JP7200974B2 - work vehicle - Google Patents

Description

The present invention relates to a work vehicle such as a rice planter.

A rice planting machine is known that has a planting device attached to a vehicle body so as to be able to move up and down, a steering motor that drives a steering handle, and a control device that controls the straight movement of the vehicle body by causing the steering motor to drive the steering handle. (See Patent Documents 1 and 2, for example).

JP 2016-24541 A JP-A-2002-335720

However, a work vehicle such as the above-described conventional rice planter cannot perform turning control of the vehicle body.

SUMMARY OF THE INVENTION An object of the present invention is to provide a work vehicle capable of performing turning control of a vehicle body in consideration of the conventional problems described above.

A first aspect of the present invention comprises a steering member driving device (44) for driving a steering member (52);
a control device (200) for controlling the steering member driving device (44);
with
The control device (200) performs straight-ahead control before turning when the vehicle body (10) to be turned goes straight, performs turning control when turning the vehicle body (10) which has been made to go straight, and A work vehicle that performs straight-ahead control after turning when the vehicle body (10) being turned is made to go straight again,
Switching from the straight-ahead control to the turning control before turning is performed based on a manual operation,
the magnitude of the turn trajectory is determined based on the rear wheel speed and aircraft heading;
The work vehicle is characterized in that, when it is determined that the turning is a large turn, control is performed so that the start of steering return is delayed and the vehicle body (10) is moved inward.
A first invention related to the present invention is a steering member driving device (44) for driving a steering member (52);
a control device (200) for controlling the steering member driving device (44);
with
The control device (200) performs straight-ahead control before turning when the vehicle body (10) to be turned goes straight, performs turning control when turning the vehicle body (10) which has been made to go straight, and A work vehicle that performs straight-ahead control after turning when the vehicle body (10) being turned is made to go straight again,
The work vehicle is characterized in that switching from the straight-ahead control to the turning control before the turning is performed based on a manual operation.

In a second invention related to the present invention, the steering angle return timing for returning the steering angle to make the vehicle body (10) that is being turned go straight again starts the straight-ahead control after the turning. The work vehicle according to the first invention related to the present invention, characterized in that the timing is provided before the straight-ahead control start timing.

In a third invention related to the present invention, the steering angle return timing is determined by the difference between the direction of the vehicle body (10) being turned and the direction of straightening the vehicle body (10) again. is a timing below a predetermined steering angle return level.

A fourth invention related to the present invention is characterized in that the steering angle return timing is adjustable based on a manual operation for adjusting the predetermined steering angle return level. It is a work vehicle of the related 3rd invention .

According to the present invention, it is possible to perform turning control of the vehicle body.
According to the first invention related to the present invention, it is possible to perform turning control of the vehicle body.

According to the second invention related to the present invention, it is possible to realize highly precise control in addition to the effect of the first invention related to the present invention.

According to the third invention related to the present invention, in addition to the effects of the second invention related to the present invention, highly convenient control can be realized.

According to the fourth invention related to the present invention, in addition to the effect of the third invention related to the present invention, highly flexible control can be realized.

BRIEF DESCRIPTION OF THE DRAWINGS The perspective view of the rice transplanter of embodiment in this invention 1 is a block diagram of a power transmission system of a rice transplanter according to an embodiment of the present invention; 1 is a block diagram of a control system of a rice transplanter according to an embodiment of the present invention; FIG. Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (part 1) Enlarged explanatory drawing of turning control of the rice transplanter of embodiment in this invention Explanatory drawing of back turn control of the rice transplanter of embodiment in this invention 1 is a partial perspective view of a rice transplanter according to an embodiment of the present invention; FIG. BRIEF DESCRIPTION OF THE DRAWINGS The partial top view of the rice transplanter of embodiment in this invention FIG. 2 is an enlarged partial plan view of the vicinity of the auxiliary wheel of the rice transplanter according to the embodiment of the present invention; Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (part 2) Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (part 3) Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (part 4) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 5) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 6) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 7) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 8) Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (the ninth) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 10) Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (the eleventh) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 12) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 13) Explanatory drawing of turning control of the rice transplanter according to the embodiment of the present invention (No. 14) Explanatory drawing of turning control of the rice transplanter of embodiment in this invention (the fifteenth) FIG. 2 is a partial perspective view of the vicinity of the operation unit of the rice transplanter according to the embodiment of the present invention;

Embodiments of the present invention will be described in detail with reference to the drawings.

Similarly, some components may not be shown in the drawings, or may be shown in perspective or in an abbreviated manner.

The rice transplanter of this embodiment is an example of a work vehicle in the present invention or inventions related to the present invention.

In alternative embodiments, for example, the work vehicle in the present invention or inventions related to the present invention may be an agricultural tractor.

The steering handle 52 is an example of a steering member in the present invention or inventions related to the present invention. The steering motor 44 is an example of a steering member driving device for driving the steering handle 52 in the present invention or inventions related to the present invention.

The control device 200 is an example of a control device that controls the steering motor 44 in the present invention or inventions related to the present invention.

The vehicle body 10 is an example of a vehicle body in the present invention or inventions related to the present invention. The rear wheel speed sensor 210 and the positioning system 300 are examples of a detection mechanism that detects the turning state of the vehicle body 10 in the present invention or an invention related to the present invention.

The auxiliary wheel 33 is an example of one or more auxiliary wheels attached to at least one of the inner side and the outer side of the vehicle body 10 in the lateral direction of the vehicle body in the present invention or an invention related to the present invention.

The turn inside rear wheel 32 is an example of a predetermined wheel in the present invention or inventions related to the present invention.

First, referring to FIGS. 1 and 2, the configuration and operation of the rice transplanter of this embodiment will be specifically described.

Here, FIG. 1 is a perspective view of a rice transplanter according to an embodiment of the present invention, and FIG. 2 is a block diagram of a power transmission system of the rice transplanter according to an embodiment of the present invention.

While explaining the operation of the rice transplanter of the present embodiment, the traveling control method of the invention related to the present invention will also be explained.

The rice planting machine of the present embodiment is a riding mat seedling rice planting machine for planting eight rows, and the planting apparatus 100 has four planting units, each of which has a pair of left and right planting tools.

The rice planting machine is not limited to a riding mat seedling rice planting machine for planting 8 rows, but may be a riding pot seedling rice planting machine for planting 10 rows, for example.

First, the basic configuration and operation of the rice transplanter of this embodiment will be described. Therefore, turning control and the like will be described later in detail.

The operating unit 50 has a seat 51 provided above the engine 20 .

A steering handle 52 for operating the front wheels 31 is provided in front of the seat 51 . Horizontal step floors are provided on both left and right sides of the engine 20 . Further, the vehicle body 10 is provided with a preliminary seedling placement table 101. - 特許庁

The traveling device 30 is a device that causes the vehicle body 10 to travel with front wheels 31 and rear wheels 32 .

The leveling device 60 is a device for leveling a field with a leveling rotor mechanism 61 and a leveling float mechanism 62 .

A line-drawing marker 80 for forming a linear marking on the field as a guide for the next planting travel route is attached to the vehicle body 10 so as to be retractable.

The planting device 100 is attached to the rear side of the vehicle body 10 via a planting device lifting device 90 .

Rotational power of an engine 20 attached to a main frame is transmitted to a main transmission mechanism 41, which is an HST (Hydro Static Transmission) mechanism, and the like. The rotational power changed by the main transmission mechanism 41 and the auxiliary transmission mechanism 42 is separated into traveling power used in the traveling device 30 and the like and external extraction power used in the planting device 100 and the like.

Part of the running power is transmitted to the left and right front wheel final cases to drive the pair of left and right front wheels 31 , and the rest of the running power is transmitted to the left and right rear wheel gear cases 43 to drive the pair of left and right rear wheels 32 . A part of the traveling power transmitted to the rear wheel gear case 43 is transmitted to the ground leveling device 60 and the fertilizing device 70 .

Next, mainly referring to FIGS. 1 to 3, the configuration and operation of the rice transplanter of this embodiment will be described more specifically.

Here, FIG. 3 is a block diagram of the control system of the rice planter according to the embodiment of the present invention.

The control device 200 not only operates the main shift lever 53, the auxiliary shift lever 54, or the straight-travel assist lever 55, and switches the assist mode switch 56, but also detects results from the rear wheel rotation speed sensor 210 or the planting device elevation sensor 220. It is a device that performs various controls using such as.

The positioning system 300 is, for example, a system that performs positioning by DGPS (Differential Global Positioning System) technology using GPS (Global Positioning System), which is a typical GNSS (Global Navigation Satellite System).

In running control, the size of the vehicle body 10, the responsiveness of the steering motor 44, the state of the field, etc. must be comprehensively considered. It is difficult to realize a smooth travel control, and various attempts are known.

In the straight-ahead control, the positioning system 300 that acquires the current azimuth information of the vehicle body 10 is used to determine point A corresponding to the start point of straight-ahead travel for planting work and point B corresponding to the end point of straight-ahead travel. Coordinates are registered in advance. Then, the steering motor 44 is driven to steer the vehicle so that the vehicle runs straight on the virtual line connecting the points A and B, thereby realizing straight running control.

However, since the on/off operation of the straight-ahead control must be performed each time a turn requiring manual steering is performed, the burden on the operator is not small, and the operability and workability are not necessarily sufficient.

Therefore, it is desirable to realize not only straight-ahead control but also swing control in which row alignment is automatically performed based on the distance between planted rows, and the following basic swing control is conceivable.

Of course, it goes without saying that the turning control method described below can be used in various turning controls. Specifically, one of these various turning controls is, for example, not including straight movement during turning, keeping the steering angle substantially constant during turning, and making the turning path of the vehicle body 10 a substantially semicircular path. It is a certain turning control.

(A1) Next, mainly referring to FIGS. 4 and 5, the configuration and operation of the rice transplanter of the present embodiment will be described more specifically.

Here, FIG. 4 is an explanatory diagram (part 1) of the turning control of the rice planter according to the embodiment of the present invention, and FIG. 5 is an enlarged explanatory diagram of the turning control of the rice transplanter according to the embodiment of the present invention.

The rice planter of the present embodiment is a rice planter in which the control device 200 performs turning control when turning the vehicle body 10 that has been traveling straight.

The control device 200 performs turning state determination based on the detection result, and controls the steering angle based on the turning state determination.

For example, in the automatic turning control of the rice transplanter, control is performed to turn while the steering angle is fixed at a constant α (for example, 45 degrees) during automatic turning so that straight movement is not included during turning. In the control of setting a turning route by GPS and turning along it, the control may be difficult and unstable. Also, if the steering wheel is moved during a turn, the rotation of the rear wheel on the inner side of the turn changes, making the so-called Z-turn and other controls unstable. The constant steering angle makes it easy to control and highly versatile for aircraft with various specifications. Since the steering angle is constant, the rotation of the inner rear wheel is stable, and it can be easily determined without an additional sensor that if the number of revolutions of the inner rear wheel is small, the turn is small, and if the number of revolutions of the inside rear wheel is high, the turn is large.

The control device 200 controls the steering angle by changing the steering angle return timing for returning the steering angle to allow the vehicle body 10 that is being turned to go straight again, based on the turning state determination.

The steering angle return timing is the timing at which the difference between the direction of the vehicle body 10 being turned and the direction in which the vehicle body 10 is to go straight again falls below a predetermined steering angle return level.

For example, the steering angle return level is 30 degrees.

The steering angle return timing can be adjusted based on a manual operation that adjusts a predetermined steering angle return level.

For example, the steering angle return level may be decreased to 25 degrees or increased to 35 degrees by dialing the threshold adjustment device 400 based on the operator's experience.

The timing at which the turning state determination is performed is the timing of the position of arrow A, which is determined based on the aircraft heading or aircraft perpendicular heading, distance, time, GNSS position, vehicle speed, or the like. Turn conditions may be determined based on heading, distance, time, GNSS position, vehicle speed, or the like.

For example, at the timing of the position where the machine body azimuth is 45 degrees, which is the difference between the direction of the car body 10 being turned and the direction in which the car body 10 is to go straight again, the turning trajectory is set with sufficient time. A size determination is made.

When it is determined that the turning trajectory of the vehicle body 10 starting from the turning start position Ps on the straight line Lv0, which is the preceding process line, is the turning trajectory C0 of a standard size, the steering angle return timing is changed. Without, the steering angle is returned at the timing of position P0 of the standard 30 degree steering angle return level. Even if there is no change in the steering angle return timing, the vehicle body 10 can enter the straight control delivery zone Z as it reaches the imaginary line Lh0 before the planting start line Lh. Then, a smooth handover to the straight-ahead control for automatically making the vehicle body 10 go straight again is performed.

The handover from the turning control to the straight running control is performed, for example, at the timing when the entry into the straight running control handover zone Z is recognized based on the GNSS position.

In order to smoothly transfer to the straight line control, it is necessary for the straight line control to be in a state in which not only the entry angle to the straight line Lv but also the steering angle is not so large as the line approaches the straight line Lv, which is the next process line. It is preferably implemented before the delivery zone Z.

The inventor of the present invention changes the steering angle return timing based on the turning state determination, so that such straight running control can be performed regardless of the turning state that is easily changed by being influenced by the field state. We arrived at the idea of guaranteeing the smooth delivery of

Specifically, the steering angle return timing is changed as follows based on the determination of the size of the turning trajectory.

When it is determined that the turning trajectory is the turning trajectory C1 with a small turning radius, the steering angle is not at the timing of the position P1 of the standard steering angle return level of 30 degrees, but at 35 degrees greater than 30 degrees, for example. It is returned at the timing of the position Q1 of the steering angle return level of 100 degrees. Then, even if the turning trajectory is the turning trajectory C1 with a small turning radius, the vehicle body 10 can approach the straight line Lv and enter the straight control transfer zone Z, so that the straight control can be transferred smoothly. .

If the turning trajectory is determined to be a large-turn turning trajectory C2, the steering angle is not at the timing of the position P2 of the standard 30-degree steering angle return level, but at 25 degrees smaller than 30 degrees, for example. It is returned at the timing of the position Q2 of the steering angle return level of 100 degrees. Then, even if the turning trajectory is the large turning trajectory C2, the vehicle body 10 can enter the straight control transfer zone Z without moving away from the straight line Lv, so that the straight control can be transferred smoothly. will be

Of course, the steering angle return timing may be changed based on orientation in this way, but distance, time, GNSS It may be performed based on the position, vehicle speed, or the like.

By the way, in the turning assist correction control using the rear wheel pulse, in order to know the rear wheel rotation speed used for determining the size of the turning trajectory, the turning inside rear wheel pulse is measured during turning from the start of the automatic turning control. do. The number of pulses on the inner side of the rear wheel during automatic turning is less affected by slips, etc., and can be used to determine whether the turning operation is being performed normally.

In the automatic turning control of the rice transplanter, the pulse number of the turning inner rear wheel is measured from the start of the automatic turning control until the machine body azimuth reaches a predetermined azimuth (θ0). θ0 is set to 45 degrees or more. It is determined whether or not to correct the automatic turning control based on the rear wheel pulse number at the aircraft heading θ0. If θ0 is 45 degrees or less, even if correction is added to the automatic turning control, the control may not keep up and the turning accuracy may deteriorate.

If the number of pulses at this time is between p1 and p2, it is determined that the vehicle is turning normally, and control is performed without correction control. By providing a range from p1 to p2 for the rear wheel pulse proper value on the inner side of the turning during automatic turning control, turning accuracy can be improved without unnecessary correction control or the like.

When the number of pulses p is p≧p2, it is determined that the turn is a large turn, and the starting direction of steering return is delayed to control the fuselage so that the start of group planting is aligned inward. If it is determined that the aircraft is making a large turn based on the number of revolutions of the rear wheels, it is possible to align the beginning of planting by controlling the starting direction of returning the steering wheel so that the aircraft comes to the inside of the vehicle, thereby improving turning accuracy.

When the number of pulses p is p≤p1, it is determined that the turn is a small turn, and the direction at which the steering wheel is started to be returned is delayed and advanced so that the fuselage is lined up on the outside. If it is determined that the vehicle is turning in a small radius based on the number of revolutions of the rear wheels, it is possible to align the start of planting by controlling the starting direction of the steering return so that the aircraft is on the outside, thereby improving turning accuracy.

The magnitude of the turning trajectory may thus be determined based on the magnitude of the rear wheel rotation speed at the timing when the aircraft heading reaches the predetermined angle. The determination may be made based on the magnitude of the aircraft heading at the timing of the position reached a predetermined number of times. For example, if the azimuth direction is small at the timing when the number of rear wheel rotations reaches a predetermined number, it is determined that the turn is going around in a large circle, and the azimuth direction is delayed when the steering wheel is returned to the fuselage. You may control so that the beginning of group planting may be aligned inside.

After all, the timing at which turning state determination is performed is determined based on one or more physical quantities selected from heading, distance, time, GNSS position, vehicle speed, etc., and the turning state is determined based on similar physical quantities. However, the combination of these physical quantities is arbitrary. For example, the timing at which the turning state determination is made may be determined based on the distance and GNSS position, and the turning state determination may be determined based on the heading and vehicle speed.

The steering angle return timing is changed based on one or more physical quantities selected from direction, distance, time, GNSS position, vehicle speed, and the like. The physical quantity on which the control of the cutting angle is based may be determined independently or subordinately to the combination of the physical quantities described above. For example, the timing for turning state determination may be determined based on time, the turning state determination may be determined based on vehicle speed, and the steering angle return timing may be changed based on heading and GNSS position.

The control device 200 may control the steering angle by changing the constant angle based on the turning state determination after maintaining the steering angle at a constant angle until the turning state determination timing. good.

When the number of pulses p is p≧p2, it is determined that the turning is large, and the steering angle α, which is a constant angle, is increased to control the turning. When it is determined from the number of rear wheel revolutions that the vehicle is making a large turn, steering control is performed to make a small turn, thereby improving turning accuracy.

When the number of pulses p is p≤p1, it is determined that the vehicle is turning in a small turn, and the steering angle α, which is a constant angle, is controlled so as to turn back and make a large turn. If it is determined from the number of rear wheel revolutions that the vehicle is making a small turn, steering control is performed so as to make a large turn, thereby improving turning accuracy.

Needless to say, a constant angle change such as an increase or return of the steering angle α may be made at the same time as the turning state is determined, or may be made, for example, 0.2 seconds after the turning state is determined. stomach.

The control device 200 may control the steering angle by changing the steering angle return speed at which the steering angle is returned to allow the vehicle body 10 that is being turned to go straight again, based on the turning state determination.

Of course, changing the steering angle return speed may be performed instead of changing the steering angle return timing, or may be performed in conjunction with changing the steering angle return timing so that the movement path can be successfully corrected. may be broken. For example, the aircraft heading for returning the steering angle may be constant, and only the steering angle return speed may be changed.

Needless to say, the return of the steering angle may be performed simultaneously with the determination of the turning state, or may be performed, for example, 0.2 seconds after the determination of the turning state.

In a configuration in which the steering angle return speed is adjustable, even if the timing for determining the turning state is considerably close to the steering angle return timing, the steering angle can be adjusted without delay by increasing the steering angle return speed. can be returned.

(A2) Next, mainly referring to FIG. 6, the configuration and operation of the rice transplanter of the present embodiment will be described more specifically.

Here, FIG. 6 is an explanatory diagram of the back-turn control of the rice planter according to the embodiment of the present invention.

The rice transplanter of the present embodiment is a rice transplanter in which the control device 200 performs turning control when the vehicle body 10 that has been traveling straight is stopped, moved backward, stopped again, and then turned.

After going straight back from point S1 to point S2, a turn from point S2 to point S5 via points S3 and R4 is automatically or semi-automatically performed.

Of course, it is conceivable that the turning assist control is not started during a mode in which the HST is automatically controlled, such as the so-called pita planting control and pita aligning control in the turning control. This is because an unintended operation of the HST may occur if turning assistance is started by mistake. Therefore, it is desirable to prevent unintended HST operation.

Here, first to eighth reverse movement patterns in the back turn control will be described in which the vehicle body 10 that has been traveling straight is stopped, moved backward, stopped again, and then turned.

(First backward pattern)
The first backward movement pattern is a backward movement pattern for straight backward movement.

In the rice transplanter turning assist control, a configuration is conceivable in which the steering wheel is kept straight by motor control from the start of reverse movement to the stop of reverse movement (1.1 m) during back turn control. When backing up, it moves backwards straight to prevent positional deviation before heading to the next target line when turning.

(second backward pattern)
The second reverse pattern is a reverse pattern in which the steering wheel is turned in front.

When the vehicle body 10 is driven backward, the control device 200 keeps the steering angle at zero until a predetermined timing, and then turns the steering angle by a predetermined steering angle amount. to change.

That is, during back turn control in rice transplanter turning assist control, a configuration is conceivable in which the steering wheel is kept straight by motor control from the start of reverse movement to the stop of reverse movement (1.1 m) from 30 cm to the front. When backing up, it moves backwards straight to prevent positional deviation before heading to the next target line when turning.

During the back turn control in the rice transplanter turning assist control, after the above-mentioned control, that is, from 30 cm before the backward stop (1.1 m) to the backward stop (1.1 m), the steering wheel is rotated in the turning direction at a constant angle by motor control. Cutting configurations are conceivable. If you turn the steering wheel from the start of forward travel, the running trajectory will not be stable depending on the vehicle speed. Sometimes it makes a big turn and hits a bank. Also, if the steering wheel is not turned while the vehicle is running, the motor may be overwhelmed by the load of the field and the steering wheel may not be turned. By turning the steering wheel in the turning direction to some extent before turning, the travel locus when moving forward and turning can be stabilized and large turns can be prevented. Therefore, it is desirable to turn the steering wheel while traveling backward.

The predetermined steering angle amount is a steering angle amount at which the transmission of the driving force to the rear wheel 32 attached to the vehicle body 10 and located on the inner side of the turn is not turned off.

In other words, it is conceivable that the steering wheel turning angle is aimed at a degree that does not disengage the rear wheel clutch (220 degrees of the steering wheel). This is because if you turn the steering wheel until the rear wheel clutch disengages, the running trajectory will suddenly change as if you were quick, and you will go backwards. , and the running locus of turning becomes unstable.

(Third Backward Pattern)
The third backward movement pattern is a backward movement pattern in which the vehicle reverses in accordance with the last straight heading.

In the rice transplanter turning assist control, during the back turn control, the steering wheel may be steered based on the direction in which the last straight assist was performed from the start of backward movement to the stop of backward movement (1.1 m). This is because the straight-ahead assist control normally forces the vehicle to stop 3m before the bank, so it is necessary for a person to manually plant at least 3m, and the manually planted part is not the straight-ahead assist route. This is because there is a possibility that the path after the turning assist and the path before that may not be within the row spacing of 30 cm (depending on the model). Especially in a deformed field, people have a habit of turning the steering wheel to enter the ridge vertically, so they rush into a bow and back in that state, and back in a direction different from the original planting route. In addition, it is possible to reduce the adverse effects of unstable turning paths.

(Fourth backward movement pattern)
The fourth backward movement pattern is a backward movement pattern aligned with the last straight route line.

During the back turn control in the rice transplanter turning assist control, it is conceivable that the steering wheel is steered based on the last straight assisted route from the start of backward movement to the stop of backward movement (1.1 m).

(Fifth backward pattern)
The fifth reverse movement pattern is a reverse movement pattern that matches the ideal reverse stop position coordinates obtained from the last route.

During back turn control in rice transplanter turning assist control, from the start of backward movement to the stop of backward movement (1.1m), the coordinates orthogonal to the last straight path and the vertical line obtained by rotating the last straight path from the current machine position by 90 degrees. It is conceivable to steer the steering wheel with a coordinate point moved by an arbitrary backward distance (1.1 m) from the point toward the backward direction of the last straight path as a target point.

(Sixth Backward Pattern)
The sixth backward movement pattern is a backward movement pattern that intentionally provides a period of turning in the opposite direction to the turning direction.

It is conceivable to provide a period during back turn control in rice transplanter turning assist control in which the steering wheel is turned by a constant angle in the direction opposite to the turning direction by motor control from the start of backward movement to the stop of backward movement (1.1 m).

(Seventh backward pattern)
The seventh backward movement pattern is a backward movement pattern that intentionally provides a period of cutting in a different direction.

During the back turn control in the rice transplanter turning assist control, there is a configuration in which the steering wheel is steered in a direction shifted by an arbitrary angle from the direction in which the last straight-ahead assist was performed between the start of backward movement and the stop of backward movement (1.1 m). ,Conceivable.

(Eighth backward movement pattern)
The eighth backward movement pattern is a backward movement pattern that intentionally provides a period of cutting to a different route.

During back turn control in rice transplanter turning assist control, a route shifted in an arbitrary direction from the last straight assisted route from the start of backward movement to the stop of backward movement (1.1 m) (10 cm closer to the traveling route and turning route) , away, etc.) can be conceived.

Regarding the reverse driving patterns such as the first to eight reverse driving patterns during reverse turns, the control is such that the vehicle automatically stops after moving backward for a certain distance (1.1 m). The stop shock is large and may pose a danger to workers. Also, from 30cm before the reverse stop (1.1m) to the reverse stop (1.1m), there is a control to turn the steering wheel in advance to the extent that the rear wheel clutch does not disengage (steering wheel 220 degrees aim) toward the turning direction. However, when the steering wheel is turned at high speed, the driving route becomes unstable, and the reverse stop (1.1 m) is reached before the steering wheel is turned, and the steering wheel may have to be turned while the vehicle is stopped. . Especially in the case of deep swampy fields, if the vehicle is stopped, the motor may be overwhelmed by the load of the field and the steering wheel may not be turned. Therefore, in back-turn control, it is desirable to control the vehicle speed in consideration of ensuring safety.

When forward operation is performed after completion of reverse travel in the various configurations described above, a configuration in which the steering wheel is turned by a certain angle in the turning direction by motor control is conceivable. By turning the steering wheel in the turning direction, automatic turning becomes possible without human steering wheel operation.

That is, at the start of turning, the steering wheel has already been turned off.

Here, the so-called U-shaped turning control including the straight-ahead operation during turning will be described.

A U-shaped turn is a turn-like turn from point S2 to point S5 via points S3 and R4, regardless of whether or not the above-described back straight is performed.

The turn start (1) steering wheel turning control completion step will be described. When the state of turning the steering wheel has already been realized at the start of turning in the previous step, if the deviation of the azimuth of the aircraft from the target azimuth becomes a certain angle (75 degrees) or more, the steering wheel turning operation is completed. Configurations are conceivable. The clarification of the conditions for ending the steering wheel turning operation is realized, and the conditions for starting the 8-row U-shaped turn are given.

The steering wheel center control step (2) during turning will be described. A configuration is conceivable in which the steering is driven straight by a motor when the steering wheel turning operation is completed in the previous step. When making a U-shaped turn, turn the steering wheel for a certain distance, then straighten the steering wheel once. A clarification of the turning motion is achieved.

During turning (2) The steering wheel central control completion step will be described. A configuration is conceivable in which the straight steering operation is completed when the counter of the rotation sensor for the rear wheels reaches a certain value or more in the previous step, that is, when the straight portion of the U-shaped turn is completed. Clarification of the conditions for terminating the straight-ahead operation of the steering wheel is realized.

The turning start (2) steering wheel turning control step will be described. When the steering wheel has been operated straight ahead in the immediately preceding step, it is conceivable to turn the steering wheel by a certain angle in the turning direction (turn the end in the turning direction). When turning in a U-shape, the steering wheel is turned after driving straight for a certain distance, so the turning operation can be clarified.

The turn start (3) steering wheel turning control completion step will be described. In the previous step, while the aircraft is traveling in the direction of travel after turning, if the deviation of the aircraft's heading from the target heading becomes less than a certain angle (depending on the conditions), the configuration to complete the steering wheel turn operation is conceived. be done. Clarification of the conditions for terminating the steering wheel turning operation is realized.

The turn start (4) steering straight movement control step will be described. A configuration is conceivable in which the steering wheel is driven straight ahead when the steering wheel turning operation has been completed in the previous step. After completing the U-shaped turn, turn the steering wheel straight. A clarification of the turning motion is achieved.

The turn start (4) steering wheel straight-ahead control completion step will be described. A configuration is conceivable in which the straight movement of the steering wheel is completed when the steering wheel has returned within a certain range of straight movement in the previous step. Clarification of the turning assist operation end condition is realized.

The straight assist control start step will be described. A configuration is conceivable in which straight-ahead assist is started after the straight-ahead operation of the steering wheel is completed in the previous step. Turning start (4) When steering straight control is completed, the aircraft automatically starts straight driving assist after turning is completed based on the route after turning, so that turning and planting work can be continued simply by operating the HST lever. In addition, since the traveling route is traveled based on the route after turning, the row spacing of 30 cm (depending on the model) between adjacent rows is appropriately maintained.

The turning assist control completion step will be described. A configuration is conceivable in which the turning assist control is completed when one turning motion has been completed in the immediately preceding step. Clarification of the turning assist operation end condition is realized.

It is conceivable that in the straight-travel assist control start step, straight-travel assistance after turning is automatically steered with parameters different from normal straight-travel assistance steering parameters until the aircraft gets on the target line. When the aircraft deviated from the target path after turning assist, it sometimes took time to return to the target path by steering the steering wheel. By increasing the amount), it is possible to return to the target route more quickly and the planting trace becomes clearer.

A configuration in which the steering parameter can be changed by a checker, a dial, a switch operation, or the like is conceivable. Field conditions can modify the return response.

It is conceivable that the steering parameters are returned to normal straight-ahead assist steering parameters after the target line is reached. If the steering is still tight even after getting on the target line, the steering wheel may hunt (diverge), but since the parameter switching conditions are clarified, it will be normal if you get on the target line even if you do not operate it. steering parameter automatic steering becomes possible.

A configuration is conceivable in which the counter setting of the rotation sensor of the rear wheel in the straight running range can be arbitrarily changed in the steering wheel center control completion step (2) during turning. By setting the counter to 0, the contents from the turning start (1) steering wheel turn control completion step to the turning start (2) steering wheel turn control step can be skipped, and a large one-point turn becomes possible.

A configuration in which the details from the turning start (1) steering wheel turning control completion step to the turning start (2) steering wheel turning control step are omitted is conceivable. If a U-shaped turn is made, the turning trajectory may not be stable depending on the field conditions (slip, etc.). Also, when turning, the wheel marks are clean and the field is not damaged.

A configuration is conceivable in which the turning end angle in the turning start (3) steering wheel turning control completion step is reduced when the vehicle speed is low. If the vehicle speed is slow, the distance traveled from turning the steering wheel to returning to the center of the steering wheel will be short, which may result in a large turn. By delaying, it is possible to make the turning path appropriate toward the target path.

A configuration is conceivable in which the turning end angle is increased when the vehicle speed is high in the turning start (3) steering wheel turning control completion step. If the vehicle speed is high, the distance traveled from turning the steering wheel to returning to the center of the steering wheel will be long, resulting in a tight turn. When the vehicle speed is slow, the turning end angle is increased and the timing of returning the steering wheel to the center is advanced, so that the turning path can be adjusted toward the target path.

A configuration is conceivable in which the turning end angle is changed according to the number of articles of the machine body in the turning start (3) steering wheel turning control completion step. Since the turning radius and working width differ depending on the number of threads, the target path to be aimed at differs. By changing the turning end angle according to the number of threads, it is possible to make the turning route appropriate toward the target route.

If the turning end angle is set to seven in the turning start (3) steering wheel turning control completion step, it is conceivable to change the turning end angle with a so-called three-row straddle and a five-row straddle. Since the turning radius and working width differ depending on the number of struts, the target path may differ, but by changing the turning end angle according to the number of struts, the turning path can be adjusted toward the target path. be able to.

A configuration is conceivable in which the turn end angle is corrected (-2 degrees) in the turning start (3) steering wheel turning control completion step when there is an internal auxiliary wheel. If the auxiliary wheels are attached, the turning radius will increase and the turning trajectory will change. It is conceivable that the turn end angle is corrected (-2 degrees) in the turn start (3) steering wheel turning control completion step when external auxiliary wheels are present. If the auxiliary wheels are attached, the turning radius will increase and the turning trajectory will change. When both the internal and external auxiliary wheels are attached (triple configuration), an external priority configuration is conceivable in which the external auxiliary wheel setting is prioritized and corrected. In the case of the triple configuration, the influence of the externally attached wheels is large, but the double correction of the internal and external wheels is prevented. By changing the turning end angle by setting the auxiliary wheels, it is possible to make the turning route appropriate toward the target route.

When both internal and external auxiliary wheels are attached to the turning end angle (triple configuration), a triple setting configuration that performs dedicated correction is conceivable. By changing the turning end angle by setting the auxiliary wheels, the turning route can be adjusted toward the target route, so it is possible to make correction settings unique to the triple configuration. Modifiable configurations are possible. The parameters can be changed as desired by the user according to field conditions.

Not only in the turning assist steering wheel steering of such U-shaped turning control, but also in the first to eight reverse movement patterns in the above-described back turn control, the configuration for changing the timing to start turning the steering wheel according to the number of threads is Conceivable. For the 6th line, cut the handle from 60cm before, and for the 7th or 8th line, cut the handle from 30cm before. This is because if the steering wheel is turned 30 cm short in the case of 6-row, the turning trajectory may not match and the target route may not be entered appropriately after turning.

(B) Next, mainly referring to FIGS. 7 to 9, the configuration and operation of the rice transplanter of the present embodiment will be explained more specifically.

7 is a partial perspective view of the rice transplanter according to the embodiment of the present invention, FIG. 8 is a partial plan view of the rice transplanter according to the embodiment of the present invention, and FIG. 9 is an embodiment of the rice transplanter according to the present invention. is an enlarged partial plan view of the vicinity of auxiliary wheels 33 of the rice transplanter.

The rice planter of the present embodiment is a rice planter in which the control device 200 performs turning control when turning the vehicle body 10 that has been traveling straight.

The control device 200 changes the steering angle return timing for returning the steering angle in order to allow the vehicle body 10 that is being turned to go straight again, based on the mounting state of the auxiliary wheels 33 .

A standard steering angle return timing is provided as a steering angle return timing when the auxiliary wheels 33 are not attached.

In the automatic turning control of the rice transplanter, the pulse number p of the turning inner rear wheel is measured from the start of the automatic turning control until the machine body azimuth reaches θ0. If the number of pulses at this time is between p1 and p2, it is determined that the vehicle is turning normally, and control is performed without correction control.

When the auxiliary wheels 33 are attached to the inner side in the lateral direction of the vehicle body but are not attached to the outer side in the lateral direction of the vehicle body, the steering angle return timing is controlled to be later than the standard steering angle return timing. The device 200 changes the steering angle return timing.

When the internal auxiliary wheels 33 are installed, the value of p2 changes from the proper value p1. Therefore, when the internal auxiliary wheels 33 are installed, the standard steering angle return timing itself is not adjusted, and the turning state is maintained. Control may be performed to change the proper values p1 and p2 by setting a controller for adjusting the criteria for determination. By providing a range from p1 to p2 for the rear wheel pulse proper value on the inner side of the turning during automatic turning control, turning accuracy can be improved without unnecessary correction control or the like. Also, when the internal auxiliary wheels 33 are mounted, the rear wheel resistance during turning changes, and the appropriate rear wheel rotation speed also changes. By changing the values of p1 and p2 in the controller setting, highly accurate automatic turning control becomes possible even when the internal auxiliary wheels 33 are mounted.

When the auxiliary wheels 33 are attached to the outside in the left-right direction of the vehicle body but are not attached to the inside in the left-right direction of the vehicle body, control is performed so that the steering angle return timing is earlier than the standard steering angle return timing. The device 200 changes the steering angle return timing.

When the external auxiliary wheels 33 are attached, the value of p2 changes from the proper value p1. Control may be performed to change the proper values p1 and p2 by setting a controller for adjusting the criteria for determination. By providing a range from p1 to p2 for the rear wheel pulse proper value on the inner side of the turning during automatic turning control, turning accuracy can be improved without unnecessary correction control or the like. Also, when the external auxiliary wheels 33 are attached, the rear wheel resistance during turning changes, and the appropriate rear wheel rotation speed also changes. By changing the values of p1 and p2 in the controller setting, highly accurate automatic turning control becomes possible even when the external auxiliary wheels 33 are mounted.

When the auxiliary wheels 33 are attached to the inner and outer sides in the lateral direction of the vehicle body, the control device 200 changes the steering angle return timing so that the steering angle return timing is earlier than the standard steering angle return timing. .

The control device 200 performs turning state determination based on the detection result, and changes the steering angle return timing based not only on the mounting state of the auxiliary wheels 33 but also on the turning state determination.

(C) Next, mainly referring to FIGS. 4 and 6, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically.

The rice planter of the present embodiment is a rice planter in which the control device 200 performs turning control when turning the vehicle body 10 that has been traveling straight.

The control device 200 controls the vehicle speed in turning control.

During U-turn control in rice transplanter turning assist control, after starting control by planting up operation, that is, during turning after planting up, the maximum forward speed is usually 1.86 m / s (depending on the model), but 0.9 m / s A configuration that regulates up to is conceivable. This is because the traveling distance from the start of forward movement to the end of turning the steering wheel to the target position varies depending on the vehicle speed, and turning the steering wheel while moving forward at high speed naturally makes a large turn, resulting in an unstable running trajectory. By regulating the vehicle speed, the traveling locus during turning is stabilized.

During U-turn control, the maximum forward speed limit is set to 0.9m/s when the HST lever reaches the maximum forward speed position, instead of uniformly cutting off when the speed exceeds 0.9m/s. A configuration is conceivable in which the regulation is performed step by step. This is because when the vehicle speed is regulated uniformly at 0.9 m/s or more, the HST lever reaches the upper limit of 0.9 m/s in the middle position, and in that case fine adjustment is difficult and the lever cannot be operated. This is because the vehicle speed does not change even though the vehicle is on, and the operation feeling may be bad. Fine adjustment of the vehicle speed is facilitated even when the vehicle speed is restricted, and the operation feeling is improved.

The control device 200 controls the vehicle speed by regulating the vehicle speed using the first speed limit and the second speed limit that is lower than the first speed limit. The second vehicle speed regulation period in turning control, in which the vehicle speed is regulated so as not to exceed the second speed regulation, is the first vehicle speed in turning control, in which the vehicle speed is regulated so as not to exceed the first speed regulation. It is the period after the regulation period.

The vehicle speed is regulated so as not to exceed the second speed limit at least in the vicinity of the turning control end timing at which the turning control ends.

During U-turn control, when a turn is completed during the control described above, and the difference between the aircraft heading and the target heading becomes a predetermined angle (50 degrees) or less while traveling in the direction of the next turning target line, A configuration in which the maximum forward speed limit of 0.9 m/s (first speed limit) is further limited to 0.6 m/s (second speed limit) is conceivable. As a control specification, when the aircraft is approaching the direction of the target line, after returning the steering wheel to the center, it starts automatic steering toward the turning target line, but it is traveling at high speed while turning the steering wheel. This is because the running path is not stable and the entry angle to the target line may be disturbed accordingly. By regulating the vehicle speed, the traveling locus during turning is stabilized.

The control device 200 performs straight-ahead control after turning when the vehicle body 10 that is being turned is made to go straight again. The vehicle speed is regulated so as not to exceed the second speed limit at least in the vicinity of the straight-running control start timing at which the straight-running control is started after turning.

Of course, an embodiment is also conceivable in which the vehicle speed is regulated so as not to exceed the second speed limit even after the straight-ahead control start timing.

For example, during U-turn control, the maximum forward speed of 0.6m/s is regulated so that automatic steering is turned on after the end of the turn, and the vehicle speed continues until the target line is reached even during trajectory correction toward the target line. A regulated configuration is conceivable. This is because if the vehicle speed regulation is canceled after the automatic steering is activated after the turn is completed, the vehicle speed becomes high until it gets on the target line, so the distance until the planting trace becomes straight becomes longer. This is because it may be lost. By regulating the vehicle speed even after the end of turning, the running locus is stabilized until the vehicle reaches the target line.

When the vehicle body 10 reaches the vicinity of the straight control target line of the straight control after turning, the vehicle speed regulation is released.

Of course, an embodiment is also conceivable in which the vehicle speed regulation is not lifted even after the vehicle body 10 reaches the vicinity of the straight-travel control target line for the straight-travel control after turning.

For example, during U-turn control, the maximum forward speed regulation of 0.6 m / s turns on automatically after the end of the turn, and continues until the planting clutch is turned on even during trajectory correction toward the target line. A configuration is conceivable in which the vehicle speed is regulated at the same time. This is because if the vehicle speed regulation is canceled after the automatic steering is activated after the turn is completed, the vehicle speed becomes high until it gets on the target line, so the distance until the planting trace becomes straight becomes longer. This is because it may be lost. By regulating the vehicle speed even after the end of turning, the running locus is stabilized until the vehicle reaches the target line.

During the first vehicle speed regulation period, even if a manual operation is performed to adjust the vehicle speed so that the vehicle speed exceeds the first speed regulation, priority is given to the vehicle speed regulation.

During the second vehicle speed regulation period, even if a manual operation is performed to adjust the vehicle speed so that the vehicle speed exceeds the second speed regulation, priority is given to the vehicle speed regulation.

During U-turn control, a configuration is conceivable in which the vehicle speed recovery response speed of the HST when the vehicle speed regulation is released is made to recover more slowly than during normal lever operation. This is because safety can be ensured although there is a possibility that the operator may be in danger if the vehicle speed suddenly recovers after the control ends.

A conceivable configuration for vehicle speed regulation is to regulate the HST trunnion opening based on the theoretical value of the vehicle speed at the position of the HST lever. Clarification of the vehicle speed control method is realized, and vehicle speed control can be easily performed because the determination is made only by the lever position.

A configuration in which the current vehicle speed is detected by the rear wheel rotation sensor during vehicle speed regulation, and when it is determined that the vehicle speed is slower than the target vehicle speed, the trunnion opening is increased to increase the vehicle speed, and the detection is performed by the rear wheel rotation sensor. Depending on the field conditions, the vehicle speed fluctuates even with the same trunnion opening, but the vehicle speed is stable according to the field conditions and turning is possible.

A configuration in which the current vehicle speed is detected by the rear wheel rotation sensor during vehicle speed regulation, and when it is determined that the vehicle speed is faster than the target vehicle speed, the trunnion opening is lowered to lower the vehicle speed, and the rear wheel rotation sensor detects the current vehicle speed. Depending on the field conditions, the vehicle speed fluctuates even with the same trunnion opening, but the vehicle speed is stable according to the field conditions and turning is possible.

A configuration in which the current vehicle speed is detected by GPS during vehicle speed regulation and the vehicle speed is increased by increasing the opening of the trunnion when it is determined that the vehicle speed is lower than the target vehicle speed is detected by GPS. Depending on the field conditions, the vehicle speed fluctuates even with the same trunnion opening, but the vehicle speed is stable according to the field conditions and turning is possible.

A configuration in which the current vehicle speed is detected by GPS during vehicle speed regulation, and when it is determined that the current vehicle speed is faster than the target vehicle speed, the trunnion opening degree is lowered to lower the vehicle speed, and detection by GPS is conceivable. Depending on the field conditions, the vehicle speed fluctuates even with the same trunnion opening, but the vehicle speed is stable according to the field conditions and turning is possible.

A configuration in which GPS vehicle speed is detected using an average value for a certain period of time (0.5 seconds, 1 second, etc.) is conceivable. Since the GPS vehicle speed is not stable, the instantaneous value may cause blurring, but the vehicle speed detection accuracy is improved by using the average value.

It is conceivable to use a configuration in which GPS vehicle speed is obtained by omitting the maximum and minimum values when calculating the average value of GPS vehicle speeds acquired at regular time intervals (0.1 seconds). If the GPS vehicle speed is determined based on the instantaneous value when the stability is poor, blurring occurs, and an abnormal value may be received instantaneously due to its characteristics.

If the currently determined GPS vehicle speed average value Vn significantly changes from the GPS vehicle speed average value Vn-1 determined one cycle earlier (e.g., 1.0 m/s or more), the currently determined GPS vehicle speed average value Vn is considered abnormal. A configuration is conceivable in which the GPS vehicle speed average value Vn-1 obtained one cycle before is determined to be positive and is controlled to be detected by GPS. If the GPS vehicle speed is determined based on the instantaneous value when the stability is poor, blurring occurs, and an abnormal value may be received instantaneously due to its characteristics.

A configuration is conceivable in which vehicle speed monitoring (whether it is fast or slow) is performed at fixed intervals (0.5 seconds, 1 second, etc.) instead of the main control interval (10 ms, etc.). This is because if the monitoring cycle is too short, the vehicle speed will not be stable and the HST will be under constant feedback control, resulting in hunting and poor comfort.

A configuration is conceivable in which a certain threshold value (for example, up to ±0.1 m/s is allowed) is provided for the appropriate range of vehicle speed monitoring (whether it is fast or slow). This is because if the appropriate range of vehicle speed is too narrow, the HST is constantly feedback-controlled, resulting in hunting and poor comfortability.

A configuration in which the opening of the HST corrected by vehicle speed monitoring (whether it is fast or slow) is aimed at a constant vehicle speed width (0.1 m/s) is conceivable. Since it is necessary to set an appropriate value for how much correction should be made at one time, the vehicle speed can be adjusted gradually without performing correction all at once.

If the current vehicle speed is significantly different from the target vehicle speed, a configuration is conceivable in which the above-described contents are repeated at regular intervals. Repeating feedback control enables smooth vehicle speed correction.

It is conceivable that the opening degree of the HST to be corrected is stored in a non-volatile manner held by the controller, and the corrected opening degree is changed in a non-volatile manner that can be changed by a checker or a dial operation on the monitor panel. Depending on the situation, the vehicle speed correction response can be made faster or slower.

It is conceivable that the opening of the HST to be corrected can be changed by operating an external dial, and that the corrected opening is changed with a dial. The checker operation and the operation to enter a deep layer on the monitor may be troublesome, but depending on the situation, the vehicle speed correction response can be made faster or slower.

A configuration is conceivable in which not only the trunnion opening of the electric HST but also the engine speed is feedback-controlled at the same time by controlling the electric accelerator. This is because the engine may stop due to engine drop if only the HST opening is increased in a deep field such as a wet field.

A configuration is conceivable in which feedback control of the HST and the electric accelerator is performed not only during turning assist but also during normal running. Even during normal running, it is possible to control the running according to the HST lever position regardless of the field conditions.

A configuration is conceivable in which feedback control is not performed when the sub-shift is the travel speed. This is because if the control that corrects the HST opening is arbitrarily activated while traveling on the road, there is a risk that the traveling will be different from what the operator intended (automatic acceleration), and a dangerous situation will occur. This is because it is desirable not to arbitrarily perform travel correction while traveling on the road.

A configuration is conceivable in which feedback control is not performed when the planting part is raised. This is because if the sub-transmission is set to the planting speed while driving on the road, if the control that corrects the HST opening is arbitrarily activated, the driving may be different from what the operator intended (automatic acceleration). This is because it is desirable not to arbitrarily perform travel correction during non-work, because there may be a dangerous situation.

A configuration is conceivable in which feedback control is not performed when the planting clutch is disengaged. This is because if the sub-transmission is set to the planting speed while driving on the road, if the control to correct the HST opening is arbitrarily activated, the driving will be different from the driving intended by the operator (automatically accelerated). Depending on the situation, such as avoiding obstacles, it is possible to lower the planting part below a certain height and drive on the road. This is because it is desirable that the planting clutch is engaged, that is, the control does not work unless rice planting is in progress.

A configuration is conceivable in which switching on/off of feedback control is stored in a non-volatile manner such that the controller retains it, and setting on/off is changed in a non-volatile manner, which can be changed by a checker or a dial operation on a monitor panel. This is because some users do not want to correct the vehicle speed because the feeling changes, and it is desirable to be able to turn the vehicle speed correction on and off depending on the situation.

A configuration is conceivable in which switching between the presence and absence of feedback control can be changed by an ON/OFF switch operation or the like, and a configuration in which setting ON/OFF is changed by a switch. This is because some users do not want to correct the vehicle speed because the feeling changes, and it is desirable to be able to turn the vehicle speed correction on and off depending on the situation.

During the second vehicle speed regulation period, the vehicle speed is regulated to match the second speed regulation. During the first and second vehicle speed regulation periods, the vehicle body 10 is stopped when a manual operation is performed to adjust the vehicle speed so that the vehicle speed falls below the second speed regulation.

It is conceivable that during the U-turn control, the opening of the HST is fixed at the neutral position on the forward ultra-low speed side so that the vehicle cannot travel. This is because if the turning assist is performed at a very low speed, the GPS information may vary greatly, and the turning performance may not be stable due to the influence of the field, so the automatic steering is turned on after turning. However, if the speed is not above a certain speed, automatic steering may be cut off due to an error at low speed. By restricting turning assist at unstable speeds, it is possible to achieve smooth turning with a stable running path and to prevent errors in automatic steering after turning.

A conceivable configuration is one in which the normal forward maximum speed of 1.86 m/s (depending on model) is regulated to 0.9 m/s when the edge of the ridge warning is started during U-turn control (about 8 m before the ridge). This is because when the U-turn control is started while the vehicle is traveling at high speed, the traveling distance from the start of forward movement to the end of turning the steering wheel to the target position varies depending on the vehicle speed, and the vehicle does not move forward at high speed. This is because if the steering wheel is turned while the vehicle is moving, the vehicle will naturally make a large turn, resulting in an unstable running trajectory. Smooth U-turn control becomes possible by reducing the vehicle speed to some extent before starting U-turn control.

A configuration in which the vehicle speed regulation is performed in stages according to the distance from the ridge is conceivable. The regulated vehicle speed in one configuration example is 1.3 m/s for 8 m or more, 1.2 m/s for 6 m to 8 m, 1.1 m/s for 4 m to 6 m, and 1.1 m/s for 4 m to 6 m. It is 1.0 m/s from 2 m to 4 m, and 0.9 m/s below 2 m. This is because if the vehicle speed is restricted too early, it will take longer than necessary to reach the target ridge position.

A configuration is conceivable in which the response speed of the HST to start vehicle speed regulation is returned more slowly than during normal lever operation. This is because if the vehicle speed changes, there is a possibility that the worker will be in danger, and safety can be ensured.

A configuration is conceivable in which the vehicle speed regulation control at the edge of a ridge is continued until the HST lever is once returned to the vehicle speed regulation position. Basically, the shore stop control automatically stops 3 meters before the shore, so if you cannot actually drive to the position where you want to make a U-turn and drive after the shore stop control is effective, This is because there is no point if the vehicle speed regulation does not work when the automatic steering is turned off by oneself at the bank. Even if the HST lever remains in the same position until the U-turn start position, vehicle speed regulation can continue until the lever is voluntarily operated, enabling smooth U-turn control. Become.

A configuration is conceivable in which vehicle speed regulation control at the edge of a ridge is canceled when U-turn control is started. This is because if the vehicle speed regulation at the edge of the ridge is continued all the time, it collides with the vehicle speed regulation at the time of turning assist, and the control becomes impossible. Clarification of the vehicle speed restriction cancellation conditions at the edge of the ridge is realized.

A configuration is conceivable in which vehicle speed regulation control at the edge of a ridge is canceled when U-turn control is turned off (U-turn switch OFF). This is because if the vehicle speed regulation at the edge of the ridge continues all the time, it will collide with the vehicle speed regulation during turning assist, and if the turning assist is turned off in the first place, the regulation should be lifted, but the regulation continues. It is for relaxing. Clarification of the vehicle speed restriction cancellation conditions at the edge of the ridge is realized.

The control device 200 also performs turning control when the vehicle body 10 that has been traveling straight is stopped, moved backward, stopped again, and then turned. When the vehicle body 10 is driven backward, the control device 200 regulates the vehicle speed using a third speed limit that does not exceed the second speed limit.

Of course, when the vehicle body 10 is reversed, an embodiment is conceivable in which the control device 200 regulates the vehicle speed using a third speed limit that does not exceed the first speed limit.

For example, in the rice transplanter turning assist control, there is a configuration in which the maximum reverse speed of 1.2 m/s is regulated to 0.9 m/s from the start of reverse during back turn control to 30 cm before the stop of reverse (1.1 m). ,Conceivable. This is because, in a control that automatically stops the vehicle after moving backward for a certain distance (1.1 m) when backing, if the vehicle suddenly stops when the vehicle moves backward at high speed, the stop shock will be large and may pose a danger to the operator. This is because safety can be ensured.

During the back turn control in the rice transplanter turning assist control, after the control described above, that is, from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m), the reverse maximum speed regulation 0.9 m / s is set to 0. Configurations that further limit up to .5 m/s (third speed limit) are conceivable. This is the control to turn off the steering wheel in advance to the extent that the rear wheel clutch does not disengage in the turning direction from 30 cm before the reverse stop (1.1 m) to the reverse stop (1.1 m) (steering wheel 220 degrees aim). However, if you turn the steering wheel at high speed, the driving route may not be stable, and you will reach the reverse stop (1.1 m) position before you finish turning the steering wheel, and you will have to turn the steering wheel while the vehicle is stopped. This is because problems can arise (especially in deep swamps, when the vehicle is stopped, the motor may be overwhelmed by the load of the field and the steering wheel may not be turned). In addition, the control described above enables the vehicle to travel a certain distance without excessively suppressing the vehicle speed. At the same time, it is possible to suppress the stop shock of stopping backward (1.1m).

It goes without saying that the various controls described above in U-turn control can be used not only in U-turn control but also in back-turn control.

For example, during back turn control in the rice transplanter turning assist control, after the above-described reverse control in reverse straight running, that is, during turning from a reverse stop, the normal maximum forward speed of 1.86 m/s (depending on the model) is 0.00. Configurations that regulate up to 9 m/s are conceivable.

(D) Next, mainly referring to FIGS. 4 and 6, the configuration and operation of the rice transplanter according to the present embodiment will be explained more specifically.

In the rice transplanter of the present embodiment, the control device 200 performs straight advance control before turning when causing the vehicle body 10 to be turned to advance straight, performs turning control when turning the vehicle body 10 that has been moved straight, and This is a rice transplanter that performs straight-ahead control after turning when the vehicle body 10 being turned is made to go straight again.

Switching from straight running control to turning control before turning is performed based on a manual operation.

Of course, an embodiment is conceivable in which switching from straight control to turning control before turning is automatically performed in the same manner as switching from turning control to straight control after turning. An embodiment is also conceivable in which switching to straight-ahead control is performed based on manual operation.

A steering angle return timing for returning the steering angle to allow the vehicle body 10 that is being turned to go straight again is provided as a timing before the straight-ahead control start timing for starting the straight-ahead control after turning.

The steering angle return timing is the timing at which the difference between the direction of the vehicle body 10 being turned and the direction in which the vehicle body 10 is to go straight again falls below a predetermined steering angle return level.

As described above, for example, the steering angle return level is 30 degrees.

The steering angle return timing can be adjusted based on a manual operation that adjusts a predetermined steering angle return level.

As described above, for example, the steering angle return level may be reduced to 25 degrees or increased to 35 degrees by dialing the threshold adjuster 400 based on the operator's experience. .

(E) Next, mainly referring to FIGS. 10 to 24, the configuration and operation of the rice transplanter according to the present embodiment will be described more specifically.

10 to 23 are explanatory diagrams (No. 2 to 15) of the turning control of the rice transplanter according to the embodiment of the present invention, and FIG. is a partial perspective view of the.

<Turn assist correction control (1) using Z-turn> (see FIG. 10)
In the automatic turning control of the rice transplanter, the control is such that the turning is performed while the steering angle is fixed at a constant α during the automatic turning. In addition, the Z-turn is designed with the aim of outputting a signal to lower the planting portion after turning 135°.

It is controlled to set a turning route by GPS and turn along it, and there is a problem that the control is difficult and unstable.

The constant steering angle makes it easy to control and highly versatile for aircraft with various specifications. Since the steering angle is constant, the rotation of the inner rear wheel becomes constant, improving the Z-turn control accuracy.

<Turn assist correction control (2) using Z-turn> (see FIG. 10)
When the IMU measures the orientation of the machine during automatic turning control of the rice transplanter, and the signal to lower the planting part is not output when the machine reaches the angle of θ1 (the rear wheel on the inside of the turning does not rotate more than the design value) case), it is determined that the vehicle is turning in a small radius, and correction control is performed to return the steering angle α to make a large turn.

By correcting the turning assist control using the Z-turn control, it is possible to easily determine whether or not to correct the turning radius using existing programs and sensors, thereby improving turning accuracy.

<Turn assist correction control (3) using Z-turn> (see FIG. 10)
The IMU measures the orientation of the machine during automatic turning control of the rice transplanter. If so), it is determined that the steering wheel is making a large turn, and corrective control is performed to increase the steering turning angle α to make a small turn.

By correcting the turning assist control using the Z-turn control, it is possible to easily determine whether or not to correct the turning radius using existing programs and sensors, thereby improving turning accuracy.

<Turn assist correction control (4) using Z-turn> (see FIG. 11)
When the IMU measures the orientation of the machine during automatic turning control of the rice transplanter, and the signal to lower the planting part is not output when the machine reaches the angle of θ1 (the rear wheel on the inside of the turning does not rotate more than the design value) case), it is determined that the steering wheel is turning in a small radius, and control is performed so that the steering wheel return start direction is advanced and the planting marks are aligned.

By correcting the turning assist control using the Z-turn control, it is possible to easily determine whether or not to correct the turning radius using existing programs and sensors, thereby improving turning accuracy.

<Turn assist correction control (5) using Z-turn> (see FIG. 12)
The IMU measures the orientation of the machine during automatic turning control of the rice transplanter. If so), it is determined that the plant is making a large turn, and control is performed so that the steering wheel return start direction is delayed and the planting marks are aligned.

By correcting the turning assist control using the Z-turn control, it is possible to easily determine whether or not to correct the turning radius using existing programs and sensors, thereby improving turning accuracy.

<Turn assist correction control (6) using Z-turn> (see FIG. 13)
The angles θ1 and θ2 for determining whether or not to perform turning assist correction control are set to 140° or less.

By setting θ1 and θ2 to 140° or less, it is possible to prevent deterioration of turning accuracy due to delay in correction even if correction control works.

<Turn assist control from three points (1)> (see FIG. 14)
In the automatic turning control of the rice transplanter, the control is such that the turning is performed while the steering angle is fixed at a constant α during the automatic turning.

It is controlled to set a turning route by GPS and turn along it, and there is a problem that the control is difficult and unstable.

The constant steering angle makes it easy to control and highly versatile for aircraft with various specifications.

<Turn assist control from three points (2)> (see FIG. 14)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information.

By obtaining the coordinates, it is possible to confirm whether the aircraft is turning as planned.

<Turn assist control from three points (3)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0).

By obtaining the turning radius, it is possible to determine whether the aircraft is turning with the planned turning radius.

<Turn assist control from three points (4)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0). When the obtained turning radius R1 satisfies Ra (lower limit of proper turning radius) ≤ R1 ≤ Rb (upper limit of proper turning radius), it is determined that normal turning is being performed, and the vehicle is turned as it is without correction.

The accuracy of turning can be improved by determining whether or not the vehicle is turning normally from the measured turning radius.

<Turn assist control from three points (5)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0). When the obtained turning radius R1 satisfies Rb.ltoreq.R1, it is determined that the turning radius is large, and the steering angle is controlled so as to make the turning radius small.

When it is determined from the measured turning radius that the turning is large, the turning accuracy can be improved by controlling the steering so that the turning is small.

<Turn assist control from three points (6)> (see FIG. 15)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0). When the obtained turning radius R1 satisfies R1≦Ra, it is determined that the turning radius is small, and the steering angle is controlled so as to return to a large turning radius.

If it is determined from the measured turning radius that the turning radius is small, the turning accuracy can be improved by controlling the steering so that the turning radius is large.

<Turn assist control from three points (7)> (see FIG. 16)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0). When the obtained turning radius R1 satisfies Rb≦R1, it is determined that the turn is large, and the starting direction of returning the steering wheel at the end of turning is delayed so that the planting traces are inside, and control is performed so that the plowing traces are aligned. .

When it is determined that the turning radius is large from the measured turning radius, the starting position of plowing can be aligned with the previous process by delaying the steering return start direction at the end of turning, which improves the accuracy of turning assist control. .

<Turn assist control from three points (8)> (see FIG. 17)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. By substituting each coordinate into the following formula from the obtained coordinates of the three points and solving the simultaneous equations, the turning radius R1 is obtained and whether control is performed with the planned turning radius is monitored (x ² +y ² +lx+my+n=0). When the obtained turning radius R1 is R1≤Ra, it is determined that the turning radius is small, and control is performed so that the steering wheel return start direction at the end of turning is advanced so that the planting traces are on the outside, and the plowing traces are aligned. .

When it is determined from the measured turning radius that the turning is in a small radius, the start of plowing can be aligned with the previous process by advancing the steering return starting direction at the end of turning, thereby improving the accuracy of turning assist control.

<Turn assist control from three points (9)> (see FIG. 18)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. For θ1, θ2, and θ3, control is performed to acquire position information so that the values are separated by 30° or more.

If three points are acquired at a small angle to obtain the turning radius, the error becomes large, and there is a high possibility that an accurate turning radius cannot be obtained.

By obtaining the position coordinates separated by 30° or more and obtaining the turning radius, it is possible to obtain a highly accurate turning radius and improve the accuracy of the turning assist control.

<Turn assist control from three points (10)> (see FIG. 19)
In the automatic turning control of the rice transplanter, the coordinates at the body turning angles θ1, θ2, and θ3 during automatic turning at a constant steering angle are obtained from the GNSS antenna information. For θ1, θ2, and θ3, control is performed to acquire position information so that the values are separated by 30° or more. Also, θ3 is set to 120° or less.

Even if an attempt is made to correct the turning control based on the turning radius acquired at 120° or more, the control may not keep up and the turning accuracy may drop.

By judging whether or not to correct the turning control before turning 120 degrees, the effect of the correction can be fully exhibited, and the accuracy of the turning assist control can be improved.

<Straight Assist Control (1)>
In the straight assist rice transplanter, if the IMU detects the tilt of the body in the rolling direction and continues to tilt in one direction for a certain period of time, it determines that the wheels are stuck in a rut and automatically adjusts the value of the steering amount dial. is controlled to change to the larger side.

If the steering amount remains small while the vehicle is stuck in a rut, the steering control amount during straight-ahead control is small and the straight-ahead accuracy deteriorates. Also, you can't get out of a rut.

By automatically increasing the amount of steering, the accuracy of straight running is improved. In addition, it is possible to get out of the rut at an early stage, and straight running performance is improved.

<Straight Assist Control (2)>
In the straight assist rice transplanter, if the IMU detects the tilt of the body in the rolling direction and continues to tilt in one direction for a certain period of time, it determines that the wheels are stuck in a rut and automatically adjusts the value of the steering amount dial. is controlled to change to the larger side. In addition, when it is determined that the airframe is maintained in a horizontal state for a certain period of time, it is controlled to automatically return to the original steering amount.

If the amount of steering remains large even after getting out of the rut, the amount of steering control may be too large and the vehicle may meander.

By automatically returning to the original steering amount when returning to a horizontal state, straight-ahead accuracy is improved.

<Improvement of Turning Assist Control (1)> (See FIG. 20)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control.

In the past, the steering wheel was turned back in the middle of the turn, and the row alignment was performed by causing the machine to run sideways. Eliminates unstable elements caused by sideways running. Further, turning by fixing the steering wheel is simpler than the method of controlling by designating a route by GNSS or the like, and can be stabilized without being influenced by GNSS sensitivity.

By fixing the steering angle during turning according to each model and number of rows, the unstable factor due to sideways running is eliminated, and row alignment can be stabilized, and control is simple and versatile. Also, turning can be stabilized without being influenced by GNSS.

A change from a U-turn to a U-turn is realized.

<Improvement of Turning Assist Control (2)> (See FIG. 20)
In the turning assist control, when the steering angle is set for each model, the turning radius differs for each model. Control is performed to change the back movement amount L during back turning according to the turning radius.

Changing the steering angle changes the turning radius, but if the amount of backing when turning back is constant, there is a problem that when the turning radius becomes large, the vehicle may run over a ridge or crush seedlings by backing up too much. .

When the steering angle is changed, the turning radius is changed, and by setting the back amount accordingly, optimum turning can be performed and work efficiency is improved.

<Improvement of Turning Assist Control (3)> (See FIG. 20)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn.

Even with the same steering angle, the turning radius differs from aircraft to aircraft due to variations in the parts.

<Improvement of Turning Assist Control (4)> (See FIG. 20)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the value can be adjusted with a dial on the monitor (example: 1 memory steering 5°).

The accuracy of the turning assist can be improved by providing a configuration that allows fine adjustment according to field conditions.

<Improvement of Turning Assist Control (5)> (See FIG. 20)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the value can be adjusted with a dial on the monitor. In addition, the configuration is such that an appropriate amount of back movement in accordance with the adjusted steering angle is automatically interlocked and changed.

L': Back amount L: Specified back amount K: Adjustment coefficient α: Cutting angle J: Cutting angle adjustment value with dial L'=L・K・(α+J)
As the turning radius increases, it is necessary to increase the distance to the furrow.

By changing the amount of backing in conjunction with changing the steering angle, it is possible to prevent running over a ridge during turning or crushing seedlings with the backing, thereby stabilizing the turning assist.

<Improvement of Turning Assist Control (6)> (See FIG. 21)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. In addition, in order to adjust the turning accuracy according to the field conditions, the azimuth angle β of the machine body at which the steering of circled number 4 in the figure starts to return to the straight-ahead state can be adjusted by the dial of the monitor.

By adopting a configuration that allows fine adjustment of the timing at which the steering starts to return to a straight-ahead state, it is possible to perform turning assist according to field conditions and improve accuracy.

<Improvement of Turning Assist Control (7)> (See FIG. 21)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the value can be adjusted with a dial on the monitor (example: 1 memory steering 5°). In accordance with the adjusted steering angle, the aircraft azimuth angle β at which the steering of circled number 4 in the figure starts to return to the straight-ahead state is interlocked and changed.

β': Aircraft azimuth at the start of steering return β: Aircraft azimuth at the start of steering return K: Adjustment factor J: Turning angle adjustment value with a dial β'=β・K・(α+J)
The turning assist accuracy can be improved by changing the timing at which the steering starts to return to the straight-ahead state in conjunction with the steering angle.

<Improvement of Turning Assist Control (8)> (See FIG. 21)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the value can be adjusted with a dial on the monitor (example: 1 memory steering 5°). In accordance with the adjusted turning angle, the aircraft azimuth angle β at which the steering of the circled number 4 in the figure starts to return to the straight-ahead state is interlocked, and the back amount during back turning is also interlocked and changed. .

Turning assist accuracy can be improved by changing the timing at which the steering starts to return to the straight-ahead state and the amount of back movement in conjunction with the steering angle.

<Improvement of Turning Assist Control (9)> (See FIG. 22)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the vehicle speed during turning is detected, and the turning angle α is changed in conjunction with the vehicle speed. As the vehicle speed V increases, the change in the turning radius due to the vehicle speed can be suppressed by increasing the turning angle α.

α': Steering angle during turning C: Adjustment coefficient V: Vehicle speed during turning α: Specified steering turning angle α'=C・V・α
The turning radius can be stabilized by changing the steering angle according to the vehicle speed.

<Improvement of Turning Assist Control (10)> (See FIG. 23)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the angular velocity γ during turning is detected, and the turning angle α is changed in conjunction with the angular velocity. As the vehicle speed V increases, the change in the turning radius due to the vehicle speed can be suppressed by increasing the turning angle α.

α': Steering angle during turning C: Adjustment coefficient γ: Angular velocity during turning α: Specified steering turning angle α'=C・γ・α
The turning radius can be stabilized by changing the turning angle according to the angular velocity during turning.

<Improvement of Turning Assist Control (11)> (See FIG. 23)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the HST lever opening during turning is detected, and the turning angle α is changed in conjunction with the HST lever. By increasing the steering angle α as the HST lever opening R increases, the change in the turning radius due to the vehicle speed can be suppressed.

α': steering angle during turning C: adjustment factor R: HST lever opening α: specified steering steering angle α'=C・R・α
The turning radius can be stabilized by changing the steering angle according to the HSTB lever opening.

<Improvement of Turning Assist Control (12)> (See FIG. 21)
In the turning assist control, the steering angle α is set according to the turning target distance for each model, and the vehicle is turned at the fixed steering angle α during turning control. The turning angle α can be set for each right turn and left turn. Also, the value can be adjusted with a dial on the monitor. In addition, it is configured to automatically change the proper back amount and the steering wheel return start timing in accordance with the adjusted steering angle.

L': Back amount L: Specified back amount K: Adjustment coefficient α: Cutting angle J: Cutting angle adjustment value with dial L'=L・K・(α+J)
β': Aircraft azimuth at the start of steering return β: Aircraft azimuth at the start of steering return K: Adjustment factor J: Turning angle adjustment value with a dial β'=β・K・(α+J)
As the turning radius increases, it is necessary to increase the distance to the furrow.

By changing the amount of backing in conjunction with changing the steering angle, it is possible to prevent running over a ridge during turning or crushing seedlings with the backing, thereby stabilizing the turning assist.

<Turn assist Z-turn correction (1)>
In the rice transplanter Z-turn control, during turning assist, it is configured to correct (+20 pls) to the planting portion lowering timing N1 determined by the detection of the rear wheel rotation sensor.

Since turning assist control results in a larger turn than normal turning, the timing of the Z-turn is not appropriate (too early). If the user wants to match the timing with the Z-turn, the user must operate the checker or monitor by himself.

The user's trouble can be saved by automatically correcting the Z-turn at the time of turning assistance.

<Turn assist Z-turn correction (2)>
In the rice transplanter Z-turn control, during turning assist, it is configured to correct (+20 pls) to the planting clutch engagement timing N2 determined by the detection of the rear wheel rotation sensor.

Since turning assist control results in a larger turn than normal turning, the timing of the Z-turn is not appropriate (too early). If the user wants to match the timing with the Z-turn, the user must operate the checker or monitor by himself.

The user's trouble can be saved by automatically correcting the Z-turn when turning is assisted.

<Turn assist Z-turn correction (3)>
In the configuration of turning assist Z-turn correction (1), the N1 correction is configured to be changed according to the number of articles of the aircraft.

Since the turning radius and working width differ depending on the number of threads, the target path to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of threads.

<Turn assist Z-turn correction (4)>
In the configuration of turning assist Z-turn correction (1), when the N1 correction is set to 7 items, it is configured to be changed between 3 items and 5 items.

Since the turning radius and the working width of the 7-row differ depending on the number of straddle-rows, the target path to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of straddles.

<Turn assist Z-turn correction (5)>
In the configuration of the turning assist Z-turn correction (1), the N1 correction is configured to be changed (+30 pls) when there are internal auxiliary wheels.

Since the turning radius and working width are different depending on the auxiliary wheels, the target route to be aimed at is also different.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (6)>
In the configuration of the turning assist Z-turn correction (1), the N1 correction is configured to be changed (+30 pls) when the external auxiliary wheels are present.

Since the turning radius and working width are different depending on the auxiliary wheels, the target route to be aimed at is also different.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (7)>
In the configuration of turning assist Z-turn correction (1), if both internal and external auxiliary wheels are installed for N1 correction (triple), the external auxiliary wheel setting is prioritized and corrected (external priority ver). .

In the case of triples, the influence of the external wheels is large. Double correction prevention of internal and external is achieved.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (8)>
In the configuration of turning assist Z-turn correction (1), N1 correction is a configuration (triple setting ver) in which dedicated correction is performed when both internal and external auxiliary wheels are attached (triple).

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels. Triple unique correction setting is possible.

<Turn assist Z-turn correction (9)>
In the configuration of the turning assist Z-turn correction (2), the N2 correction is configured to be changed according to the number of articles of the aircraft.

Since the turning radius and working width differ depending on the number of threads, the target path to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of threads.

<Turn assist Z-turn correction (10)>
In the configuration of the turning assist Z-turn correction (2), if the N2 correction is set to 7 items, it is configured to be changed between 3 items and 5 items.

Since the turning radius and the working width of the 7-row differ depending on the number of straddle-rows, the target path to be aimed at differs.

Appropriate turning assist and Z-turn are possible by changing the Z-turn correction amount according to the number of straddles.

<Turn assist Z-turn correction (11)>
In the configuration of the turning assist Z-turn correction (2), the N2 correction is configured to be changed (+40 pls) when there are internal auxiliary wheels.

Since the turning radius and working width are different depending on the auxiliary wheels, the target route to be aimed at is also different.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (12)>
In the configuration of the turning assist Z-turn correction (2), the N2 correction is configured to be changed (+40 pls) when the external auxiliary wheels are present.

Since the turning radius and working width are different depending on the auxiliary wheels, the target route to be aimed at is also different.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (13)>
In the configuration of turning assist Z-turn correction (2), if both internal and external auxiliary wheels are installed for N2 correction (triple), the external auxiliary wheel setting is prioritized and corrected (external priority ver). .

In the case of triples, the influence of the external wheels is large. Double correction prevention of internal and external is achieved.

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels.

<Turn assist Z-turn correction (14)>
In the configuration of turning assist Z-turn correction (2), N2 correction is a configuration (triple setting ver) in which dedicated correction is performed when both internal and external auxiliary wheels are attached (triple).

Appropriate turning assistance and Z-turn are possible by changing the Z-turn correction amount using the auxiliary wheels. Triple unique correction setting is possible.

<Turn assist Z-turn correction (15)>
The correction values of turning assist Z-turn correction (1) to (14) are configured to be changeable to arbitrary values by checker or monitor settings.

The parameters can be changed as desired by the user according to field conditions.

<Rice transplanter turning assist monitor guidance display (1)> (see FIG. 24)
From the start to the end of the turning assist in the rice transplanter turning assist control, the left turning marker monitor lamp is configured to blink the left lamp in the turning direction periodically (on-time 500 ms cycle 1 second, etc.).

At the time of automatic marker (turning assist condition), the marker monitor lamp turns on the lamp in the direction opposite to the turning direction when the planting part is raised. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction to turn and turn the steering wheel is to the left, but the lamp is lit to the right, so the operator feels uncomfortable (actually, it is a marker lamp instead of a turning direction lamp, so the operation is correct, but there is a sense of incompatibility).

During turning assist, the marker lamp can be used as a turning guidance lamp.

<Rice transplanter turning assist monitor guidance display (2)>
From the start to the end of the turning assist in the rice transplanter turning assist control, the right turning marker monitor lamp is configured to flash the right lamp in the turning direction periodically (on-time 500 ms, cycle 1 second, etc.).

At the time of automatic marker (turning assist condition), the marker monitor lamp turns on the lamp in the direction opposite to the turning direction when the planting part is raised. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction to turn and turn the steering wheel is to the left, but the lamp is lit to the right, so the operator feels uncomfortable (actually, it is a marker lamp instead of a turning direction lamp, so the operation is correct, but there is a sense of incompatibility).

During turning assist, the marker lamp can be used as a turning guidance lamp.

<Rice transplanter turning assist monitor guidance display (3)>
The rice transplanter turning assist control is configured to display "Turn assist is in progress" when turning left from the start to the end of turning assist.

At the time of automatic marker (turning assist condition), the marker monitor lamp turns on the lamp in the direction opposite to the turning direction when the planting part is raised. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction to turn and turn the steering wheel is to the left, but the lamp is lit to the right, so the operator feels uncomfortable (actually, it is a marker lamp instead of a turning direction lamp, so the operation is correct, but there is a sense of incompatibility).

Know your current turn direction.

<Rice transplanter turning assist monitor guidance display (4)>
The rice transplanter turning assist control is configured to display "Right turning assist is in progress" when turning right from the start to the end of turning assist.

At the time of automatic marker (turning assist condition), the marker monitor lamp turns on the lamp in the direction opposite to the turning direction when the planting part is raised. In other words, when turning left, the marker is on the left and the lamp is on the left, but when making a back turn, the marker lamp automatically turns on in the opposite direction. Then, the direction to turn and turn the steering wheel is to the left, but the lamp is lit to the right, so the operator feels uncomfortable (actually, it is a marker lamp instead of a turning direction lamp, so the operation is correct, but there is a sense of incompatibility).

Know your current turn direction.

<Rice transplanter turning assist monitor display (1)>
During back-turn control under rice transplanter turning assist control, the interrupt display "Please move the main gear shift lever to the reverse side" is displayed on the monitor from the start of reverse to the completion of reverse.

At first, it is difficult for the operator to understand what kind of operation should be performed during the turning assist.

Inform the operator of the operation method.

<Rice transplanter turning assist monitor display (2)>
During back-turn control under rice transplanter turning assist control After completion of back-turning, an interrupt display "turning assist in progress" is displayed on the monitor from forward operation to turning assist control completion.

The operator is notified that the HST and steering wheel operation are different from normal during turning assist control.

<Rice transplanter turning assist monitor display (3)>
If the rice transplanter turning assist control is set to enter a U-turn If the conditions for starting the U-turn control are met (and only the planting section is being raised), an interrupt display on the monitor reads, "Start turning by raising the planting section while moving forward." will be displayed.

At first, it is difficult for the operator to understand what kind of operation should be performed during the turning assist. In particular, it is difficult to understand the difference between back-turn control and U-turn control because the start conditions are different.

Inform the operator of the operation method.

<Rice transplanter turning assist monitor display (4)>
During U-turn control under rice transplanter turning assist control, the interrupt display "turning assist is in progress" is displayed on the monitor from the start of U-turn to the completion of turning assist control.

The operator is notified that the HST and steering wheel operation are different from normal during turning assist control.

<Rice transplanter turning assist monitor display (5)>
When turning assist control is interrupted during back turn control by rice transplanter turning assist control, it is configured to display "turning assist canceled".

To notify an operator that turning assist has been canceled.

<Rice transplanter turning assist monitor display (6)>
When turning assist control is interrupted during U-turn control in rice transplanter turning assist control, "Turn assist has been canceled" is displayed.

To notify an operator that turning assist has been canceled.

The program of the invention related to the present invention is a program for causing a computer to execute all or part of the steps (or processes, operations, actions, etc.) of the travel control method of the invention related to the present invention described above. A program that operates in cooperation with a computer.

Further, the recording medium of the invention related to the present invention performs all or part of the steps (or processes, operations, actions, etc.) of the travel control method of the invention related to the present invention described above. It is a recording medium recording a program to be executed by a computer, and is a computer-readable recording medium in which the read program is used in cooperation with the computer.

It should be noted that "some of the steps (or processes, operations, actions, etc.)" mentioned above mean one or some of those steps.

Also, the "operations of steps (or processes, operations, actions, etc.)" mentioned above mean the operations of all or part of the steps mentioned above.

In addition, one usage form of the program of the invention related to the present invention is a form in which it is transmitted in a transmission medium such as the Internet, light, radio waves or sound waves, read by a computer, and operates in cooperation with the computer. may be

Further, the recording medium includes a ROM (Read Only Memory) and the like.

In addition, the computer is not limited to pure hardware such as a CPU (Central Processing Unit), but may also include firmware, an OS (Operating System), and peripheral devices.

It should be noted that, as described above, the configuration of the present invention may be implemented in software or in hardware.

The work vehicle according to the present invention can perform turning control of the vehicle body, and is useful for the purpose of being used as a work vehicle such as a rice planter.

REFERENCE SIGNS LIST 10 vehicle body 20 engine 30 traveling device 31 front wheel 32 rear wheel 33 auxiliary wheel 41 main transmission mechanism 42 auxiliary transmission mechanism 43 rear wheel gear case 44 steering motor 50 driving unit 51 seat 52 steering handle 53 main transmission lever 54 auxiliary transmission lever 55 straight assist lever 56 Assist mode switch 60 Leveling device 61 Leveling rotor mechanism 62 Leveling float mechanism 70 Fertilizer 80 Line marker 90 Planting device lifting device 100 Planting device 101 Spare seedling platform 200 Control device 210 Rear wheel rotation speed sensor 220 Planting device lifting sensor 300 Positioning System 400 threshold adjuster

Claims (1)

a steering member drive (44) for driving the steering member (52);
a control device (200) for controlling the steering member driving device (44);
with
The control device (200) performs straight-ahead control before turning when the vehicle body (10) to be turned goes straight, performs turning control when turning the vehicle body (10) which has been made to go straight, and A work vehicle that performs straight-ahead control after turning when the vehicle body (10) being turned is made to go straight again,
Switching from the straight-ahead control to the turning control before turning is performed based on a manual operation,
the magnitude of the turn trajectory is determined based on the rear wheel speed and aircraft heading;
A work vehicle characterized in that, when it is determined that the turning is a large turn, control is performed so that the start of steering return is delayed and the vehicle body (10) is moved inward.

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