JP7162571B2 - work vehicle - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a work vehicle such as a rice transplanter, a direct seeder, a tractor, a construction machine, or the like, which travels while performing work using a work device mounted on the machine body.

As an example of a working vehicle, there is a riding-type rice transplanter in which an ultrasonic obstacle sensor is provided on the machine body, as disclosed in Patent Document 1. The obstacle sensor detects an obstacle such as a ridge by transmitting a detection signal to a detection range and acquiring a reflected signal for the detection signal.

JP-A-2001-95314

Obstacle sensors such as ultrasonic sensors have a limited detection range and cannot set a very large detection range. As a result, even if the above-described obstacle sensor is fixed to the front part of the machine body facing forward, inconvenience is unlikely to occur in a work vehicle that often travels straight.

On the other hand, for example, in a work vehicle that changes direction relatively frequently and a work vehicle equipped with a work device with a width larger than the width of the machine body, an obstacle can be detected by a single obstacle sensor. There may be areas where it is not possible. This leaves room for improvement, as it requires a large number of obstacle sensors to be set in various orientations and provided on the fuselage.

To appropriately detect an obstacle with a small number of obstacle sensors even if the obstacle sensor has a limited detection range when an obstacle sensor is provided in a work vehicle. It is an object.

The work vehicle of the present invention includes an obstacle sensor that detects an obstacle within a preset detection range and that the detection range is directed forward from the machine body ; An actuator that can be changed in a range facing forward from the fuselage, and a control unit that operates and operates the actuator, wherein the control unit directs the detection range of the obstacle sensor toward the traveling direction of the fuselage. The actuator is actuated so that the detection range of the obstacle sensor can be set and can be reciprocally changed in the horizontal direction with respect to the aircraft, and the detection range of the obstacle sensor is adjusted in the horizontal direction when the aircraft travels straight. and a second change angle, which is the range in which the detection range of the obstacle sensor is reciprocated in the horizontal direction when the aircraft is turning, The second change angle is set to be smaller than the first change angle.

According to the present invention, the controller operates the actuator to change the orientation of the detection range of the obstacle sensor.
For example, in a work vehicle that changes its direction relatively frequently while traveling, the direction of the detection range of the obstacle sensor is set to the direction to be changed in advance when the work vehicle changes direction. It would be nice to be.
As a result, according to the present invention, obstacles can be appropriately detected in the range in which the body travels without providing a large number of obstacle sensors in various directions on the body.

For example, in a work vehicle equipped with a work device whose width is larger than the width of the machine body, the range for detecting obstacles is wide. Advantageously, the range is arranged to be directed to one of said plurality of smaller ranges, then to another range, and so on, repeatedly.
As a result, according to the present invention, it is possible to appropriately detect obstacles over a wide range without providing a large number of obstacle sensors in various orientations on the aircraft.
Obstacles on the work site where the work vehicle travels often exist on the ground of the work site. moves along the ground of the work site, and obstacles can be appropriately detected.
In the present invention, in the first effective detection distance of the detection range of the obstacle sensor when the aircraft travels straight and the second effective detection distance of the detection range of the obstacle sensor when the aircraft turns, It is preferable that the second effective detection distance is set shorter than the first effective detection distance.

In the present invention, it is preferable that a notification section is provided to notify that the obstacle sensor has detected an obstacle.

According to the present invention, the obstacle sensor notifies that an obstacle has been detected. Appropriate operations, such as change operations, can be performed without delay.

In the present invention, it is preferable that the control unit operates the actuator so that the detection range is changed in the vertical direction with respect to the airframe.

In the work place where the work vehicle travels, the branches of trees extending laterally may exist as obstacles at positions above the ground of the work place.
According to the present invention, the detection range of the obstacle sensor is changed not only in the lateral direction with respect to the aircraft, but also in the vertical direction with respect to the aircraft. Even if an obstacle such as a branch of a tree exists at a position away from the upper side, the obstacle can be appropriately detected.

In the present invention , the obstacle sensor after the detection range is set to face rearward from the airframe, and the detection range of the obstacle sensor after the obstacle sensor is set to face rearward from the airframe. Advantageously, a changeable later actuator is provided.

In the work vehicle, not only the machine body is moved forward, but also the machine body is often reversed.
Thereby, when the aircraft is traveling both forward and backward, obstacle detection is performed by a set of obstacle sensors and actuators, and when switching from forward to reverse, and from reverse to forward. In addition, the actuator must change the detection range of the obstacle sensor significantly, which may cause a delay in detecting the obstacle when the aircraft starts moving backward (starting moving forward).

According to the present invention, the front obstacle sensor and actuator and the rear obstacle sensor and actuator are provided. Obstacle detection may be performed by a rear obstacle sensor and actuator when reversing.
As a result, there is no delay in the detection of obstacles when switching from forward to reverse and when switching from reverse to forward.
In the present invention, the control unit operates the later actuator so that the detection range of the later obstacle sensor can be reciprocally changed in the left-right direction with respect to the aircraft body, and the detection of the later obstacle sensor is performed. It is preferable that the third change angle, which is the range when the range is reciprocally changed in the horizontal direction, is set to an angle larger than the first change angle.

In the present invention, a state detection unit is provided for detecting a working state in which the working device mounted on the machine body operates and a non-working state in which the working device stops, and the control unit detects It is preferable that when the non-working state is detected, the actuator is actuated so that the detection range is oriented in the steering direction of the machine body, assuming that the machine body is turning .

In a work vehicle such as a rice transplanter, work is performed by the work device while the machine body moves straight. The situation in which the next task is restarted is often repeated.
Looking at this from a different point of view, in a work vehicle, when the work device is operated to stop, it is considered that the orientation of the machine body is often greatly changed, such as when the machine body turns.

According to the present invention, in a non-working state in which the working device is stopped, the actuator is operated so that the detection range of the obstacle sensor is oriented in the steering direction of the machine body. Obstacles can be detected appropriately in the range in which the aircraft travels, even if the orientation changes significantly.

In the present invention, when the working state is detected by the state detection unit, the control unit controls the actuator so that the detection range is set toward the traveling direction of the aircraft as when the aircraft is traveling straight. is preferably activated.

As described above, in a working vehicle such as a rice transplanter, work is performed by the working device while the machine body advances straight, and when the machine body reaches the edge of the work site, the working device is stopped and the machine body turns. Then, the state in which the next work by the working device is resumed is often repeated.
Looking at this from a different point of view, it can be considered that in a work vehicle, when the working device is in operation, the machine body often travels straight, and the orientation of the machine body is rarely changed.

According to the present invention, even if the detection range of the obstacle sensor is set in the traveling direction of the machine body in the working state in which the working device is operated, the obstacle can be appropriately detected within the traveling range of the machine body. There is no need for the controller to operate the actuator more than necessary.

In the present invention, a traveling control unit for operating a transmission for traveling, and an acceleration sensor for detecting the acceleration of shaking in the longitudinal direction or the lateral direction of the aircraft body are provided, and the traveling control unit is provided with the acceleration sensor. Preferably, the transmission is operated to decelerate when the detected value exceeds a preset set value.

Since the work site often has unevenness, when the work vehicle travels on the work site, the machine body may sway in the front-rear direction or in the left-right direction. When the aircraft shakes in this way, the detection range of the obstacle sensor also shakes together with the aircraft.

According to the present invention, when the swaying of the fuselage becomes large, the transmission for traveling is automatically operated to decelerate. It is possible to reduce the possibility that objects will not be detected properly.
In the type of work vehicle in which a worker rides on the machine body, the vibration of the machine body is suppressed, so that the riding comfort of the worker riding on the machine body is improved.

In the present invention, it is preferable that the travel control section performs a stop operation of the aircraft when the detected value of the acceleration sensor exceeds a limit set value larger than the set value.

According to the present invention, when the swaying of the fuselage becomes extremely large, the swaying of the fuselage cannot be suppressed by the deceleration operation of the transmission for traveling, so the fuselage is automatically stopped. Appropriate work such as leveling the unevenness of the work surface can be performed after this.

In the present invention, it is preferable that a traveling control section for operating a transmission for traveling is provided, and the traveling control section decelerates the transmission when an obstacle is detected by the obstacle sensor.

According to the present invention, when an obstacle is detected by the obstacle sensor, the transmission for traveling is automatically decelerated to reduce the traveling speed of the aircraft.
Since the running speed of the machine body has decreased, the operator can easily perform appropriate operations such as running the machine body so as to avoid obstacles.

In the present invention, a travel control unit that operates a transmission for travel, a seat on which a worker sits, and a seating sensor that detects whether or not the worker is seated on the seat are provided, and the travel control is provided. Preferably, when the seating sensor detects that the worker is not seated on the seat, the transmission is operated to decelerate.

In a work vehicle of a type in which a worker rides on the machine body, it is conceivable that a worker sitting on a seat stands up from the seat and visually observes the working state of the work device while the vehicle is traveling.
In the above-described state, according to the present invention, when the seating sensor detects that no worker is seated on the seat, the transmission for traveling is automatically decelerated to reduce the traveling speed of the machine. .
Since the traveling speed of the machine body has decreased, the worker is encouraged to sit on the seat, and the worker can comfortably sit on the seat.

In the present invention, a travel control unit that operates a transmission for travel, a seat on which a worker sits, and a seating sensor that detects whether or not the worker is seated on the seat are provided, and the travel control is provided. When the seating sensor detects that no worker is seated on the seat, the transmission is operated to a higher speed than a preset low speed position. It is preferable to decelerate to said low speed position and to prevent operation of said transmission beyond said low speed position to high speed.

In a work vehicle of a type in which a worker rides on the machine body, it is conceivable that a worker sitting on a seat stands up from the seat and visually observes the working state of the work device while the vehicle is traveling.
In the above-described state, according to the present invention, when the seating sensor detects that no worker is seated on the seat, the transmission for traveling is operated to the high speed side from the preset low speed position. Then, the transmission for running is automatically decelerated to the low speed position, and the running speed of the aircraft is reduced.

Since the traveling speed of the machine body has decreased, the worker is encouraged to sit on the seat, and the worker can comfortably sit on the seat.
Due to the reduced traveling speed of the aircraft, even if the operator stands up from the seat and tries to operate the transmission for traveling beyond the low speed position described above to the high speed side, this operation cannot be performed. Also in this point, the operator is encouraged to sit on the seat.

In the present invention, a travel control unit that operates a transmission for travel, a seat on which a worker sits, and a seating sensor that detects whether or not the worker is seated on the seat are provided, and the travel control is provided. Preferably, when the seating sensor detects that the worker is not seated on the seat, the section prevents operation of the transmission to the high speed side beyond a preset acceleration for acceleration. is.

In a work vehicle of a type in which a worker rides on the machine body, it is conceivable that a worker sitting on a seat stands up from the seat and visually observes the working state of the work device while the vehicle is traveling.
In the above-described state, according to the present invention, when the seating sensor detects that the worker is not seated on the seat, the worker can quickly shift the transmission for traveling to the high speed side while standing up from the seat. This operation cannot be performed even if you try to operate it.
Since the transmission for traveling cannot be rapidly operated to the high speed side, the worker is encouraged to sit on the seat, and the worker can comfortably sit on the seat.

In the present invention, a travel control unit for operating a transmission for travel is provided, and the travel control unit operates a working device installed on the machine body or sets the running state of the machine body. and decelerating the transmission.

For example, when a seedling planting device or a fertilizing device is installed as a working device, the operation of the working device such as changing the seedling planting depth by the seedling planting device or changing the amount of fertilizer supplied by the fertilizing device is performed. may be done.
As an operation for setting the traveling state of the aircraft, switching between a manual state in which the operator manually operates the steering and an automatic state in which the aircraft automatically travels, or a change in the traveling speed of the aircraft may be performed.

According to the present invention, when the operation of the work device or the operation of setting the running state of the machine body as described above is performed, the transmission for running is automatically decelerated, and the running speed of the machine body is reduced. Therefore, the operation of the work device and the operation of setting the traveling state of the machine body can be performed without difficulty.

It is a left side view of a riding type rice transplanter. It is a top view of a riding-type rice transplanter. It is a figure which shows the cooperation state of a control apparatus and each part. It is a top view which shows the state of the driving route in an agricultural field. It is a top view which shows the state of the driving route in an agricultural field, and a turning route. FIG. 4 is a plan view showing the state of the transmission range of the preceding obstacle sensor on the travel route; FIG. 10 is a plan view showing the state of the transmission range of the front obstacle sensor on the turning path; FIG. 10 is a plan view showing the state of the transmission range of the obstacle sensor after the aircraft moves backward;

1 to 8 show a riding-type rice transplanter that is an example of a working vehicle. In FIGS. 1 to 8, F indicates the forward direction, B indicates the rearward direction, U indicates the upward direction, D indicates downward, R indicates rightward, and L indicates leftward.

(Overall configuration of ride-on rice transplanter)
As shown in FIGS. 1 and 2, the riding-type rice transplanter has a link mechanism 3 and a link mechanism 3 at the rear of a machine body 11 provided with right and left front wheels 1 and right and left rear wheels 2. A hydraulic cylinder 4 is provided, and a seedling planting device 5 (corresponding to a working device) is supported at the rear of the link mechanism 3 .

A seedling planting device 5 includes a planting transmission case 6 arranged at a predetermined interval in the left-right direction, a rotating case 7 rotatably attached to the right and left rear portions of the planting transmission case 6, and a rotating case. A planting arm 8, a float 9, a seedling platform 10 and the like are provided.

A fertilizing device 18 (corresponding to a working device) is provided over the machine body 11 and the seedling planting device 5 . A fertilizing device 18 is provided with a hopper 13, a feeding unit 14, a blower 15, a grooving device 16, a hose 17, and the like.

A seat 12 is provided at the rear of the machine body 11, and a hopper 13 for storing fertilizer and a feed-out section 14 are provided behind the seat 12 in the machine body 11, and a blower 15 is provided laterally to the left of the feed-out section 14. It is A grooving device 16 is connected to the float 9 to provide six grooving devices 16 , and six hoses 17 are connected across the feeding portion 14 and the grooving device 16 .

(Transmission system to front and rear wheels)
As shown in FIGS. 1, 2 and 3, the power of an engine 31 provided at the front of the machine body 11 is transmitted through a transmission belt 32 to a hydrostatic continuously variable transmission 23 (corresponding to a transmission for traveling). ), and is transmitted from the continuously variable transmission 23 to a gear shift type auxiliary transmission (not shown) inside the transmission case 33 .

The right and left front axle cases 34 are connected to the right and left parts of the transmission case 33, and the right and left front wheels 1 are steerably supported by the right and left parts of the front axle case 34. there is The power of the auxiliary transmission is transmitted to the right and left front wheels 1 via a front wheel differential (not shown) and a transmission shaft (not shown) inside the front axle case 34 . A steering handle 20 is provided on the front side of the seat 12, and the front wheels 1 are steered by the steering handle 20. - 特許庁

A rear axle case 35 is supported on the lower portion of the rear portion of the fuselage 11 along the left-right direction, and the right and left rear wheels 2 are supported on the right and left portions of the rear axle case 35 . The power of the auxiliary transmission is transmitted to the right and left rear wheels 2 via a transmission shaft 36, a transmission shaft (not shown) inside the rear axle case 35, and a side clutch (not shown).

The continuously variable transmission 23 is configured to be steplessly operable from the neutral position N to the forward side and the reverse side. A shift lever 37 is provided on the left lateral side of the steering handle 20 , and a linking mechanism 44 is connected across the shift lever 37 and the continuously variable transmission 23 .

The gearshift lever 37 can be operated from the neutral position N to the forward area F and the reverse area R, and the continuously variable transmission 23 is operated from the neutral position N to the forward side and the reverse side in a stepless manner.

(Transmission system to seedling planting device and fertilizing device)
As shown in FIGS. 1, 2 and 3, in the transmission case 33, the power branched from just before the auxiliary transmission is transmitted to the seedling planting device 5 via the planting clutch 26 and the transmission shaft 38. An electric motor 28 is provided for operating the planted clutch 26 into transmission and disengagement.

When the planting clutch 26 is operated to the transmission state, the seedling tray 10 is driven to laterally feed, and the rotating case 7 is rotationally driven, and the planting arm 8 is moved from the lower part of the seedling tray 10. take turns picking up seedlings and planting them in the field. When the planting clutch 26 is disengaged, the seedling tray 10 and the rotary case 7 are stopped.

In the transmission case 33, the power of the auxiliary transmission is transmitted to the feed-out portion 14 of the fertilizer application device 18 via the fertilizer application clutch 27, and the electric motor 28 operates the fertilizer application clutch 27 between the transmission state and the disconnection state.

When the fertilizing clutch 27 is operated to the transmission state, the fertilizer from the hopper 13 is fed out by the feeding portion 14 and supplied to the grooving machine 16 through the hose 17 by the conveying air of the blower 15. Fertilizer is supplied from the ditching device 16 to the ditch of the field while the ditch 16 is being formed in the field. When the fertilizing clutch 27 is operated to the disengaged state, the delivery portion 14 stops.

(Automatic lifting control of seedling planting device)
As shown in FIG. 3, the rear part of the central float 9 is supported so as to be vertically swingable around the lateral axis P1 of the seedling planting device 5. As shown in FIG. A potentiometer type height sensor 22 for detecting the height of the central float 9 with respect to the seedling planting device 5 is provided, and the detected value of the height sensor 22 is input to the control device 80 provided on the machine body 11. ing.

As the machine body 11 advances, the center float 9 touches and follows the field, and the height from the field (the center float 9) to the seedling planting device 5 is detected by the detection value of the height sensor 22. can be done.

An automatic elevation control unit 81 is provided as software in the control device 80 , a control valve 24 for supplying and discharging hydraulic oil to the hydraulic cylinder 4 is provided, and the control valve 24 is operated by the automatic elevation control unit 81 .

When the control valve 24 is operated to the raised position, hydraulic oil is supplied to the hydraulic cylinder 4, the hydraulic cylinder 4 is contracted, and the seedling planting device 5 is raised. When the control valve 24 is operated to the lowered position, hydraulic oil is discharged from the hydraulic cylinder 4, the hydraulic cylinder 4 is extended, and the seedling planting device 5 is lowered.

In the operating state of the automatic elevation control unit 81, based on the detection value of the height sensor 22 (the height from the field to the seedling planting device 5), the seedling planting device 5 is maintained at the set height from the field. At the same time, the control valve 24 is operated by the automatic elevation control section 81 to operate the hydraulic cylinder 4 and the seedling planting device 5 is automatically operated to be elevated. Thereby, the seedling planting depth by the seedling planting device 5 is maintained at the set depth.

(Up-and-down operation of seedling planting device by operation lever)
As shown in FIGS. 2 and 3, the operating lever 39 is provided on the lower right lateral side of the steering handle 20, and the operating lever 39 extends outward on the right side. The operating lever 39 is operably supported from a neutral position N to an upper raised position UU and a lower lowered position DD, and is biased to the neutral position N. is entered.

When the control lever 39 is moved to the raised position UU and lowered position DD, the control valve 24, the electric motor 28, and the automatic elevation control section 81 are operated by the control device 80 as described below.

When the operating lever 39 is operated to the raised position UU, the planting clutch 26 and the fertilizing clutch 27 are operated to be disconnected by the electric motor 28, the automatic elevation control unit 81 is stopped, and the control valve 24 is operated to the raised position. Then, the seedling planting device 5 is raised. When the seedling planting device 5 reaches the upper limit position, the control valve 24 is operated to the neutral position and the hydraulic cylinder 4 stops.

When the operating lever 39 is operated to the lowered position DD, the planting clutch 26 and the fertilizing clutch 27 are operated to be disconnected by the electric motor 28, the automatic elevation control section 81 is stopped, and the control valve 24 is operated to the lowered position. Then, the seedling planting device 5 is operated downward. When the central float 9 touches the field, the automatic lifting control section 81 is activated, and the seedling planting device 5 touches the field and stops.

When the operation lever 39 is operated to the lowered position DD, is operated to the neutral position N, and then is operated to the lowered position DD again, the planting clutch 26 and the fertilizing clutch 27 are driven by the electric motor 28 while the automatic elevation control unit 81 is in operation. is operated to the transmission state.

(Configuration related to obstacle sensor)
As shown in FIGS. 1 and 2, a front obstacle sensor 51 is provided in the center of the front part of the body 11 in the left-right direction so as to face forward from the body 11 . A rear obstacle sensor 52 is provided in the left-right center of the rear part of the body 11 so as to face rearward from the body 11 .

The obstacle sensors 51 and 52 include a transmitter (not shown) that transmits ultrasonic waves as detection signals to transmission ranges A1 and A2 (see FIGS. 6, 7 and 8) (corresponding to detection ranges), It is configured in an ultrasonic type provided with a receiver (not shown) for acquiring reflected waves of sound waves as reflected signals.

As shown in FIG. 3, support plates 45 and 46 are supported at the front and rear parts of the fuselage 11 so as to be rotatable to the left and right around vertical axes P2 and P3. The support plates 45 and 46 are supported so as to be vertically swingable about the axes P4 and P5 in the horizontal direction.

A front electric motor 53 (corresponding to an actuator) and a rear electric motor 54 (corresponding to an actuator) are provided on the fuselage 11 . Pinion gears 47 and 48 rotationally driven by electric motors 53 and 54 mesh with operation gears 45a and 46a connected to support plates 45 and 46, respectively.

By operating the electric motors 53, 54, the directions of the obstacle sensors 51, 52 (transmission ranges A1, A2) are changed via the pinion gears 47, 48 and the operation gears 45a, 46a of the support plates 45, 46. It is integral with the support plates 45 and 46 and can be laterally changed with respect to the fuselage 11 .

A front electric motor 55 (corresponding to an actuator) and a rear electric motor 56 (corresponding to an actuator) are provided on support plates 45 and 46 . Pinion gears 49 and 50 rotated by electric motors 55 and 56 mesh with operation gears 51a and 52a connected to obstacle sensors 51 and 52, respectively.

By operating the electric motors 55 and 56, the directions of the obstacle sensors 51 and 52 (transmission ranges A1 and A2) are changed via the pinion gears 49 and 50 and the operation gears 51a and 52a of the obstacle sensors 51 and 52. , the body 11 and the support plates 45 and 46 are changed in the vertical direction.

(Structure for detection of aircraft position and aircraft orientation)
As shown in FIGS. 1 and 2 , right and left support frames 19 are provided on the right and left front parts of the machine body 11 , and a preliminary seedling mount 21 is supported by the support frames 19 . . A support frame 25 is connected over the top of the right and left support frames 19 .

A measuring device 29 is attached to a portion of the support frame 25 that is positioned in the center of the body 11 in the horizontal direction in a plan view. The measuring device 29 includes a receiving device (not shown) that acquires position information from a satellite positioning system, and an inertial measuring device (not shown) that detects the inclination (pitch angle, roll angle) of the airframe 11. , the measuring device 29 outputs positioning data indicating the position of the airframe 11 .

An inertial measurement device 30 that measures inertial information is attached to a portion of the rear axle case 35 that is positioned in the center of the body 11 in plan view. The inertial measurement of the inertial measurement device 30 and the measurement device 29 is configured by an IMU (Inertial Measurement Unit).

The above-mentioned satellite positioning system (GNSS: Global Navigation Satellite System) includes GPS (Global Positioning System) as a typical example. GPS uses a plurality of GPS satellites orbiting the earth, a control station that tracks and controls the GPS satellites, and a receiving device provided in an object (aircraft 11) to be positioned. It measures the position of

The inertial measurement device 30 includes a gyro sensor (not shown) capable of detecting the angular velocity of the yaw angle of the airframe 11 (turning angle of the airframe 11), and an acceleration sensor 58 (not shown) detecting acceleration in three mutually orthogonal directions. 3) is provided. The inertial information measured by the inertial measurement device 30 includes orientation change information detected by the gyro sensor and position change information detected by the acceleration sensor 58 .
Thereby, the position of the airframe 11 and the orientation of the airframe 11 are detected by the measurement device 29 and the inertial measurement device 30 .

(Configuration related to automatic driving of the aircraft)
As shown in FIG. 3, a steering motor 40 that can operate the steering wheel 20 is provided, and a display device 42 (corresponding to a notification unit) composed of a liquid crystal display or the like is provided on the front side of the steering wheel 20. ing.

An operation position of the shift lever 37 is input to the control device 80, and a shift motor 41 capable of operating the shift lever 37 is provided. A push-button type automatic operation unit 43 for starting and stopping automatic running is provided at a grip portion of the shift lever 37 , and a signal of the automatic operation unit 43 is input to the control device 80 .

A storage unit 82, a travel route setting unit 83, a travel route acquisition unit 84, an automatic travel control unit 85, and a notification control unit 86 are provided in the control device 80 as software.

(Acquisition of position data at the edge of a ridge)
As shown in FIG. 4, in a field having ridges B1, B2, B3, and B4, for example, the operator sets the position data of the ridges B11, B21, B31, and B41 of the ridges B1 to B4 to the following (1) to It is obtained in advance by any one (or more) of the methods shown in (5) and stored in the storage unit 82 .

(1) A worker removes the measuring device 29 shown in FIGS. Positioning data indicating positions are obtained as position data of the edges B11 to B41.

(2) A worker gets on the riding rice transplanter (with the measuring device 29 attached) shown in FIGS. Positioning data indicating the position of the airframe 11 by the measuring device 29 is obtained as the position data of the edges B11 to B41.

In this case, the measuring device 29 is attached to the portion located in the center of the left and right of the machine body 11, and the outer end of the machine body 11 (seedling planting device 5) is positioned on the ridge B11 to B41. From the positioning data indicating the position of the machine body 11 by the measuring device 29, correction is made so that the position outside by 1/2 of the width of the machine body 11 (seedling planting device 5) is the position data of the ridge B11 to B41. keep going

(3) The same riding-type rice transplanter (or another riding-type rice transplanter or riding-type seeding machine equipped with the measuring device 29) traveled in a field in the past, and positioning data indicating the position of the machine 11 that traveled in the field. is obtained, the operator uses this positioning data as the position data of the ridges B11 to B41, and performs the correction described in (2) above.

(4) Various work vehicles such as combine harvesters and tractors equipped with the measuring device 29 have traveled in fields in the past (or present), and positioning data indicating the positions of the work vehicles that have traveled in the fields have been obtained. In this case, the operator uses this positioning data as the position data of the ridges B11 to B41.

(5) If there is a commercially available storage medium that records the position data of the ridges B11 to B41, the worker uses this storage medium.

(Setting travel route)
As shown in FIG. 4, when the riding-type rice transplanter reaches the vicinity of the field, the travel route setting unit 83 sets the travel routes L01 to L07 based on the position data of the ridges B11 to B41 as described below. is set.

As shown in FIG. 4, headland lines LA1 and LA2 extend along the ridges B11 and B21 from the ridges B11 and B21 to the center of the field by the width of the machine body 11 (seedling planting device 5). set. Headland lines LA3 and LA4 are set along the ridges B31 and B41 from the ridges B31 and B41 to the center of the field by the width of the machine body 11 (seedling planting device 5).

The travel routes L01, L02, L03, L04, L05, L06, and L07 are parallel to the headland lines LA3 and LA4, and are parallel to each other with a predetermined interval W1 (width of the body 11 (seedling planting device 5)). , and the directions of the travel routes L01 to L07 (see the arrows of the travel routes L01 to L07 shown in FIG. 4) are set.

The starting ends of the travel routes L01 to L07 are starting positions C1, C2, C3, C4, C5, C6, and C7. The end portions of the travel routes L01 to L07 are the end positions D1, D2, D3, D4, D5, D6 and D7. As a result, travel routes L01 to L07 are obtained by connecting the start positions C1 to C7 and the end positions D1 to D7.

The start positions C1 to C7, the end positions D1 to D7, and the travel routes L01 to L07 are displayed on the display device 42 (see FIG. 3). (not shown).
As a result, the position data of the travel routes L01 to L07, the start positions C1 to C7, and the end positions D1 to D7 are acquired and stored in the travel route acquisition unit 84 (see FIG. 3).

(automatic driving of aircraft)
In the state where the travel routes L01 to L07 are set as described above (setting of the travel route), the operator boards the machine body 11 and sits on the seat 12 as shown in FIGS. Then, the control handle 20 and the shift lever 37 are operated to move the machine body 11 and position the machine body 11 at the starting position C1. Next, the operator operates the automatic operation unit 43 to start traveling.

At the same time, the operator operates the operating lever 39 to the lowered position DD to lower the seedling planting device 5 to the field, operates the operating lever 39 to the lowered position DD again, and operates the planting clutch 26 and fertilizing. The clutch 27 is operated to the transmission state to start planting seedlings and supplying fertilizer.

By operating the automatic operation unit 43, the automatic travel control unit 85 is activated. In the operating state of the automatic travel control unit 85 , the steering motor 40 is operated based on the detections of the measurement device 29 and the inertia measurement device 30 to automatically steer the front wheels 1 .

At the same time, the speed change motor 41 is operated by the automatic travel control unit 85, and the speed change lever 37 is automatically operated to the high speed forward position F1, which is slightly lower than the maximum forward speed position FM, and the machine body 11 is moved. It automatically travels along the travel route L01 at a constant speed.

The position of the aircraft 11, the current travel route L01 along which the aircraft 11 travels, and the travel route L02 along which the aircraft 11 travels next are displayed on the display device 42 by the notification control unit 86 . When the aircraft 11 approaches the end position D1, the end position D1 of the travel route L01, the start position C2 of the travel route L02, and the turning route LL1 are displayed on the display device 42 in addition to the aircraft 11 and the travel routes L01 and L02. .

When the machine body 11 reaches the end position D1 of the travel route L01, the operator operates the operation lever 39 to the raised position UU to raise the seedling planting device 5 from the field to plant seedlings and supply fertilizer. As the seedling planting device 5 is raised by operating the operation lever 39 to the raised position UU, the automatic travel control unit 85 is brought to a stopped state.

The operator operates the steering handle 20 and the shift lever 37 to turn the machine body 11 along the turning path LL1 displayed on the display device 42 . When the aircraft 11 reaches the start position C2 of the travel route L02, the travel route L01 disappears on the display device 42, and the current travel route L02 along which the aircraft 11 travels and the travel route L03 along which the aircraft 11 travels next are displayed. Is displayed.

With the machine body 11 positioned at the start position C2 of the travel route L02, the operator operates the automatic operation unit 43 to start traveling. At the same time, the operator operates the operating lever 39 to the lowered position DD to lower the seedling planting device 5 to the field, operates the operating lever 39 to the lowered position DD again, and operates the planting clutch 26 and fertilizing. The clutch 27 is operated to the transmission state to start planting seedlings and supplying fertilizer.
As a result, the automatic travel control unit 85 is activated, the operation similar to that for the travel route L01 is performed, and the body 11 automatically travels along the travel route L02 at a constant speed.

Next, when the aircraft 11 approaches the end position D2 of the travel route L02, the display device 42 displays the end position D2 of the travel route L02, the start position C3 of the travel route L03, the turn A route LL2 is displayed.

When the machine body 11 reaches the end position D2 of the travel route L02, the worker raises the seedling planting device 5 to turn the machine body 11, as described above. When the aircraft 11 reaches the start position C3 of the travel route L03, the travel route L02 disappears on the display device 42, and the current travel route L03 along which the aircraft 11 travels and the travel route L04 along which the aircraft 11 travels next are displayed. Is displayed.

Thereafter, the operator repeats the same operation. Finally, the operator causes the machine body 11 to travel along the ridges B11 to B41, planting seedlings (rotating planting) and supplying fertilizer, thereby completing one operation. Finish planting seedlings and fertilizing the field.

If the operator does not operate the automatic operation unit 43 at the start positions C1 to C7 of the travel routes L01 to L07, the operator can operate the operation handle while viewing the display device 42 while the automatic travel control unit 85 is stopped. 20 and the shift lever 37 can be operated to drive the body 11 along the travel routes L01 to L07.

(Configuration related to operation of obstacle sensor)
As shown in FIG. 3, a state detection unit 87, an obstacle detection unit 88, a sensor control unit 89 (corresponding to a control unit), and a travel control unit 90 are provided in the control device 80 as software. A buzzer 57 (corresponding to a notification unit) is provided on the body 11 , and the buzzer 57 is operated by the notification control unit 86 .

When the electric motor 28 operates the planting clutch 26 and the fertilization clutch 27 to the transmission state, the state detection unit 87 detects that the planting clutch 26 and the fertilization clutch 27 are in the working state, and the electric motor 28 disengages the planting clutch 26 and the fertilization clutch 27. is operated, it detects that it is in a non-working state.

Based on the detection signals and reflection signals of the front and rear obstacle sensors 51 and 52, the obstacle detection unit 88 determines whether an obstacle exists within the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52. detect whether or not
The sensor control unit 89 operates the electric motors 53 to 56 to change the directions of the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52 horizontally and vertically.

The travel control unit 90 operates the speed change motor 41 and operates the continuously variable transmission 23 via the speed change lever 37 . As described in (automatic traveling of the machine body) above, in a state in which the automatic traveling control unit 85 operates the variable speed motor 41, the traveling control unit 90 gives priority to the automatic traveling control unit 85 to operate the variable speed motor 41. can be operated.

(Activation status of obstacle sensor on travel route)
As shown in FIGS. 4 and 5, the state detection unit 87 and the sensor control unit 89 perform the following operations on the travel routes L01 to L07 described above (automatic travel of the machine body).

As shown in FIGS. 4 and 5, with the machine body 11 positioned at the start positions C1 to C7 of the travel paths L01 to L07, the operator operates the automatic operation unit 43 to move the operation lever 39 to the lowered position DD. It is assumed that the seedling planting device 5 is operated to descend into the field, and the planting clutch 26 and the fertilizing clutch 27 are operated to the transmission state by the electric motor 28 .

When the electric motor 28 operates the planting clutch 26 and the fertilizing clutch 27 to the transmission state, the state detection unit 87 detects that it is in the working state.
In the working state, as shown in FIGS. 3 and 6, a detection signal is transmitted from the front obstacle sensor 51, the electric motor 53 is operated by the sensor control unit 89, and the transmission range of the front obstacle sensor 51 is expanded. The orientation of A1 is laterally reciprocally changed within the range of change angle E11.

At the same time, the electric motor 55 is actuated by the sensor control unit 89, and the direction of the transmission range A1 of the front obstacle sensor 51 is changed to a change angle E12 over the range of obliquely downward and obliquely upward shown in FIG. Change operation is performed by reciprocating up and down within the range.
In the state described above, the working state is detected by the state detection unit 87, and the transmission range A1 of the front obstacle sensor 51 is set toward the traveling direction of the airframe 11. FIG.

The change angle E11 is set in a range in the left and right lateral directions centered on the longitudinal direction of the airframe 11, and is the maximum effective detection distance at which the front obstacle sensor 51 can effectively detect an obstacle. The angle is set to cover a range corresponding to the width of the machine body 11 and the seedling planting device 5 .

When there is a seedling planted in the field next to the body 11 (see the shaded area in FIG. 6), the change angle E11 is set so that the seedling next to the body 11 is within the transmission range A1 of the front obstacle sensor 51. It is set not to enter.

The change angle E12 is the range of the maximum effective detection distance in which the front obstacle sensor 51 can effectively detect an obstacle, and covers the range corresponding to the height of the measuring device 29 (see FIG. 1) from the field. It is set at an angle that allows
By setting the change angles E11 and E12 as described above, the obstacle sensor 51 is configured to detect an obstacle far in front of the airframe 11 .

(A state in which an obstacle is detected on the travel route)
In the state described in (operation state of the obstacle sensor on the traveling route), an obstacle exists within the transmission range A1 of the obstacle sensor 51 based on the detection signal and the reflection signal of the previous obstacle sensor 51. When this is detected by the obstacle detection unit 88, the notification control unit 86 and the traveling control unit 90 perform operations as described below.

As shown in FIG. 3, when an obstacle is detected by the obstacle detection unit 88, the speed change motor 41 is operated by the speed control unit 90 prior to the automatic speed control unit 85, and the shift lever 37 moves forward. is decelerated to the low speed position F2. At the same time, the notification control unit 86 activates the buzzer 57 and displays on the display device 42 that an obstacle has been detected.

In the above-described state, even if the operator attempts to manually operate the shift lever 37 beyond the forward low speed position F2 to the high speed side, this operation is blocked by the travel control unit 90 and the shift motor 41. FIG.

The operator operates the automatic operation unit 43 to bring the automatic travel control unit 85 into a stopped state, and operates the shift lever 37 to the neutral position N to stop the machine body 11 . In this case, although the planting clutch 26 and the fertilizing clutch 27 are operated in the transmission state, the seedling planting device 5 and the fertilizing device 18 are stopped by operating the continuously variable transmission 23 to the neutral position N. do.

When the machine body 11 stops, the buzzer 57 is operated to stop and the display of the display device 42 disappears, and the operator takes appropriate measures such as removing obstacles.
After completing the removal of the obstacle, etc., the operator operates the automatic operation unit 43 to activate the automatic travel control unit 85 .

As a result, as described in the above-mentioned (state of operation of the obstacle sensor on the travel route), the travel control unit 90 operates the shift lever 37 to the forward low speed position F2, and the machine body 11 starts. After a predetermined period of time has passed, the automatic traveling control unit 85 operates the vehicle to the forward high-speed position F1, and returns to the state described in (automatic traveling of the aircraft) (operating state of the obstacle sensor on the traveling route). do.

(Activation status of obstacle sensor on turning path)
As shown in FIGS. 4 and 5, the state detection unit 87 and the sensor control unit 89 perform the following operations on the turning paths LL1 and LL2 described above (automatic traveling of the machine body).

As shown in FIGS. 4 and 5, when the machine body 11 is positioned at the end positions D1 to D7 of the travel routes L01 to L07, when the operator operates the operating lever 39 to the raised position UU, the seedling planting device 5 is operated to rise from the field, the planting clutch 26 and the fertilizing clutch 27 are operated to be disconnected by the electric motor 28, and the automatic travel control unit 85 is stopped.
The operator operates the steering handle 20 and the shift lever 37 to turn the machine body 11 along the turning paths LL1 and LL2 displayed on the display device 42 .

When the planting clutch 26 and the fertilizing clutch 27 are operated by the electric motor 28 to be in the disengaged state, the state detection unit 87 detects the non-working state.
In the non-working state, as shown in FIGS. 3 and 7, a detection signal is transmitted from the front obstacle sensor 51, the electric motor 53 is operated by the sensor control unit 89, and the front obstacle sensor 51 transmits. The direction of the range A1 is changed to the steering direction of the front wheels 1 (the steering direction of the airframe 11).

After the orientation of the transmission range A1 of the front obstacle sensor 51 is changed to the steering direction of the front wheels 1 (the steering direction of the aircraft body 11), the steering direction of the front wheels 1 (the steering direction of the aircraft body 11) is the center. The orientation of the transmission range A1 of the front obstacle sensor 51 is reciprocally changed in the lateral direction within the range of the change angle E13 in the lateral direction.

The change angle E13 is set smaller than the change angle E11 (see FIG. 6) so that the ridges B1 and B2, a part of the fuselage 11, and the front wheel 1 do not enter the transmission range A1 of the front obstacle sensor 51. , the detection signal of the front obstacle sensor 51 is set so that the effective detection distance of the front obstacle sensor 51 is short.

At the same time, the electric motor 55 is actuated by the sensor control unit 89, and the direction of the transmission range A1 of the front obstacle sensor 51 is changed to a change angle E12 over the range of obliquely downward and obliquely upward shown in FIG. It is changed by going back and forth in the vertical direction within the range.
The above state is a state in which the non-working state is detected by the state detection unit 87 and the transmission range A1 of the front obstacle sensor 51 is set toward the steering direction of the body 11 .

(Obstacle sensor operating status when moving backward)
When the machine body 11 moves backward, the state detection unit 87 and the sensor control unit 89 perform operations as described below.

As shown in FIG. 3, when the operator operates the shift lever 37 to the reverse region R, the continuously variable transmission 23 is operated to the reverse side and the operating lever 39 is operated to the raised position UU. The same operations are performed as are performed when As described in the above-mentioned (elevating operation of the seedling planting device by the operation lever), the planting clutch 26 and the fertilizing clutch 27 are operated to be disconnected by the electric motor 28, the automatic elevation control unit 81 is stopped, and the seedlings are lifted. The planting device 5 is raised to the upper limit position.

When the electric motor 28 operates the planting clutch 26 and the fertilizing clutch 27 to the disengaged state, the state detection unit 87 detects the non-working state, but this is ignored.

As shown in FIGS. 3 and 8, a detection signal is transmitted from the rear obstacle sensor 52, and the detection signal of the rear obstacle sensor 52 indicates that the lower side of the seedling planting device 5 that has been operated to rise to the upper limit position. sent through to the back side.

The electric motor 54 is actuated by the sensor control unit 89, and the orientation of the transmission range A2 of the obstacle sensor 52 is changed reciprocally in the lateral direction within the range of the change angle E21.
The electric motor 56 is actuated by the sensor control unit 89, and the direction of the transmission range A2 of the obstacle sensor 52 afterward is changed in the vertical direction within the range of the change angle E22 over the range of obliquely downward and obliquely upward shown in FIG. is changed to and from.
The above state is a state in which the transmission range A2 of the rear obstacle sensor 52 is set toward the traveling direction of the airframe 11 during backward travel.

The effective detection distance of the rear obstacle sensor 52 is set short so that an obstacle in a close range behind the seedling planting device 5 can be detected, and the change angle E21 is changed to the change angle E11 (see FIG. 6). set at an angle greater than

When there is a seedling planted in the field next to the body 11 (see the shaded area in FIG. 8), the change angle E21 is set so that the seedling next to the body 11 is within the transmission range A2 of the obstacle sensor 52 afterward. It is set not to enter.
The change angle E22 is set to be smaller than the change angle E12 so that the seedling planting device 5 (float 9) does not enter the transmission range A2 of the obstacle sensor 52 behind.

(A state in which an obstacle is detected on a turning path and when moving in reverse)
Based on the detection signals and reflection signals of the front and rear obstacle sensors 51 and 52 in the states described in the above-mentioned (Obstacle sensor operating state in turning path) (Obstacle sensor operating state during reversing) When the obstacle detection unit 88 detects that an obstacle exists in the transmission ranges A1 and A2 of the front and rear obstacle sensors 51 and 52, the notification control unit 86 and the traveling control unit 90 perform the following operations. is performed as described.

When an obstacle is detected by the obstacle detection unit 88, the travel control unit 90 operates the speed change motor 41, moves the speed change lever 37 to the neutral position N, and stops the machine body 11. FIG. At the same time, the notification control unit 86 activates the buzzer 57 and displays on the display device 42 that an obstacle has been detected.

The reason why the machine body 11 is stopped as described above is that the running speed of the machine body 11 is set to a sufficiently low speed during the turning paths LL1 and LL2 and when the machine body 11 moves backward.
After a predetermined time has passed since the machine body 11 stopped, the buzzer 57 is stopped and the display of the display device 42 disappears, and the operator takes appropriate measures such as removing obstacles.

When the worker moves the machine body 11 backward while there are seedlings planted in the field on the rear side of the machine body 11, the seedlings on the rear side of the machine body 11 may be detected as an obstacle.
In this case, the operator can temporarily set the travel control unit 90 to a stopped state by manually operating a release switch (not shown). When the travel control unit 90 is in a stopped state, the operator can move the machine body 11 backward so that the rear wheels 2 do not step on the seedlings on the rear side of the machine body 11 .

(Deceleration and Stopping Operations Based on Shaking of Aircraft)
Since the inertial measurement device 30 is provided with the acceleration sensor 58 for detecting acceleration in three mutually orthogonal directions, The acceleration sensor 58 of the inertial measurement device 30 can detect the acceleration of the sway of the body 11 in the longitudinal direction or the lateral direction.

As shown in FIG. 3, the values detected by the acceleration sensor 58 (the acceleration of the swaying of the aircraft 11 in the front-back direction or the left-right direction) on the travel routes L01 to L07 and the turning routes LL1 and LL2 are set in advance. When the value is exceeded, if the shift lever 37 is operated to the high speed side of the forward low speed position F2, the speed change motor 41 is operated by the drive control unit 90 prior to the automatic drive control unit 85. The shift lever 37 is decelerated to the forward low speed position F2. At the same time, the notification control unit 86 activates the buzzer 57 and displays on the display device 42 that the body 11 is shaking violently.

When the detection value of the acceleration sensor 58 (acceleration of the sway in the longitudinal direction or lateral direction of the aircraft 11) exceeds a preset set value, the shift lever 37 is operated to the lower speed side than the forward low speed position F2. If it is, the shift lever 37 is not operated, the buzzer 57 is operated by the notification control section 86, and the display device 42 displays that the body 11 is shaking violently.

In the above-described state, even if the operator attempts to manually operate the shift lever 37 beyond the forward low speed position F2 to the high speed side, this operation is blocked by the traveling control unit 90 and the shift motor 41. FIG.

When the detection value of the acceleration sensor 58 (acceleration of shaking in the front-rear direction or the left-right direction of the aircraft 11) exceeds a larger limit set value than the preset set value, the automatic travel control unit 85 is given priority to travel. The shift motor 41 is operated by the control unit 90, the shift lever 37 is operated to the neutral position N, and the machine body 11 is stopped.

At the same time, the notification control unit 86 activates the buzzer 57 and displays on the display device 42 that the body 11 is shaking violently. After a predetermined period of time has elapsed since the machine body 11 stopped, the buzzer 57 is operated to stop and the display on the display device 42 disappears.

(Deceleration operation and stop operation based on seating sensor)
As shown in FIGS. 1 and 3, a seating sensor 59 for detecting whether or not a worker is seated on the seat 12 is provided below the seat 12, and the detection signal of the seating sensor 59 is sent to the controller. 80.

When an operator sits on the seat 12, the seat 12 is slightly displaced downward due to the weight of the operator.
The seat sensor 59 detects whether or not the worker is seated on the seat 12 based on whether the seat 12 is displaced downward.

When the seating sensor 59 detects that no worker is seated on the seat 12 on the traveling paths L01 to L07 and the turning paths LL1, LL2, etc., the shift lever 37 is operated to the higher speed side than the forward low speed position F2. If it is set, the speed change motor 41 is operated by the speed control unit 90 prior to the automatic speed control unit 85, and the speed change lever 37 is decelerated to the forward low speed position F2. At the same time, the notification control unit 86 operates the buzzer 57 and displays on the display device 42 a comment prompting the user to take a seat.

When the seating sensor 59 detects that no worker is seated on the seat 12, and the shift lever 37 is operated to the lower speed side than the forward low speed position F2, the shift lever 37 is not operated and a notification is given. The control unit 86 activates the buzzer 57 and displays on the display device 42 a comment prompting the user to take a seat.

In the above-described state, even if the operator attempts to manually operate the shift lever 37 beyond the forward low speed position F2 to the high speed side, this operation is blocked by the traveling control unit 90 and the shift motor 41. FIG.

(First alternative embodiment of the invention)
The above-mentioned (state in which an obstacle is detected in the travel route) (state in which an obstacle is detected in the turning route and when moving backward) (deceleration and stop operations based on the shaking of the aircraft) (deceleration and stop operations based on the seating sensor) operation), instead of the configuration in which the travel control unit 90 decelerates the speed change lever 37 to the forward low speed position F2, the following configuration may be used.

Regardless of the operating position of the gearshift lever 37, the travel control unit 90 operates the gearshift lever 37 from the current operating position to the low speed side by a preset amount.
Regardless of the operating position of the gearshift lever 37, the travel control unit 90 causes the gearshift lever 37 to move from the current operating position to the low speed side by a certain ratio (for example, 10% or 20%) of the current operating position of the gearshift lever 37. operated by

(Second alternative embodiment of the invention)
In the above-described (deceleration operation and stop operation based on the seating sensor), instead of the configuration in which the travel control unit 90 decelerates the shift lever 37 to the forward low speed position F2, the following configuration may be used. .

In a state in which the seating sensor 59 detects that the worker is not seated on the seat 12, when the worker manually operates the shift lever 37 to the high speed side, a preset acceleration for increasing speed is detected. The operation of the speed change lever 37 (continuously variable transmission 23 ) to the high speed side beyond the speed is blocked by the travel control unit 90 and the speed change motor 41 . It is possible for the operator to slowly operate the speed change lever 37 to the high speed side at an acceleration equal to or less than the acceleration for speed increase described above.

In the above-described (state in which an obstacle is detected on the traveling route) (state in which an obstacle is detected in a turning route and when moving in reverse) (deceleration operation and stop operation based on the shaking of the aircraft), the gear shift lever is operated by the travel control unit 90. 37 is decelerated to the forward low speed position F2, as described above, the speed change lever 37 (continuously variable transmission 23) is moved to the high speed side beyond the preset acceleration. The operation may be blocked by the travel control unit 90 and the transmission motor 41 .

(Third alternative embodiment of the invention)
When the operator operates the automatic operation unit 43 and the automatic travel control unit 85 is activated, the following operations may be performed.

By operating the automatic operation unit 43 (corresponding to the operation of setting the traveling state of the machine body), the speed change motor 41 is operated by the traveling control unit 90 prior to the automatic traveling control unit 85, and the shift lever 37 is operated. is operated to the forward low speed position F2 which is lower than the forward high speed position F1 (corresponding to the deceleration operation of the continuously variable transmission 23).

When a preset predetermined time elapses after the shift lever 37 is operated to the forward low speed position F2, the automatic travel control unit 85 is prioritized, and the automatic travel control unit 85 operates the shift motor 41. As a result, the shift lever 37 is operated to the forward high speed position F1. While the shift lever 37 is being operated to the forward low speed position F2, the steering motor 40 is being operated by the automatic travel control unit 85 .

In the operating state of the automatic travel control unit 85, the seedling planting depth (set depth) by the seedling planting device 5 can be set using a touch panel (not shown), an operation lever (not shown), an operation dial (not shown), or the like. ) or an operation (equivalent to operation of the working device) such as changing the amount of fertilizer supplied by the fertilizer applicator 18 (feeding unit 14) is performed, the automatic travel control unit 85 It may be configured such that the speed change motor 41 is preferentially operated by the traveling control unit 90 and the speed change lever 37 is operated to the low speed position F2 of low speed forward movement (corresponding to the deceleration operation of the continuously variable transmission 23). ).

After that, when a preset predetermined time elapses after the shift lever 37 is operated to the forward low speed position F2, the automatic travel control unit 85 is prioritized, and the automatic travel control unit 85 starts the shift motor 41. is operated to move the shift lever 37 to the forward high speed position F1.

(Fourth alternative embodiment of the invention)
The configuration of the steering motor 40, the speed change motor 41, the automatic operation unit 43, and the like related to the automatic travel of the machine body 11 may not be provided.
According to this configuration, the operator operates the control handle 20 and the shift lever 37 to operate the machine body 11 while viewing the display of the machine body 11 on the display device 42 on the traveling routes L01 to L07 and the turning routes LL1 and LL2. to run.

All the components such as the measuring device 29, the inertia measuring device 30, the steering motor 40, the variable speed motor 41, the automatic operation unit 43, etc., related to the automatic travel of the machine body 11 may not be provided.

A rear obstacle sensor 52 may be provided in the seedling planting device 5 . According to this configuration, the seedling planting device 5 (working device) also becomes a part of the machine body 11 .
Radio wave type or infrared type obstacle sensors 51 and 52 may be provided instead of the ultrasonic type obstacle sensors 51 and 52 .
Instead of the ultrasonic obstacle sensors 51 and 52, obstacle sensors 51 and 52 are provided for photographing the detection range with a camera (not shown), and image processing is performed on the photographed images to detect obstacles. section may be provided.

The present invention applies not only to a riding-type rice transplanter having a seedling planting device 5 provided on its body 11, but also to a riding-type direct seeder and rotary tillage device having a seeding device (not shown) (corresponding to a working device) provided on its body 11. (not shown) (corresponding to a working device), a tractor equipped with a chemical spraying device (not shown) (corresponding to a working device) provided on the body 11, and a reaping section (not shown) (corresponding to a working device) It can also be applied to work vehicles such as a combine harvester having a .

5 Seedling planting device (working device)
11 fuselage 12 seat 18 fertilizing device (working device)
23 continuously variable transmission (transmission)
42 display device (display unit)
51 Obstacle sensor 52 Obstacle sensor 53 Electric motor (actuator)
54 electric motor (actuator)
55 electric motor (actuator)
56 electric motor (actuator)
57 buzzer (display)
58 acceleration sensor 59 seating sensor 87 state detector 89 sensor controller (controller)
90 travel control unit A1 transmission range (detection range)
A2 transmission range (detection range)
E11 change angle (first change angle)
E13 change angle (second change angle)
E21 change angle (third change angle)
F2 low speed position

Claims (15)

an obstacle sensor that detects an obstacle within a preset detection range and that is set so that the detection range faces forward from the fuselage ;
an actuator capable of changing the detection range of the obstacle sensor in a range facing forward from the airframe ;
a control unit that operates the actuator ,
The control unit can set the detection range of the obstacle sensor toward the traveling direction of the aircraft, and can reciprocate the detection range of the obstacle sensor in the left-right direction with respect to the aircraft. actuate the actuator,
A first change angle that is a range in which the detection range of the obstacle sensor is reciprocally changed in the horizontal direction when the aircraft travels straight, and a first change angle in which the detection range of the obstacle sensor changes in the horizontal direction when the aircraft turns. , wherein the second change angle is set to be smaller than the first change angle . The second effective detection in the first effective detection distance of the detection range of the obstacle sensor when the aircraft travels straight and the second effective detection distance of the detection range of the obstacle sensor when the aircraft turns. The work vehicle according to claim 1, wherein the distance is set to be shorter than the first effective detection distance. 3. The work vehicle according to claim 1 , further comprising a notification unit for notifying that said obstacle sensor has detected an obstacle. The work vehicle according to any one of claims 1 to 3 , wherein the control unit operates the actuator so that the detection range is changed in the vertical direction with respect to the machine body. The obstacle sensor after the detection range is set to face rearward from the airframe, and the detection range of the obstacle sensor after it can be changed to a range facing rearward from the airframe. The work vehicle according to any one of claims 1 to 4, wherein the actuator is provided. The control unit operates the latter actuator so that the detection range of the latter obstacle sensor can be reciprocated in the lateral direction with respect to the aircraft body,
6. The work according to claim 5, wherein a third change angle, which is a range in which the detection range of the obstacle sensor afterward is reciprocally changed in the horizontal direction, is set to an angle larger than the first change angle. car. a state detection unit that detects a working state in which the working device mounted on the machine body operates and a non-working state in which the working device stops,
2. When the non-working state is detected by the state detection unit, the control unit actuates the actuator so that the detection range is oriented in a steering direction of the fuselage when the fuselage is turning. 7. The working vehicle according to any one of 6 . When the working state is detected by the state detection unit, the control unit operates the actuator so that the detection range is set toward the traveling direction of the aircraft as when the aircraft is traveling straight. Item 7. The work vehicle according to Item 7. a travel control unit that operates a transmission for travel;
an acceleration sensor that detects the acceleration of shaking in the longitudinal direction or the lateral direction of the aircraft body,
The travel control unit is
The work vehicle according to any one of claims 1 to 8 , wherein the transmission is operated to decelerate when the detected value of the acceleration sensor exceeds a preset set value. The travel control unit is
10. The work vehicle according to claim 9 , wherein when the detected value of the acceleration sensor exceeds a limit set value larger than the set value, the machine body is stopped. A traveling control unit for operating a transmission for traveling is provided,
The travel control unit is
The work vehicle according to any one of claims 1 to 10 , wherein the transmission is decelerated when an obstacle is detected by the obstacle sensor. a travel control unit that operates a transmission for travel;
A seat on which a worker sits, and a seating sensor that detects whether the worker is seated on the seat,
The travel control unit is
The work vehicle according to any one of claims 1 to 11 , wherein when the seating sensor detects that no worker is seated on the seat, the transmission is operated to decelerate. a travel control unit that operates a transmission for travel;
A seat on which a worker sits, and a seating sensor that detects whether the worker is seated on the seat,
The travel control unit is
When the seating sensor detects that no worker is seated on the seat, if the transmission is operated to a higher speed than a preset low speed position, the transmission is shifted to the low speed position. The work vehicle according to any one of claims 1 to 12 , wherein the vehicle is decelerated to a high speed and is prevented from being operated to a high speed side beyond the low speed position of the transmission. a travel control unit that operates a transmission for travel;
A seat on which a worker sits, and a seating sensor that detects whether the worker is seated on the seat,
The travel control unit is
When the seating sensor detects that the worker is not seated on the seat, the operation of the transmission to the high speed side exceeding a preset acceleration is prevented . 14. The work vehicle according to any one of 13 . A traveling control unit for operating a transmission for traveling is provided,
The travel control unit is
15. The work according to any one of claims 1 to 14 , wherein the transmission is operated to decelerate when an operation of a work device installed on the machine body or an operation of setting a running state of the machine body is performed. car.

Images