the inner loop path IRL at an intersection CLS. Furthermore, a point on the inner loop path IRL that intersects with the first straight path at the intersection CLS and that is close to the start point of the second straight path is set as a neighboring point CLE. The complementary path setting unit 529 sets the extension section of the first straight path and the section between the intersection CLS and the neighboring point CLE of the inner loop path IRL as the complementary path CL. As a result, the end point of the first straight path can be connected to the start point of the second straight path by the complementary path CL and the turning path from the nearby point CLE to the start point of the second straight path. The complementary path CL uses the internal round trip path IPL that has been generated in advance, so there is no need to generate a new path. Note that, since the distance between the nearby point CLE and the second straight path is short, the turning path using reverse movement as shown in FIG. 11 is used for the turning path from the nearby point CLE to the start point of the second straight path.

In order to avoid a turning path as shown in FIG. 22, a straight line portion of the outermost outer loop path ORL can be used as the supplementary path CL. In this case, since the distance between the neighboring point CLE set on the outer loop path ORL and the start point of the second straight path becomes long, a 180-degree turning path as shown by the dotted line in FIG. 10 is used as the driving path connecting the two points, rather than a turning path. If the distance is even longer, a turning path using two 90-degree turns as shown by the dotted line in FIG. 10 and straight driving between them (a type of semi-elliptical turning path) is used.

In the example of FIG. 22, the complementary route setting unit 529 reuses a circular route that has already been generated and stored in the driving route storage unit 526 as the complementary route CL. Alternatively, the complementary route setting unit 529 may set a route parallel to the circular route that has already been generated as the complementary route CL. Parallel movement of a route has the advantage of requiring a lower computational load than generating a new complementary route CL.

As yet another driving mode, the complementary path setting unit 529 can also set a path parallel to the internal round trip path IPL as the complementary path CL. For example, in the example of FIG. 22, the second straight path can be translated to a position where it overlaps with the first straight path and used as the complementary path CL. Alternatively, the first straight path can be extended as it is to a position closest to the starting point of the second straight path, and the extension can be used as the complementary path CL.

The complementary route setting unit 529 can register the following conditions regarding the setting of the complementary route CL.
(1) When the internal round-trip path IPL is traveled in the automatic travel mode, the end point of the internal round-trip path IPL currently travelling and the start point of the internal round-trip path IPL to be travelled next are connected by travelling in the turning travel mode. At that time, the complementary path setting unit 529 sets the complementary path CL when the condition that the distance from the end point of the internal round-trip path IPL currently travelling to the start point of the internal round-trip path IPL to be travelled next is equal to or greater than a predetermined value is satisfied.

(2) When multiple settable complementary routes CL are calculated, the complementary route setting unit 529 selects the one that has the shortest length of the turning driving route including the complementary route CL.

(3) The complementary route setting unit 529 preferentially sets complementary routes CL that do not enter the internal area IA or complementary routes CL that have a short travel distance within the internal area IA.

(4) The complementary route setting unit 529 preferentially sets, as the complementary route CL, a travel route having a travel direction that matches the travel direction when the vehicle 1 travels along the complementary route CL. For this reason, the circular route and the internal round trip route IPL are stored in the travel route storage unit 526 with the travel direction as one of the attribute values.

In the above-described embodiment, the remote control 90 is used for starting and stopping automatic driving, and for making small adjustments when replenishing materials, but it is also suitable for manual operation in areas where steering is difficult and automatic driving is difficult. In particular, in areas where the vehicle 1 is exposed to danger, such as on slopes, remote operation using the remote control 90 is advantageous because the driver does not get into the vehicle 1.

Figure 23 shows an area near the entrance/exit E as a special area SA with high steering difficulty. Figure 24 shows a functional block diagram of a control system that functions when work driving in the special area SA is manually steered by the remote control 90. In this functional block diagram, the information terminal 5 is newly equipped with a work management unit 530. The work management unit 530 divides the farm into an outer peripheral area OA, an inner area IA located inside the outer peripheral area OA, and a special area SA with high steering difficulty. The driving path setting unit 527 sets a circular path consisting of an inner circular path IRL and an outer circular path ORL for driving in the outer peripheral area OA, and an inner round trip path IPL for driving in the inner area IA as target driving paths that are the target of automatic driving. The driving control unit 312 has an automatic driving mode in which the vehicle is steered based on the vehicle position calculated by the vehicle position calculation unit 311 and the target driving route, a manual driving mode in which the vehicle 1 is driven based on manual operation by an operator who is on board the vehicle 1, and a remote control driving mode in which the vehicle 1 is driven based on remote operation by an operator outside the vehicle using a remote control 90.

The remote control driving mode can be assigned as the default driving mode in the special area SA. In this case, the driving mode is switched to the remote control driving mode just before the machine 1 enters the special area SA. As a result, in special areas where automatic driving is difficult, the worker performs work driving by remote control using the remote control 90. Since automatic driving is prohibited in special areas, the machine 1 is forcibly stopped just before the rice transplanter enters the special area, and a notification is issued that manual driving using the remote control 90 is required.

The seedling planting work near the entrance/exit E, which is set as the special area SA, is the final stage of work in the entire field, and the shape of the work area is complex (a deformed polygonal shape), with a mixture of narrow and wide working widths. Furthermore, seedling planting work requires accurate positioning of the work vehicle, and it is necessary to avoid planting seedlings in areas where seedling planting has already been completed. For this reason, the working width needs to be changed frequently during partial work processes. Changing the working width during seedling planting work is possible by changing the number of seedling planting rows on the seedling planting device 3. This change needs to be performed remotely using the remote control 90.

For this reason, for remote control in the special area SA, not only the functions of the remote control 90 described above but also an expanded remote control 90 with additional special functions is used. As shown in FIG. 24, this remote control 90 is equipped with a traveling equipment operation unit 91 and a work equipment operation unit 92. The traveling equipment operation unit 91 is provided to remotely control the start and stop of the machine body 1, the vehicle speed, and the steering of the machine body 1, and wirelessly transmits traveling control signals in response to the operator's operation to the traveling control unit 312. The work equipment operation unit 92 is provided to remotely control the operation of the work equipment such as the seedling planting device 3, and wirelessly transmits work control signals in response to the operator's operation to the work control unit 313.

The work equipment operation unit 92 can command the raising and lowering of the seedling planting device 3, the ON/OFF of the planting mechanism 22, etc. Furthermore, the work equipment operation unit 92 is provided with an effective row designation unit 921. The effective row designation unit 921 can designate the working width of the seedling planting device 3, that is, the number of seedling planting rows. As shown in FIG. 25, the power from the engine 2 is distributed to each planting mechanism 22 via each row clutch EC. Each row clutch EC is configured to be able to select the start and stop of work by the seedling planting device 3 for each predetermined number of rows. In this example, the each row clutch EC is configured to be able to select the start and stop of work by the seedling planting device 3 for each two rows, but the each row clutch EC may be configured to be able to select for each row or for each three or more rows. The worker operates the effective row designation unit 921 of the remote control 90 to designate the desired number of seedling planting rows and transmit it to the work control unit 313. The work control unit 313 controls the ON/OFF of each row clutch EC based on the specified number of seedling planting rows, creating the desired number of seedling planting rows, i.e. the desired work width.

When boundaries such as farm ridges are not straight but have an uneven shape, or when boundaries intersect at an acute angle, steering during work driving in the vicinity of that area becomes complicated, as in the vicinity of the entrance/exit E, and is not suitable for automatic driving, so manual steering using the remote control 90 is effective. Since such areas differ from field to field, they must be set for each field in order to be the special area SA. For this reason, the work management unit 530 constructed in the information terminal 5 allows the worker to set any area of the field as the special area SA using a map of the field displayed on the touch panel 50, which is an example of a display unit.

The remote control running mode of the present invention can be implemented under various control conditions as described below.
(1) Ground work such as planting seedlings in the special area SA is possible only in the remote control travel mode. Traveling in the special area SA without ground work is possible in modes other than the remote control travel mode.
(2) Pre-set sequential operations, such as starting travel, turning on and off the clutch EC for each row, planting seedlings for a specified distance, and stopping travel, are programmed as one unit of work travel operations, and this one unit of operation is executed by one unit of remote control operation. One unit of remote control operation is a combination of specific buttons on the remote controller 90 or the operation of a specially provided program button.
(3) When the aircraft 1 is in the special area SA, the remote control driving mode will be maintained unless a special operation is performed.
(4) When an operator is on board the vehicle 1 and is manually driving the vehicle, even if the vehicle 1 reaches the special area SA, the vehicle continues in the on-board manual driving mode, which is manual driving by the operator, without switching to the remote control driving mode. When the vehicle 1 reaches the special area SA, the vehicle may be stopped temporarily and control may be executed to select either the remote control driving mode or the on-board manual driving mode.

Next, the steering control used for turning will be described. The steering angle of the front wheels 12A is adjusted by the operation of the steering mechanism. Conventionally, in the turning of the rice transplanter shown by the solid line in FIG. 11 (90 degree turn + straight + 90 degree turn) and the turning shown by the dotted line in FIG. 11 (90 degree turn), the steering angle was turned to the maximum angle at the start of the turn, and then the steering angle was returned to neutral to perform a 90 degree turn. Turning at the maximum angle improves turning performance, but there are problems of damaging the field and deteriorating turning accuracy. For this reason, in this embodiment, the maximum angle is not used at the start of the turn, and a turning start angle smaller than the maximum angle according to the turning degree of the turning run (90 degrees in FIG. 11) is used. The turning start angle may be calculated using the turning degree as a parameter, but it is even better if the vehicle speed is also used as a parameter. Alternatively, a target turning path may be set, and the deviation from the target turning path may be calculated based on the aircraft position calculated by the aircraft position calculation unit 311, and the steering angle may be fine-tuned based on this deviation.

The maximum left and right turning angles and the median value of the turning angles of the steering mechanism installed are used as reference values to calculate the steering angle. However, because the steering mechanisms installed in each rice transplanter have different characteristics, the maximum left and right turning angles and the median value of the turning angles may differ for each rice transplanter. Therefore, if steering control is performed using a common target steering angle, the appropriate steering angle may not be obtained. For this reason, in this embodiment, the maximum left and right turning angles and the median value of the turning angles of the steering mechanism are measured in advance and the values are stored. During actual steering control, a steering angle control signal is generated by referring to the stored maximum left and right turning angles and the median value of the turning angles.

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

During automatic driving, the vehicle 1 travels along a work driving route WL, which is a driving route for work driving where work such as planting seedlings is performed while driving, and a non-work driving route NWL, which is a driving route for non-work driving where no work is performed. On the work driving route WL, driving is performed at a preset vehicle speed V0. The vehicle speed V0 is kept at a relatively low vehicle speed in order to perform work appropriately. On the non-work driving route NWL, driving is performed at a preset vehicle speed V1 that is even slower than the vehicle speed V0.

When work travel is performed following non-work travel, the travel distance of the non-work travel may be long. For example, as shown in FIG. 26, when travel is made forward on the non-work travel path NWL to the planting start point WSP, which is the start position of work travel on the work travel path WL, and work travel is performed from the planting start point WSP on the work travel path WL to plant seedlings, the travel distance of straight travel on the non-work travel path NWL may be long. Also, as shown in FIG. 27, when non-work travel is made backward on the non-work travel path NWL to the planting start point WSP on the work travel path WL, and then forward from the planting start point WSP on the work travel path WL to plant seedlings, the travel distance of straight travel backward may be long.

In such a case, in automatic driving, non-work driving is performed at a relatively slow vehicle speed V1, and the time for which non-work driving is performed is long. Therefore, as shown in Figures 28 and 29, when non-work driving by forward or reverse is performed, if the distance traveled in a straight line is equal to or longer than a predetermined distance TS1 (corresponding to the "first distance"), or if the time traveled in a straight line is equal to or longer than a predetermined time, the driving vehicle speed may be increased to a vehicle speed V2 (corresponding to the "second vehicle speed") that is faster than the vehicle speed immediately before the set vehicle speed V1, etc. (corresponding to the "first vehicle speed").

During non-work driving, no work is being performed, and there is no need to suppress the vehicle speed in order to perform work appropriately. Furthermore, if the distance or time spent on non-work driving at low speed is long, work efficiency decreases. By implementing the long-distance driving amplification function, the vehicle speed can be increased (vehicle speed V2) in situations where the distance or time spent on non-work driving at low speed (vehicle speed V1) is long, thereby optimizing the vehicle speed during non-work driving and improving work efficiency.

The driving related to the long-distance driving amplification function is controlled by the control unit 30, as shown in FIG. 30. The control unit 30 includes a driving control unit 312 and an automatic driving control unit 75. The driving control unit 312 drives the vehicle 1 by controlling the driving equipment 1D (corresponding to the "driving device") according to the control of the automatic driving control unit 75 or the operation of the operating device 1B such as the main shift lever 7A. During automatic driving, the automatic driving control unit 75 controls the driving control unit 312 to drive along a predetermined driving route according to the vehicle's position determined based on the positioning data output by the satellite positioning module 8A (corresponding to the "satellite positioning unit"), while controlling the work device 1C such as the seedling planting device 3.

When the distance traveled in a straight line during non-work driving exceeds a predetermined distance TS1, the driving control unit 312 increases the driving speed during automatic driving to a vehicle speed V2 that is faster than the preset vehicle speed V1. The distance traveled in a straight line during non-work driving is measured using the driving equipment 1D, the positioning unit 8, etc. When measuring the distance traveled in a straight line using the driving equipment 1D, a rotation speed sensor 12C is provided to measure the rotation speed of the axle of the wheel 12 or the drive shaft that transmits the driving force from the engine 2 to the wheel 12, and the travel distance is calculated from the rotation speed of the axle or drive shaft. When measuring the distance traveled in a straight line using the positioning unit 8, the driving control unit 312 measures the change in the orientation of the vehicle during non-work driving using the inertial measurement module 8B (corresponding to the "vehicle orientation measurement unit") of the positioning unit 8, and determines that the vehicle 1 is traveling in a straight line if the change in the orientation of the vehicle during driving for a predetermined time or distance is within a predetermined range. At the same time, the driving control unit 312 calculates the driving distance from the amount of change in the vehicle position output by the satellite positioning module 8A of the positioning unit 8. The driving control unit 312 then determines whether the distance traveled straight during non-work driving is equal to or greater than a predetermined distance TS1.

In this way, by using the traveling equipment 1D and the positioning unit 8 to determine whether the vehicle is traveling straight, it is easy to determine whether the vehicle is traveling straight during non-work travel, and the amplification function for long-distance travel can be easily implemented.

Furthermore, when the distance traveled straight from the vehicle's position to the planting start point WSP is equal to or greater than a predetermined distance TS2 (corresponding to the "second distance"), the driving control unit 312 may increase the vehicle speed during automatic driving to a vehicle speed V2 that is faster than the preset vehicle speed V1, regardless of the distance traveled straight. Automatic driving travels along a predetermined driving route. Furthermore, the position (coordinates) of the planting start point WSP on the field map is known in advance, and the vehicle's position (coordinates) on the field map is also known by the positioning unit 8. Therefore, the driving control unit 312 can calculate the distance from the vehicle's position to the planting start point WSP and determine whether it is equal to or greater than the predetermined distance TS2.

In this way, not only is the vehicle speed increased after non-work driving has been performed for a predetermined distance or time, but because the driving route is predetermined during automatic driving, it is known in advance whether the distance from the vehicle's position to the planting start point WSP is greater than or equal to the predetermined distance TS2, and when it is determined that the distance from the vehicle's position to the planting start point WSP is greater than or equal to the predetermined distance TS2, the vehicle speed is increased. As a result, it becomes possible to increase the vehicle speed from the start of non-work driving, allowing for more efficient driving.

Furthermore, during non-work driving at vehicle speed V2, the driving control unit 312 may decelerate the vehicle speed to vehicle speed V1 when the distance from the vehicle position to the planting start point WSP becomes equal to or less than a predetermined distance TS3 (corresponding to the "third distance").

In this way, when the vehicle is in an accelerated speed state during non-work travel and the planting start point WSP is approached, the vehicle speed is reduced to a vehicle speed V1 suitable for work travel, and deceleration begins toward the planting start point WSP, and the vehicle speed is reduced to a vehicle speed suitable for work by the time the vehicle reaches the planting start point WSP, allowing work travel to be performed at an appropriate vehicle speed.

The long-distance travel amplification function may be implemented in the non-work travel route NWL including a turning route connected to the work travel route WL. For example, in the non-work travel route NWL including straight-line travel during turning by non-work travel, the long-distance travel amplification function may be implemented when the distance or time of straight-line travel is long. In addition, in the non-work travel route NWL including straight-line travel before or after turning in non-work travel, the long-distance travel amplification function may be implemented when the distance or time of straight-line travel is long. Furthermore, the long-distance travel amplification function may be implemented not only in straight-line travel but also when the distance or time of turning travel is long. Turning travel is preferably performed at a lower speed than straight-line travel, but there are cases where it is no problem to travel at a vehicle speed faster than the vehicle speed V1 in automatic travel. In such a case, when the distance or time of non-work travel including turning travel is long, the vehicle speed may be increased to a vehicle speed V2 faster than the vehicle speed V1, which does not interfere with turning travel.

In this way, the vehicle speed can be increased in straight areas of the non-work driving route NWL, including turning routes, or on turning routes, allowing for more efficient driving.

The following are examples of non-work driving routes NWL that connect to the work driving route WL:

As shown in Fig. 31, in the case of a deformed field, when turning between two straight paths IPSL, the straight non-work travel may become long. For example, when turning on the work travel path WL1, turning around the outer periphery of the inclined field, and then turning on the work travel path WL2, the straight non-work travel becomes long. The turning travel in this case is mainly performed on the following types of turning travel paths.

In the first turning run, the vehicle travels to the end position of the work travel path WL1, then travels to the outer peripheral area OA in a non-working manner and turns on the non-working travel path NWL1. Then, because the outer periphery is inclined, the vehicle 1 travels to an area halfway along the work travel path WL2, and it becomes necessary to reverse on the non-working travel path NWL2 to the start position of the work travel path WL2. Then, the long-distance travel amplification function may be implemented on the non-working travel path NWL2, and the long-distance travel amplification function may be implemented on the non-working travel path NWL1. Note that in the figure, the non-working travel path NWL2 is drawn next to the work travel path WL2, but in reality, the non-working travel path NWL2 is provided on the work travel path WL2.

In the second turning run, after work driving to the end position of the work driving path WL1, the vehicle proceeds to the outer peripheral area OA in non-work driving on the non-work driving path NWL3, performs two turns with straight driving in between, and drives forward to the start position of the work driving path NW2. Then, the long-distance driving amplification function is implemented on the non-work driving path NWL3.

Another example of a non-work travel route NWL that connects to another work travel route WL may be a route for small-scale transportation when replenishing materials such as seedlings.

In the small-scale approach, after the machine 1 is stopped at the terminal area of the internal round-trip route IPL, the machine 1 travels straight forward or backward in non-work travel to a supply position such as a seedling supply position, supplies materials, and then travels straight backward or forward in non-work travel to return to the terminal area. Normal small-scale approach travel is performed at a predetermined vehicle speed slower than the vehicle speed V1, but in the non-work travel between this terminal area and the supply position, a long-distance travel amplification function may be implemented, and the vehicle speed may be increased from the vehicle speed in the previous travel if the distance or time of the non-work travel is long. This allows the non-work travel performed simply for material supply to be performed at a relatively high vehicle speed, and the small-scale approach travel can be performed efficiently. The increased vehicle speed can be set taking into consideration the balance between travel efficiency and appropriate small-scale approach travel, but since the vehicle speed during small-scale approach may be slower than the vehicle speed V1, the increased vehicle speed may also be slower than the vehicle speed V1.

In addition, when traveling on the internal round trip path IPL, if a specified sensor or the like detects that seedlings or other materials have run out or are running low, the automatic travel control unit 75 may stop the machine 1. In such a case, the machine 1 is manually driven to a supply position and materials are replenished. When moving from an arbitrary position in the field to a material replenishment position, a small-step function may be applied. When the machine 1 stops in the middle of the field, a specified operation is performed, and the automatic travel control unit 75 transitions to a state in which the small-step function is performed. Then, non-working travel by forward or backward is performed toward the replenishment position by manual operation, and after the materials are replenished, non-working travel by forward or backward is performed toward the stopped position by manual operation.

In this way, the short-distance driving can be applied to non-work driving between any position in the field and the supply position, and during the short-distance driving, the long-distance driving amplification function can be implemented to increase the vehicle speed from the vehicle speed during the previous drive when the non-work driving distance or time is long. This makes it possible to efficiently carry out non-work driving to supply materials, even if it becomes necessary to supply materials midway through the field.

In addition, the vehicle speed may be increased or decreased suddenly in the long-distance driving amplification function, or may be increased or decreased gradually. By changing the vehicle speed gradually, it becomes easier to respond appropriately to changes in the surrounding conditions, and it is possible to prevent passengers from feeling uncomfortable due to a sudden change in vehicle speed.

Furthermore, the vehicle speed after acceleration such as vehicle speed V2 and vehicle speed V1 may be a predetermined vehicle speed, or may be configured to be arbitrarily set at the start of automatic driving or during automatic driving, or may be configured to be arbitrarily changed during automatic driving. Furthermore, distances TS1, TS2, and TS3 may be predetermined distances, or may be configured to be arbitrarily set at the start of automatic driving or during automatic driving, or may be configured to be arbitrarily changed during automatic driving. This makes it possible to implement an optimal long-distance driving amplification function depending on the field conditions, work conditions, driver skill, etc.

These settings and changes can be made using the information terminal 5 or the like. The long-distance travel amplification function may be controlled by the control unit 30 mounted on the vehicle 1, but may also be remotely controlled by a control system installed outside the vehicle, such as a management server.

[Turning function specially designed for high-load fields]
Next, the special turning function for heavy-load fields during turning by automatic travel will be described with reference to FIGS. 1 to 4, 5, 30 and 32.

In some farm fields, such as wet rice fields, the conditions are different from other farm fields, and conditions within the field are not always constant. Furthermore, automatic driving is controlled to run at a specified vehicle speed, and the engine speed is also maintained at a speed corresponding to the vehicle speed. In fields with high loads, such as wet rice fields, the wheels 12 may get stuck in the ground during turning at the specified vehicle speed and engine speed during automatic driving, causing the vehicle speed to decrease or the vehicle 1 to stop, making it impossible to turn properly and driving efficiently.

To avoid such a situation, in this embodiment, when turning in a high-load field, a turning function dedicated to high-load fields is implemented, which switches from the normal mode in which normal automatic driving is performed to a wet-field mode in which the vehicle speed is increased, the engine speed is increased, and engine power (torque) is improved.

Traveling related to the high-load field dedicated turning function is controlled by a control unit 30, as shown in FIG. 30. The control unit 30 includes a travel control unit 312 and an automatic travel control unit 75. Switching from normal mode to wet field mode may be performed based on settings made by the information terminal 5 or operations performed by a specific operating tool 1B, or may be performed by automatically determining the field conditions.

When switching to wet field mode when turning by operation/setting, if the driver checks the field conditions and determines that the load is high, he or she sets the wet field mode by setting the information terminal 5 or operating the specified operating device 1B. By setting the wet field mode, the driving control unit 312 performs control corresponding to the wet field mode when turning. Setting by the information terminal 5 may be performed simultaneously with various settings at the start of automatic driving, or may be configured to be performed during automatic driving.

When automatically determining to switch to wet field mode when turning, the automatic driving control unit 75 sets the wet field mode if it determines that the load is high based on the field conditions or slippage of the machine body 1.

When the wet field mode is set, the driving control unit 312 performs at least one of increasing the vehicle speed, increasing the engine speed, and improving the engine power (torque) during turning. When increasing the vehicle speed, the driving control unit 312 controls the vehicle to travel on the straight path IPSL at the automatic driving vehicle speed V1 by automatic driving, and then increases the vehicle speed to a vehicle speed V3 that is faster than the vehicle speed V1 when turning on the turning path IPRL. Then, when traveling on the straight path IPSL after turning, the vehicle speed is returned to the vehicle speed V1. When increasing the engine speed, the driving control unit 312 controls the straight path IPSL to a speed corresponding to the automatic driving vehicle speed V1 by automatic driving, and then controls the engine speed to be increased to a predetermined speed higher than the speed corresponding to the vehicle speed V1 when turning on the turning path IPRL. Then, when traveling on the straight path IPSL after turning, the engine speed is returned to the speed corresponding to the vehicle speed V1. When increasing engine power (torque), the driving control unit 312 controls the continuously variable transmission 9 during cornering to increase engine power (torque).

In this way, when automatically driving on high-load fields, the wet field mode is set, and by combining at least one of increasing the vehicle speed, increasing the engine speed, and improving the engine power (torque) when turning, it is possible to suppress a decrease in turning vehicle speed and a stoppage of the machine 1, and to perform turning efficiently.

When it is determined that the load is high due to slippage of the vehicle body 1, the vehicle speed calculated from the change in distance per unit time of the vehicle position output by the positioning unit 8 is compared with the vehicle speed calculated from the rotation speed of the axle or drive shaft measured by the rotation speed sensor 12C, and if the vehicle speed calculated using the rotation speed sensor 12C is slower than the vehicle speed calculated using the positioning unit 8 by a predetermined vehicle speed or a predetermined percentage or more, it can be determined that the vehicle body 1 is slipping and the load on the field is high. In this case, while traveling in the field, it may be determined from time to time whether the load in each area of the field is higher than a predetermined value, and the automatic traveling control unit 75 may switch between the wet rice field mode and the normal mode each time, but during the first outer perimeter travel in the field, it may first be determined whether the load on the field is higher than a predetermined value, and if it is determined that the load on the field is higher than a predetermined value, the automatic traveling control unit 75 may set the automatic traveling to the wet rice field mode at the start of automatic traveling.

Also, a management server (not shown) may store a field map that records the load conditions during past travels, and the automatic driving control unit 75 may acquire the past field map from the management server (not shown), and set the field to wet field mode if the field load recorded in the field map is higher than a predetermined load.

In addition, the determination of whether the load is high due to slippage of the vehicle 1 may be made by comparing the set vehicle speed for automatic driving with the vehicle speed of the vehicle 1 that is actually traveling. For example, the actual vehicle speed may be calculated using the positioning unit 8 as described above, and if this vehicle speed is slower than the set vehicle speed by a predetermined speed or percentage or more, the automatic driving control unit 75 may set the wet field mode. In this case, the wet field mode may be switched at any time while traveling.

As described above, the automatic driving control unit 75 determines the load on the field and sets the field to wet field mode or normal mode, so it can more accurately determine that the field is highly loaded and appropriately set the field to wet field mode.

[Speed-up function for high-load fields]
Next, the speed increasing function for adjusting the vehicle speed during automatic traveling in a high-load field will be described with reference to Figs. 1 to 4 and 5.

In high-load fields such as wet rice fields as described above, the wheels 12 may get stuck in the ground during automatic driving, causing the vehicle speed to decrease or the vehicle 1 to stop, making it impossible to automatically drive at an appropriate vehicle speed and preventing efficient driving.

To avoid such a situation, in this embodiment, when the vehicle speed drops below a certain level in a high-load field, a high-load field speed increase function is implemented, which increases the indicated vehicle speed to increase the vehicle speed.

The driving related to the speed-up function in a high-load field is controlled by the control unit 30, as shown in FIG. 30. The control unit 30 includes a driving control unit 312 and an automatic driving control unit 75.

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

The automatic driving control unit 75 compares the actual vehicle speed with the indicated vehicle speed and determines whether the indicated vehicle speed is faster than the actual vehicle speed by a predetermined vehicle speed or more. If the indicated vehicle speed remains faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined period of time or more, the automatic driving control unit 75 increases the indicated vehicle speed and controls the driving control unit 312 to drive at the increased indicated vehicle speed. The indicated vehicle speed may be increased by a predetermined vehicle speed, or may be increased by a vehicle speed corresponding to the difference between the actual vehicle speed and the indicated vehicle speed, or may be increased by the difference between the actual vehicle speed and the indicated vehicle speed or a vehicle speed plus a predetermined margin.

Furthermore, even after increasing the indicated vehicle speed, the automatic driving control unit 75 continues to compare the actual vehicle speed with the indicated vehicle speed. If the indicated vehicle speed continues to be faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined period of time or more, the automatic driving control unit 75 further increases the indicated vehicle speed. Conversely, if the difference between the indicated vehicle speed and the actual vehicle speed becomes smaller than the predetermined vehicle speed, the automatic driving control unit 75 maintains the indicated vehicle speed.

Furthermore, if the actual vehicle speed becomes faster than the indicated vehicle speed, or if the indicated vehicle speed is changed, the automatic driving control unit 75 may return the indicated vehicle speed to the original indicated vehicle speed or the changed indicated vehicle speed, or may decelerate the indicated vehicle speed by a predetermined vehicle speed.

In this way, by comparing the actual vehicle speed with the indicated vehicle speed and increasing the indicated vehicle speed according to the difference, even if the actual vehicle speed is not sufficient due to the machine body 1 slipping due to the load on the field, the actual vehicle speed can be controlled to increase, and the actual vehicle speed can be brought closer to the indicated vehicle speed, allowing the machine to travel at an appropriate driving speed and achieving efficient driving.

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

When a certain condition is met during automatic driving, automatic driving is temporarily suspended and the vehicle stops. When automatic driving is temporarily suspended, automatic driving will resume or the vehicle will transition to another state related to automatic or manual driving, depending on the type of operation or the presence or absence of an operation, by performing a certain operation or not performing an operation for a certain period of time.

For example, in the seedling supply mode, when the machine 1 travels to a predetermined terminal area of the internal shuttle path IPL, the machine 1 stops and automatic travel is temporarily stopped. When automatic travel is temporarily stopped, if a predetermined operation is performed, such as operating the automatic start operation device (not shown) followed by operating the main shift lever 7A in the forward direction, or if a predetermined time has passed without any operation, automatic travel is resumed and the machine 1 transitions to turning travel. Also, when automatic travel is temporarily stopped, if a predetermined operation is performed, such as operating the main shift lever 7A in the forward direction, the machine transitions to a state in which a small pull is performed, and the machine travels forward a predetermined distance, or travel to replenish seedlings is started in response to the operation of the main shift lever 7A, etc.

Furthermore, when automatic driving is temporarily stopped, guidance and warnings are given by display on the information terminal 5, a voice alarm, etc. The guidance and warnings include a warning that automatic driving has been temporarily stopped, various warnings informing the user of the status of the vehicle 1, and guidance on the next operation that can be performed. Various warnings informing the user of the status of the vehicle 1 include a warning that the positioning unit 8 is not receiving satellite signals properly, a warning that automatic driving has stopped (ended) due to poor reception of satellite signals, etc. The guidance includes procedures for operations to resume automatic driving, procedures for operations to make a slight adjustment, etc.

When automated driving is temporarily suspended in this way, even though guidance and warnings are being given, the worker/driver (operator) may make incorrect operations, resulting in driving contrary to the operator's intentions.

For example, when the machine body 1 stops in the terminal area of the internal round trip path IPL during automatic driving in the seedling supply mode and automatic driving is temporarily stopped, the operator may operate the machine body 1 in a wrong way and drive the machine body 1 forward in manual driving, even though the operator intends to resume automatic driving and start turning driving. Specifically, if the operator performs an incorrect operation to resume automatic driving when automatic driving is temporarily stopped, automatic driving will not resume and driving corresponding to the incorrect operation will start. In addition, when automatic driving is temporarily stopped, after operating the automatic start operating device (not shown) and before operating the main shift lever 7A in the forward direction, automatic driving may stop due to poor reception of satellite signals, etc., and then operating the main shift lever 7A in the forward direction may start forward driving in manual driving.

In this way, in order to prevent the operator from performing operations contrary to his or her intentions when automatic driving is temporarily stopped, this embodiment implements a manual operation restriction function.

The manual operation restriction function is a function that does not accept operation of the automatic start operating device (not shown) or operating device 1B such as the main shift lever 7A when automatic driving is temporarily stopped until a predetermined time has elapsed.

By implementing the manual operation restriction function that disables the operator's manual operation, the operator is encouraged to pay attention to the guidance and warnings, and the likelihood that the operator will perform appropriate operations in accordance with the guidance and warnings is increased. As a result, the operator can drive the machine 1 in accordance with the operator's intentions.

The manual operation restriction function will be explained in detail below using Figures 1 to 5, 33, and 34.

The manual operation restriction function is controlled by the control unit 30, as shown in FIG. 33. The control unit 30 includes a driving control unit 312, an automatic driving control unit 75, and a notification control unit 77. The control unit 30 is connected to the operating tool 1B, the driving device 1D, the information terminal 5, the voice alarm generating device 100, and the like. The driving control unit 312 controls the driving device 1D (corresponding to the "driving device") according to the control of the automatic driving control unit 75 or the operation of the operating tool 1B such as the main shift lever 7A to drive the vehicle 1. The automatic driving control unit 75 controls the driving control unit 312 to drive a predetermined driving route according to the vehicle position determined based on the positioning data output by the positioning unit 8 during automatic driving. The notification control unit 77 causes the notification unit of the information terminal 5, the voice alarm generating device 100, and the like to provide guidance and warnings according to the control of the automatic driving control unit 75, and the like.

As shown in FIG. 34, the automatic driving control unit 75 does not accept any operation by the operating tool 1B until a predetermined time has elapsed since the automatic driving is temporarily stopped or the vehicle 1 is stopped.

An example of state transitions in the manual operation restriction function is described below with reference to the time chart shown in Figure 34.

Let us assume that during automatic driving, automatic driving is temporarily stopped at a certain time t0 and the vehicle 1 is stopped. Until this time t0, the automatic driving control unit 75 effectively accepts operations by the operating device 1B and controls the notification control unit 77 to cause the notification unit, such as the information terminal 5 or the voice alarm generating device 100, to provide guidance and warnings according to the situation during automatic driving.

When automatic driving is temporarily stopped and the vehicle 1 is stopped, the automatic driving control unit 75 does not accept any operation from the operating device 1B, etc. for a predetermined time tw1 (corresponding to the "first time"), and invalidates any operation even if it is performed. In addition, when automatic driving is temporarily stopped, the automatic driving control unit 75 issues a warning that automatic driving is temporarily stopped, and guidance regarding operations required to transition to a transitionable state and operations required to resume automatic driving, via the notification control unit 77. The operator can then pay attention to the warning and guidance during the period when operations from the operating device 1B, etc. are not accepted.

Specifically, the operator can confirm the guidance regarding the operations required to resume automatic driving, perform appropriate operations, and resume automatic driving. In addition, even if automatic driving stops (ends) due to poor reception of satellite signals or the like before operating the main shift lever 7A in the forward direction after operating the automatic start operating device (not shown), the operator will be paying attention to warnings and guidance, so the operator will be more likely to be able to confirm the notification that automatic driving has stopped (ended) and the guidance regarding the operations to resume automatic driving in this state, and can perform appropriate operations to resume automatic driving. When automatic driving stops (ends), in order to resume automatic driving, it is necessary to return the main shift lever 7A to the neutral position, operate the automatic start operating device (not shown), and then operate the main shift lever 7A in the forward direction. Therefore, when automatic driving stops (ends), it is preferable to include guidance to return the main shift lever 7A to the neutral position. In addition, even when transitioning to a different state, the operator can confirm the guidance regarding the operations required to transition to a transitionable state, perform appropriate operations, and improve the possibility of appropriately transitioning to the intended state. In this way, the operator is given time to pay attention to the warnings and guidance, which can serve as an opportunity for the operator to take the warnings and guidance into account before performing the next operation. By implementing the manual operation restriction function while autonomous driving is temporarily stopped, the likelihood that appropriate operations will be performed in accordance with the operator's intentions can be increased.

If time t1 occurs while such guidance or warning is being issued, the automatic driving control unit 75 will accept operations using the operating device 1B, etc., from time t1 onwards, validate the operations, and perform control according to the operations.

After that, at time t2, if an operation is performed using the operating device 1B or the like, the automatic driving control unit 75 performs control according to the operation. For example, when an operation to resume automatic driving is performed, the automatic driving control unit 75 resumes automatic driving. Also, when an operation to transition to a different state is performed, for example, an operation to start a slight shift, the state is transitioned and control is performed to perform slight shift driving according to the operation of the main shift lever 7A. At the same time, the automatic driving control unit 75 controls the notification control unit 77 so that guidance and warnings are given during driving according to the operation.

In addition, the elapsed time from the time t0 when the automatic driving is temporarily stopped is a time t
If no operation is performed until time t3 which becomes w2 ("equivalent to the second time"), that is, if a predetermined time tw2 has elapsed since automatic driving was temporarily stopped without any operation being performed, the automatic driving control unit 75 may automatically resume automatic driving.

The operating device 1B for performing an operation to resume automatic driving or an operation to transition to a different state may include any of the following: a remote control 90, a button switch provided on the vehicle 1, a screen switch displayed on the information terminal 5, etc. For example, a button or the like different from the main shift lever 7A for performing slight shift driving may be provided separately on the vehicle 1. By providing a button or the like for performing slight shift driving separately from the main shift lever 7A, it is possible to easily avoid unintentional slight shift driving being performed by erroneously operating the main shift lever 7A.

Guidance and warnings given while automatic driving is paused may end after a predetermined period of time or a predetermined number of times. In this case, the start point of the time tw1 until operation is enabled may be the time t0 when automatic driving is paused, or the time when the guidance or warning ends. By disabling operations for a predetermined time tw1 after the guidance or warning ends, the operator has the opportunity to receive all guidance and warnings, making it easier to perform appropriate operations accordingly.

Furthermore, if automatic driving stops (ends) during operation after guidance or a warning has been given, it is preferable that the associated guidance or warning be given. In this way, even if the operating device 1B is being operated, if separate guidance or warning is given, it is preferable that the automatic driving control unit 75 again disables the operation of the operating device 1B when automatic driving ends. In this case, it is preferable that the automatic driving control unit 75 is configured not to accept operation by the operating device 1B for a predetermined time tw1 from the time when automatic driving ends or the time when the guidance or warning associated with the end of automatic driving ends.

With this configuration, even if automatic driving ends in the middle of an operation, the operator is prevented from performing operations without realizing that automatic driving has ended in the middle of an operation, and appropriate operations are performed, allowing the vehicle to travel in accordance with the operator's intentions.

The above-mentioned guidance and warnings may be provided by various methods and devices, such as displaying text or illustrations on the information terminal 5, or providing audio guidance or warnings from the voice alarm generating device 100. For example, text or the like may be displayed on the remote control 90, a specific vibration may be applied to the remote control 90, or text or the like may be displayed and audio may be generated on another mobile terminal carried by the operator. Furthermore, any combination of one or more of these may be used.

Specific examples of the above-mentioned guidance and warning are as follows. When the automatic driving is temporarily stopped, "Automatic driving has been temporarily stopped" is displayed on the information terminal 5, and a voice is generated from the voice alarm generating device 100. When poor reception of satellite signals occurs, "GPS has been degraded" is displayed on the information terminal 5, and a voice is generated from the voice alarm generating device 100. When the automatic driving is stopped (ended) due to poor reception of satellite signals or other reasons, "Automatic driving has ended" is displayed on the information terminal 5, and a voice is generated from the voice alarm generating device 100. In this case, "Please return the lever to the neutral position to resume automatic driving" or "Please operate the lever after pressing the GS button" is displayed on the information terminal 5, and a voice is generated from the voice alarm generating device 100. When the vehicle is switched to a slight approaching driving, "A slight approaching is being performed" is displayed on the information terminal 5, and a voice is generated from the voice alarm generating device 100.

[Alarm sound reduction function]
Next, the manual operation restriction function during automatic driving will be described with reference to FIGS.

As described above, during automated driving, various guidance and warnings are issued to operators such as drivers and workers to prompt them to perform necessary operations and to call their attention. Such notifications allow the operator to understand the operations required to continue work or driving, and to understand the status of work or driving, the status around the vehicle 1, etc. Therefore, even if an operator with little experience is not proficient in work or driving, it becomes easier to understand the situation and the operations that need to be performed, and the operator can continue to work or drive appropriately while reducing the burden on the operator.

Such notifications are repeated until the situation changes or until the necessary operation is performed. Alternatively, a specified notification is repeated for a specified time or a specified number of times. For example, when resuming work travel after turning during work travel on the outer circular path ORL, the seedling planting device 3 is lowered manually, and notifications urging the seedling planting device 3 to be lowered are continued from the time a state requiring the seedling planting device 3 to be lowered until the seedling planting device 3 is actually lowered.

However, for an experienced worker, lowering the seedling planting device 3 on the outer circular path ORL can be easily performed without checking any guidance. Conversely, if unnecessary notifications continue to be issued, experienced workers may find it annoying and burdensome.

To prevent such a situation, in this embodiment, an alarm sound reduction function can be implemented to reduce alarms.

Specifically, the notification sound reduction function can be switched between a normal mode in which notifications are not reduced, and a reduction mode in which notifications are reduced, and when the reduction mode is set, notifications are reduced. Mode switching in the notification sound reduction function can be performed by the information terminal 5 or the like when autonomous driving starts, and it is also possible to change the settings during autonomous driving. In addition, the notification sound reduction function is implemented by control of a predetermined functional block such as the autonomous driving control unit 75 of the control unit 30 (see FIG. 33, etc.).

In reduction mode, the number of times the same notification is repeated or the time for which the same notification is repeated is reduced. For example, if the notification "Please lower the planting device" to encourage the seedling planting device 3 to be lowered on the outer circular path ORL is repeated until the seedling planting device 3 is lowered in normal mode, this notification is made only once in reduction mode.

Note that the reduction in notifications in reduction mode is not limited to a reduction in the number or duration of notifications, but may involve extending the interval at which the same notification is made compared to the interval in normal mode, or may involve not making some or all notifications in reduction mode.

In addition, in the reduction mode, the settings of whether to reduce the number of times or the time, to increase the interval, or to not make a notification may be configured to be made selectively. Furthermore, when setting to not make a notification, the setting may be configured to allow selection of which notifications not to be made. Furthermore, the above settings may be configured to be made for each type of notification.

In addition, guidance, warnings, and other notifications can be displayed on the information terminal 5, generated by the voice alarm generating device 100, or in various other ways.

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

During automatic driving, the vehicle 1 may be automatically stopped if various conditions are met. For example, if the sonar sensor 60 detects an obstacle during automatic driving, the vehicle 1 is stopped as soon as the obstacle is detected, or if it is detected that the distance to the obstacle is shorter than a predetermined distance. In addition, the vehicle 1 is controlled to stop when it is detected that the vehicle 1 has crossed a border or is about to cross a border, when it is detected that fertilizer or other materials are jammed, when there is poor reception of satellite signals, when an inclination sensor 81 is provided on the vehicle 1, when it is detected that the vehicle 1 is tilted at a predetermined angle or more, when it is detected that the vehicle 1 is slipping, or when it is detected that the vehicle 1 has deviated from the driving route.

When various conditions are met to stop the machine 1, the machine 1 is controlled to immediately come to an emergency stop when the conditions are met. However, depending on the conditions under which the machine 1 is stopped, it may be necessary to stop it suddenly. On the other hand, stopping the machine 1 suddenly may place an excessive burden on the operator, or may worsen work efficiency or damage the field, making it unsuitable.

For example, if an obstacle is detected, the risk of the machine 1 colliding with the obstacle may increase if the machine 1 is not stopped immediately. Also, if the machine 1 crosses a border, the machine 1 may protrude from the field or collide with a ridge if the machine 1 is not stopped immediately. Furthermore, if the machine 1 tilts by a certain amount or more, the machine 1 may tip over if the machine 1 is not stopped immediately.

Conversely, even if the vehicle travels a short distance while it is clogged with materials, it can simply clear the clog and then travel the same route it traveled without supplying materials again after supplying the materials. Also, in the event of a deterioration in the satellite signal reception environment, the vehicle 1 slipping, or deviation from the travel route, depending on the severity, it is often sufficient to continue traveling or gradually stop the vehicle 1, and sudden stops are rarely required.

Furthermore, regardless of the conditions for stopping the vehicle 1, depending on the location in the field where the need to stop the vehicle 1 arises, there are cases where it is better to make an emergency stop and cases where it is not. In particular, the outer loop route ORL may travel in areas close to ridges, making it highly necessary to stop the vehicle 1. For example, there are many obstacles such as water inlets at the edge of ridges, and collision of the vehicle 1 with the ridges may cause damage to the vehicle 1 and should be avoided. Therefore, if an obstacle is detected while traveling on the outer loop route ORL, it is appropriate to make the vehicle 1 stop suddenly. Also, if the satellite signal reception environment deteriorates or the vehicle 1 deviates from the traveling route and becomes displaced while traveling on the outer loop route ORL, the possibility of the vehicle 1 colliding with an obstacle such as a ridge increases, so it is appropriate to make the vehicle 1 stop suddenly.

As described above, depending on the conditions for stopping the machine 1 and the location in the field where the conditions for stopping the machine 1 are met, it may be necessary to stop the machine 1 suddenly, or it may not be necessary to stop it suddenly and it may be more appropriate to stop the machine 1 gradually.

In this embodiment, therefore, when the conditions for stopping the vehicle 1 are met, an automatic driving and stopping function is implemented that varies the negative acceleration (deceleration) when stopping the vehicle 1 so that the vehicle 1 is stopped suddenly or gradually depending on the content of the condition or the position in the field where the condition is met.

The automatic driving and stopping function is controlled by a control unit 30, as shown in FIG. 35. The control unit 30 includes a driving control unit 312, an automatic driving control unit 75, an abnormality detection unit 78, and a border crossing determination unit 64 (corresponding to a "border crossing sensor"). The control unit 30 is also connected to a traveling device 1D, a sensor group 1A, an information terminal 5, a positioning unit 8, and the like.

The border crossing determination unit 64 detects that the vehicle 1 is crossing the border from the field based on the vehicle position and the field map output by the positioning unit 8. Border crossing is detected by detecting the distance between the vehicle position and the outer periphery of the field, and detects that a border has been crossed when the distance between the vehicle position and the outer periphery of the field is less than a predetermined distance.

As described below, the abnormality detection unit 78 receives the detection results of the border crossing determination unit 64 and various information acquired by the sensor group 1A, and detects abnormalities that have occurred on the aircraft 1 or around the aircraft 1 from the received information.

The driving control unit 312 controls the automatic driving control unit 75 or the driving equipment 1D (corresponding to the "driving device") in response to the operation of the operating device 1B to drive the vehicle 1.

The automatic driving control unit 75 controls the driving control unit 312 to drive along a predetermined driving route according to the vehicle's own position determined based on the positioning data output by the positioning unit 8 during automatic driving. The automatic driving control unit 75 also includes a stop control unit 79. The stop control unit 79 controls the driving control unit 312 to stop the vehicle 1 based on an abnormality detected by the abnormality detection unit 78.

The sensor group 1A includes any of the following: a sonar sensor 60, which is one of the obstacle sensors; an inclination sensor 81 that detects the inclination of the vehicle 1; a rotation speed sensor 12C that measures the rotation speed of the axle of the wheels 12 or the drive shaft that transmits driving force from the engine 2 to the wheels 12; and a material jam sensor 83 that detects that materials have jammed. Note that the inclination sensor 81 only needs to be able to detect the direction and extent to which the vehicle 1 is tilted, and the inertial measurement module 8B of the positioning unit 8 may be used.

The abnormality detection unit 78 detects various abnormalities, determines whether the conditions for stopping the vehicle 1 are met based on the detected abnormalities, and passes the determination result to the stop control unit 79 of the automatic driving control unit 75. The abnormality detection unit 78 cooperates with the sensor group 1A, the positioning unit 8, the border crossing determination unit 64, etc. to detect the vehicle state, the surrounding conditions of the vehicle 1, etc., and functions as a sensor that detects abnormalities corresponding to the detected state.

For example, in the case of detecting an obstacle as one of the conditions for stopping the vehicle 1, the abnormality detection unit 78 receives an obstacle detection signal indicating that an obstacle has been detected from the sonar sensor 60, and transmits the obstacle detection signal to the stop control unit 79 of the automatic driving control unit 75. Having received the obstacle detection signal, the stop control unit 79 controls the driving control unit 312 so that the vehicle 1 stops in response to the obstacle detection signal.

In addition, when the conditions for stopping the vehicle 1 include border crossing detection, in which the vehicle 1 crosses a border, the abnormality detection unit 78 receives a border crossing signal indicating that a border crossing has been detected from the border crossing determination unit 64, and transmits the border crossing signal to the stop control unit 79 of the automatic driving control unit 75. The stop control unit 79, which has received the border crossing signal, controls the driving control unit 312 so that the vehicle 1 stops in response to the border crossing signal.

Furthermore, in the case of tilt detection, in which the vehicle 1 tilts, being one of the conditions for stopping the vehicle 1, the abnormality detection unit 78 receives a tilt signal indicating that tilt of the vehicle 1 has been detected from the tilt sensor 81, and transmits the tilt signal to the stop control unit 79 of the automatic driving control unit 75. The stop control unit 79 that has received the tilt signal controls the driving control unit 312 so that the vehicle 1 stops in response to the tilt signal.

In addition, when a material jam, such as seedlings or fertilizer, is detected as a condition for stopping the machine 1, the abnormality detection unit 78 receives a material jam signal indicating that a material jam has been detected from the material jam sensor 83, and transmits the material jam signal to the stop control unit 79 of the automatic driving control unit 75. The stop control unit 79, which has received the material jam signal, controls the driving control unit 312 so that the machine 1 stops in response to the material jam signal.

In addition, in the case of slip detection, in which the vehicle 1 has slipped, which is one of the conditions for stopping the vehicle 1, the abnormality detection unit 78 first calculates the vehicle speed corresponding to the rotation speed of the wheels 12 from the detection value of the rotation speed sensor 12C. Separately, the abnormality detection unit 78 calculates the vehicle speed from the amount of change per unit time of the vehicle position output from the positioning unit 8. Then, the abnormality detection unit 78 compares the two calculated vehicle speeds, and if the vehicle speed corresponding to the rotation speed of the wheels 12 is faster than the vehicle speed calculated from the amount of change in the vehicle position by a predetermined speed or more, it determines that the vehicle 1 is slipping, and transmits a slip signal to the stop control unit 79 of the automatic driving control unit 75. The stop control unit 79, which has received the slip signal, controls the driving control unit 312 so that the vehicle 1 stops in response to the slip signal.

In addition, the abnormality detection unit 78 detects abnormalities such as satellite signal reception abnormalities where the positioning unit 8 has reduced satellite signal reception sensitivity, or position deviation abnormalities where a deviation of a predetermined distance or more has occurred between the vehicle's position and the driving route, and controls the driving control unit 312 to stop the vehicle 1 when such abnormalities are detected. Furthermore, the abnormality detection unit 78 can also be configured to detect, as an abnormality, when it detects that the driver has left the driver's seat 16 during manned automatic driving, or when materials such as seedlings or fertilizer have run out, and control the driving control unit 312 to stop the vehicle 1.

When such an abnormality is detected, the abnormality detection unit 78 determines that the conditions for stopping the vehicle 1 are met and stops the vehicle 1. The stop control unit 79 of the automatic travel control unit 75 then varies the deceleration when stopping the vehicle 1 depending on the content of the abnormality corresponding to the content of the condition. In other words, various abnormalities that can be detected by the abnormality detection unit 78 are classified into abnormalities corresponding to conditions for stopping the vehicle 1 suddenly and abnormalities corresponding to conditions for gradually stopping the vehicle 1. When the abnormality detection unit 78 of the automatic travel control unit 75 detects an abnormality corresponding to a condition for suddenly stopping the vehicle 1, it controls the travel control unit 312 to suddenly stop the vehicle 1, and when it detects an abnormality corresponding to a condition for gradually stopping the vehicle 1, it controls the travel control unit 312 to gradually stop the vehicle 1. When stopping the vehicle 1 in this way, the deceleration when stopping suddenly is greater than the deceleration when stopping gradually.

For example, abnormalities that correspond to conditions that cause the vehicle 1 to suddenly stop include obstacle detection, border crossing detection, and tilt detection, while abnormalities that correspond to conditions that cause the vehicle 1 to gradually stop include other abnormalities such as material jam detection, slip detection, satellite signal reception abnormality, position deviation abnormality, etc.

In this way, abnormalities corresponding to the conditions for stopping the machine 1 are divided into abnormalities corresponding to the conditions for suddenly stopping the machine 1 and abnormalities corresponding to the conditions for gradually stopping the machine 1. Then, when an abnormality corresponding to the conditions for suddenly stopping the machine 1 is detected, the machine 1 is suddenly stopped, and when an abnormality corresponding to the conditions for gradually stopping the machine 1 is detected, the machine 1 is gradually stopped. This makes it possible to appropriately respond to serious abnormalities by suddenly stopping the machine 1 when it is necessary to suddenly stop the machine 1 despite the burden on the worker, work efficiency, and field roughness, while suppressing excessive burden on the worker, deterioration of work efficiency, and field roughness to the extent possible even if the machine 1 is stopped. Therefore, the machine 1 can be stopped in an appropriate manner depending on the content of the abnormality, and work efficiency can be improved.

Note that abnormalities are not limited to being divided into two categories, that is, abnormalities corresponding to conditions for stopping the vehicle 1 suddenly and abnormalities corresponding to conditions for stopping the vehicle 1 gradually, but three or more stopping modes with different decelerations may be provided, and each abnormality may be assigned to a condition corresponding to the three or more stopping modes with different decelerations.The abnormality detection unit 78 then controls the driving control unit 312 so that the vehicle 1 stops at a different deceleration depending on the content of the detected abnormality.

This allows the vehicle 1 to stop in a more appropriate manner depending on the detected abnormality.

In addition, when an abnormality is detected, the abnormality detection unit 78 may not only stop the vehicle 1, but also control the driving control unit 312 to decelerate the vehicle 1 and move slowly.

Depending on the nature of the abnormality, it may not be necessary to stop the vehicle 1. In addition to modes in which the deceleration speed at which the vehicle 1 is stopped when an abnormality is detected is different, a mode in which the vehicle 1 is caused to move slowly is also provided, and the abnormality is assigned as a condition for controlling the vehicle 1 in each mode. This makes it possible to appropriately control the running state of the vehicle 1 according to the nature of the abnormality.

Depending on the nature of the abnormality, the same abnormality may be detected every time the vehicle travels through the same location in the field. For example, water inlets and standing trees in the field are always in the same place, and are detected as obstacles every time the vehicle travels near them. Furthermore, the condition of the field tends to be the same every year, and there is a possibility that the vehicle 1 will slip again in the same location where it has slipped in the past.

Therefore, information on the field (field information) including the content of the abnormality and the location where the abnormality occurred may be stored, and when traveling, the field information may be referenced, and at the location where the abnormality occurred, the vehicle 1 may be made to stop suddenly, stop gradually, or slow down depending on the content of the abnormality stored. For example, the content of the abnormality and the location where the abnormality occurred may be stored in a field map (field information) and saved in the management server 85 or the information terminal 5, and when traveling thereafter, the abnormality detection unit 78 may acquire the field map via the communication unit 86, and with reference to the acquired field map, control the traveling control unit 312 to make the vehicle 1 stop suddenly, stop gradually, or slow down depending on the abnormality detected in the past at the location where the abnormality was detected in the past.

This allows the driving state to be appropriately controlled based on past performance, even when abnormalities cannot be properly detected.

The obstacle sensor can also be an imaging device 82 capable of capturing images of the surroundings of the aircraft 1, instead of or together with the sonar sensor 60. The abnormality detection unit 78 analyzes the images captured by the imaging device 82 and detects the presence of an obstacle. The image analysis can also be performed using a trained model generated by machine learning using AI. By detecting obstacles using the imaging device 82, the obstacles can be easily detected.

When detecting an obstacle using the imaging device 82, the size of the obstacle can be easily determined. If the obstacle is large, it is often necessary to bring the vehicle 1 to a sudden halt. However, if the obstacle is small, it may not be necessary to bring the vehicle 1 to a sudden halt, as the obstacle can be easily avoided.

Therefore, if the size of the obstacle can be determined, the stopping control unit 79 of the automatic driving control unit 75 may reduce the deceleration compared to the deceleration when the detected obstacle is equal to or larger than a predetermined size.

This allows the deceleration rate when stopping the vehicle 1 to be optimized according to the size of the obstacle, further improving work efficiency.

The sonar sensor 60 can determine the distance to an obstacle from the time it takes for the reflected wave to return. When an obstacle is detected using the imaging device 82, the distance to the obstacle can also be determined by image analysis. If the obstacle is close, it is necessary to bring the vehicle 1 to an abrupt halt, but if the obstacle is far away, the vehicle may be able to avoid the obstacle or the obstacle may no longer be an impediment to travel, so it may not be necessary to bring the vehicle 1 to an abrupt halt.

Therefore, when the distance to the detected obstacle is equal to or less than a predetermined distance, the stopping control unit 79 may reduce the deceleration compared to the deceleration when the distance is longer than the predetermined distance.

This allows the deceleration rate when stopping the vehicle 1 to be optimized according to the distance to the obstacle, further improving work efficiency.

The need to suddenly stop the machine 1 depends not only on the nature of the abnormality but also on the location in the field where the abnormality is detected. Therefore, instead of or in addition to the nature of the abnormality, the location in the field where the abnormality is detected may be taken into consideration as a condition for determining the deceleration rate when stopping the machine 1. In other words, the stopping control unit 79 may vary the deceleration rate when stopping the machine 1 depending on the location in the field where the abnormality is detected.

For example, the outer perimeter travel path that travels around the inside of the field along the outer perimeter travels near the outer perimeter of the field, such as ridges. The outer perimeter of the field often has obstacles such as water inlets, and it becomes increasingly necessary to suddenly stop the vehicle 1 when an abnormality is detected while traveling on the outer perimeter travel path. In addition, when an abnormality is detected while traveling on the outer perimeter travel path, if the travel path is slightly deviated, there is a high possibility that the vehicle 1 will collide with a ridge or cross a border. For this reason, it is preferable for the stop control unit 79 to suddenly stop the vehicle 1 when an abnormality is detected while traveling on the outer perimeter travel path.

In this way, by varying the deceleration rate when stopping the machine 1 depending on the position in the field where the abnormality is detected, the machine 1 can be stopped appropriately depending on its position in the field, thereby improving work efficiency.

The deceleration when stopping suddenly and the deceleration when stopping gradually may each be a predetermined deceleration, or may be variable by setting. The abnormality that is a condition for stopping suddenly and the abnormality that is a condition for stopping gradually may each be a predetermined condition, or the conditions may be variable by setting. The deceleration according to the type of abnormality and the deceleration according to the position in the field may each be a predetermined deceleration, or may be variable by setting, and a configuration may be possible in which an individual deceleration can be set for each type of abnormality or each position in the field. Furthermore, the above settings can be set by the information terminal 5 or the like at the start of automatic driving, and the settings can be changed by the information terminal 5 or the like during automatic driving.

By arbitrarily configuring the above settings, the stopping of the machine 1 can be controlled more optimally according to the field conditions and work conditions, thereby improving work efficiency.

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

In the automatic driving, the automatic driving control unit 75 controls the traveling equipment 1D, the engine 2, etc., according to the designated vehicle speed designated by the automatic driving control unit 75 to drive the machine 1. In the automatic driving, the supply of seedlings to be planted and the supply of fertilizer to be spread are adjusted according to the vehicle speed of the machine 1, and appropriate planting and fertilizer spreading are performed throughout the field. When the field is muddy, even if the machine 1 is run according to the designated vehicle speed, the machine 1 may slip, and the actual vehicle speed of the machine 1 may be significantly lower than the designated vehicle speed. If the actual vehicle speed of the machine 1 deviates from the designated vehicle speed, appropriate planting and fertilizer spreading are not performed.

Therefore, if the actual vehicle speed of the vehicle 1 is slower than the indicated vehicle speed or the vehicle speed controlled according to the indicated vehicle speed by a predetermined speed or a predetermined percentage or more, a vehicle slip detection function is implemented. The vehicle slip detection function is a function that determines that the vehicle 1 is slipping if the actual vehicle speed of the vehicle 1 is faster than the indicated vehicle speed or the vehicle speed controlled according to the indicated vehicle speed by a predetermined speed or a predetermined percentage or more, and temporarily suspends automatic driving under the control of the automatic driving control unit 75.

In this way, by temporarily suspending automatic driving when it is determined that the vehicle 1 is slipping, work driving is stopped, and planting or fertilizer spreading that is not carried out as planned due to driving at an inappropriate vehicle speed can be prevented, and appropriate work driving can be performed.

Here, the actual vehicle speed of the vehicle 1 is calculated from the amount of change per unit time of the vehicle position output by the positioning unit 8. The vehicle speed controlled according to the commanded vehicle speed is calculated from the rotation speed of the axle or drive shaft detected by the rotation speed sensor 12C, which measures the rotation speed of the axle of the wheels 12 or the drive shaft that transmits driving force from the engine 2 to the wheels 12.

If the vehicle speed calculated from the change in the vehicle position is slower than the indicated vehicle speed, that is, if the vehicle speed calculated from the change in the vehicle position is compared with the vehicle speed calculated using the rotation speed sensor 12C, and the vehicle speed calculated from the change in the vehicle position is slower by a predetermined speed or a predetermined percentage or more, the automatic driving control unit 75 determines that the vehicle 1 is slipping and temporarily suspends automatic driving.

When the automatic driving control unit 75 determines that the vehicle 1 is slipping, it may immediately suspend automatic driving. However, since the slippage may be temporary, automatic driving may be suspended after the slippage continues for a predetermined period of time.

For example, the automatic travel control unit 75 may temporarily suspend automatic travel after determining that the machine body 1 has been slipping for 5 seconds or more. Furthermore, if the automatic travel control unit 75 determines that the machine body 1 has been slipping for 3 seconds or more, it may stop the work equipment by raising the seedling planting device 3 or stopping the payout mechanism 26 of the fertilizer application device 4, and then temporarily suspend automatic travel after determining that the machine body 1 has been slipping for a total of 5 seconds or more.

This means that automatic driving is only temporarily stopped if the slippage continues to the extent that it affects work driving, so work driving is stopped only if the slippage continues, allowing for appropriate work driving while improving work efficiency.

[Another embodiment]
(1) The travel route is set by performing non-work travel along the periphery of the field. The travel route can be generated by the information terminal 5 or the control unit 30. In this case, the information terminal 5 or the control unit 30 can be configured to have a route setting unit as an independent functional block. In addition, a route setting unit can be provided in both the information terminal 5 and the control unit 30, and it can be selectively determined whether the route setting is performed by the information terminal 5 or the control unit 30. In addition, the travel route can be generated by an external server or the like, and the generated travel route can be received by the information terminal 5 or the control unit 30. Various data obtained during the work travel of the rice transplanter (data created by map shape acquisition processing, route creation processing, etc., obstacle data regarding obstacles detected during travel, travel state data obtained during travel, work state data, field state data, etc.) may be uploaded to a central computer or a cloud service computer installed externally. Furthermore, such registered data may be downloaded before work.

(2) The control unit 30 can be divided into any functional blocks. For example, an automatic driving control unit that controls driving during automatic driving, a manual driving control unit that controls driving during manual driving, a working device control unit that controls various working devices, a communication unit that transmits and receives information between the information terminal 5 and other devices, an obstacle detection unit that controls the sonar sensor 60 and detects obstacles, an obstacle control unit that issues commands to the automatic driving control unit and the manual driving control unit depending on the detection result of the obstacle, a stack light control unit that controls the stack light 71, a transmission operation unit that controls the main shift lever 7A, etc. may be provided individually as functional blocks of the control unit 30. Also, although only specific components are shown for the components of the information terminal 5 and the control unit 30 in Figures 8 and 9 for the purpose of explanation, the information terminal 5 and the control unit 30 may be equipped with all the components shown in each figure, or may be equipped with any combination of components as necessary.

(3) In each of the above embodiments, the notification device for various notifications made by the rice transplanter is not limited to the information terminal 5 or the voice alarm generating device 100, and can be made using various notification devices. For example, the remote control 90 may be provided with an LED to notify various information by its lighting pattern, or a monitor may be provided on the remote control 90 to display various information. Notifications can also be made by lighting patterns of the stacked lights 71, the center mascot 20, lights, and other light-emitting bodies, by display or vibration on a smartphone, mobile terminal, personal computer, etc. carried by the worker, or by vibration of the remote control 90, etc. In addition, various notifications made by the notification device are controlled by the control unit 30, or a notification control unit built into the control unit 30, or a notification control unit provided outside the control unit 30, according to the running state, working state, detection state of various sensors, etc.

(4) When the location where fuel has run out, the battery has run out, or the location where a shortage of materials such as seedlings, fertilizer, or chemicals has occurred, or where such a shortage is predicted, the notification may be configured to display the location of the shortage on the touch panel 50, preferably on the travel route.

(5) In each of the above embodiments, a rice transplanter has been described as an example, but the present invention can be applied to various agricultural machines such as rice transplanters, direct seeding machines, cultivators (for spraying pesticides, fertilizers, etc.), tractors, harvesters, and other agricultural machines, as well as various working machines that travel through work fields.

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

1: Machine body 1A: Sensor group 1B: Operation tool 1C: Work device 1D: Traveling equipment (traveling device)
1E: Machine frame 2: Engine 3: Seedling planting device 4: Fertilizer application device 5: Information terminal 5A: Housing 5a: Hardware buttons 6: Automatic driving microcomputer 7A: Main shift lever 7B: Sub-shift lever 7C: Manual changeover switch 7D: Stop switch 7E: Mode changeover switch 7F: Accelerator lever 8: Positioning unit 8A: Satellite positioning module (satellite positioning section)
8B: Inertial measurement module (vehicle orientation measurement unit)
9: Continuously variable transmission 10: Steering wheel 11: Work operation lever 12: Wheels 12A: Front wheels 12B: Rear wheels 12C: Rotational speed sensor 13: Link mechanism 13a: Lifting link 14: Driving section 14A: Step 15: Leveling float 16: Driving seat 17: Spare seedling support frame 17A: Spare seedling storage device 18: Chemical spraying device 20: Center mascot 21: Seedling loading platform 22: Planting mechanism 23: Vertical feed mechanism 25: Hopper 26: Feed mechanism 27: Blower 28: Fertilizing hose 29: Furrow former 30: Control unit 50: Touch panel 50a: Software button group 51: Map information acquisition section 52: Travel stop instruction section 53: Invalid instruction section 54: Cancellation section 55: Material supply position setting section 56: Supply instruction reception section 57: Notification section 60 : Sonar sensor (obstacle sensor, object sensor)
61: Front sonar 62: Rear sonar 63: Side sonar 64: Border crossing determination unit 65: Border crossing prevention control unit 66: Border crossing permission unit 67: Resume instruction unit 68: Temporary stop instruction unit 71: Stacked lights 72: Receiving device 73: Battery 75: Automatic driving control unit 77: Notification control unit 78: Abnormality detection unit (sensor)
79 : Stop control unit 81 : Tilt sensor 82 : Imaging device 83 : Material jam sensor 85 : Management server 86 : Communication unit 90 : Remote control 90a : First button 90b : Second button 90c : Third button 90d : Fourth button 90e : Fifth button 90f : Sixth button 90g : Function button 90x : First indicator 90y : Second indicator 91 : Traveling equipment operation unit 92 : Work equipment operation unit 921 : Effective line designation unit 100 : Voice alarm generation device 311 : Machine body position calculation unit 312 : Traveling control unit 313 : Work control unit 521 : Reference side setting unit 522 : Round trip path creation unit 523 : Traveling direction determination unit 524 : Round trip path creation unit 525 : Driving mode management unit 527 : Traveling path setting unit 528 : Traveling path search unit 529 : Complementary path setting unit 530 : Work management unit 531 : Supply edge setting unit 532 : Supply control management unit 541 : Start point setting unit 542 : Start point guided route creation unit 551 : Display device 552 : Map information storage unit 553 : Map information display unit 571 : Position information calculation unit 572 : Map information creation unit 573 : Travel route generation unit B : Arrow CL : Complementary route CLS : Intersection CLE : Nearby point E : Entrance/exit EC : Clutch of each row F : Arrow G : End point GA : Guidance start possible area IA : Internal area IPL : Internal round trip route IPRL : Turning route IPSL : Straight route IRL : Inner circular route L : Arrow NWL : Non-work travel route NWL1 : Non-work travel route NWL2 : Non-work travel route NWL3 : Non-work travel route OA : Outer peripheral area, outer peripheral portion ORL : Outer circular route R : Arrow S : Start point SGL : Start point guide path SL : Seedling supply edge t0 : Time t1 : Time t2 : Time t3 : Time TS1 : Distance (first distance)
TS2: Distance (second distance)
TS3: Distance (third distance)
tw1: time (first time)
tw2: Time (second time)
V0: Vehicle speed V1: Vehicle speed (first vehicle speed)
V2: Vehicle speed (second vehicle speed)
V3: Vehicle speed WL: Work travel route WL1: Work travel route WL2: Work travel route WSP: Planting start point

Claims (1)

A work machine that travels through a bounded work area,
an aircraft position calculation unit that calculates an aircraft position using satellite positioning;
a border crossing determination unit that determines whether the aircraft is crossing a boundary line based on a boundary line set to avoid contact with the boundary and the aircraft position;
a border crossing prevention control unit that prohibits the vehicle from traveling when it is determined that the vehicle is crossing the border;
a border crossing permission unit that suspends the determination by the border crossing determination unit in response to a border crossing permission command and permits the aircraft to be in a state of crossing the border;
a restart instruction unit that restarts the judgment by the border crossing judgment unit and suspends the permission by the border crossing permission unit when a preset set part of the machine enters the center of the work site beyond the boundary line when permission has been given by the border crossing permission unit.

Images