JP7229303B2 - traveling work machine - Google Patents

Description

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

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

JP 2017-123804 A

In Patent Document 1, each target movement path is set based on a teaching path by manual operation, and the teaching path is set as a linear path connecting two points, the start point position of the manual operation and the end point position of the manual operation. be done. However, the setting of the target movement route in Patent Document 1 does not consider the travel locus of the traveling machine body. For this reason, even if the actual travel locus meanders, if a straight target travel route is set as the target travel route for the post-process, the already planted seedlings in the already-worked area will be displaced during the subsequent actual work travel. There is a risk that the vehicle may be trampled or a non-working area may be generated between the traveling trajectories before and after the edge of the ridge.

SUMMARY OF THE INVENTION In view of the above-described circumstances, an object of the present invention is to provide a traveling work machine capable of setting a target moving route to be adjacent to the traveling locus of the traveling machine body with high accuracy.

The traveling work machine of the present invention includes:
A traveling machine that travels in a field,
a working device that performs work on a field;
a route setting unit that sets a target movement route for work travel in which the traveling machine body travels while performing work using the work device;
a traveling locus acquisition means for acquiring a traveling locus when the traveling machine body travels,
A traveling work machine that repeats traveling along a target movement route and turning toward traveling along the next target movement route,
reversal of the direction of the traveling machine body, which is the orientation of the traveling machine body; a lifting operation of the working device; a rising action of a ground leveling rotor provided on the traveling machine body; Turning of the traveling machine body is determined by at least one of disengagement of the side clutch, cutoff of power to the working device, and arrival of the traveling machine body to the start position of straight traveling,
When the turning of the traveling machine body is determined, the route setting unit sets the next target movement route along the traveling trajectory during or after turning of the traveling machine body,
The target movement route is set in correspondence with a first area where the traveling machine body travels while matching or substantially matching a preset movement route in the travel locus. a route, and a second route that is set corresponding to a second region in the travel locus, which is a location where the traveling machine body travels while being displaced in the left-right direction of the preset movement route. and is composed of
Further, the traveling work machine of the present invention is
A traveling machine that travels in a field,
a working device that performs work on a field;
a route setting unit that sets a target movement route for work travel in which the traveling machine body travels while performing work using the work device;
a traveling locus acquisition means for acquiring a traveling locus when the traveling machine body travels,
The route setting unit is characterized by setting the target movement route along the running locus.

According to the present invention, the traveling locus of the traveling machine body can be obtained by the traveling locus obtaining means, and the traveling locus of the traveling machine body is taken into consideration when setting the target movement route.
Therefore, even if the travel locus is curved, for example, the route setting unit can set the target travel route along the curved travel locus as the target travel route for the post-process. As a result, when the work travels along the target movement route of the post-process, the already planted seedlings in the already-worked area are trampled, or a non-worked area occurs between the traveling trajectories before and after turning around the ridge. reduce the risk of As a result, it is possible to realize a traveling work machine capable of setting the target movement route so as to be adjacent to the traveling locus of the traveling machine body with high accuracy.

The meaning that the target travel route is set along the travel locus is not limited to the meaning that the target travel route is a route that completely matches the travel locus. For example, it may mean that the target travel route is a route that approximates the travel trajectory, or that it is a route that is set so that the trajectory resulting from travel based on the target travel route approximates the travel trajectory. can be

In this configuration,
The target movement route is set in correspondence with a first area where the traveling machine body travels while matching or substantially matching a preset movement route in the travel locus. a route, and a second route that is set corresponding to a second region in the travel locus, which is a location where the traveling machine body travels while being displaced in the left-right direction of the preset movement route. and consists of
It is preferable that the second route is set such that the second region is shifted from the first route on the side where the second region is shifted from the preset movement route.

According to this configuration, the running trajectory is divided into the first region and the second region, the target movement route is composed of a plurality of routes, and the second route corresponds to the displacement of the running trajectory in the second region. set. For this reason, for example, it is possible to divide the route setting pattern for the first route and the second route, and compared to the configuration in which the target movement route is composed of a single route, the positional deviation of the actual traveling aircraft A traveling work machine that can flexibly travel along is realized.

In addition, the preset movement route may be a past target movement route that was a target when the traveling machine body traveled, a desired movement route in manual operation of the traveling work machine, or a traveling route. It may be a travel locus as a result of travel by manual operation of the working machine.

In this configuration,
It is preferable that an amount of positional deviation between the first path and the second path is smaller than an amount of positional deviation between the preset moving path and the second area.

If the amount of positional deviation between the first route and the second route is the same as the amount of positional deviation in the previous travel trajectory, the travel of the traveling aircraft based on the first route and the second route will also be the same as the previous travel trajectory. Alternatively, there is a possibility that the travel locus of the traveling machine body may become unstable due to meandering more than the previous traveling locus. With this configuration, since the amount of positional deviation between the first route and the second route is small, the trajectory resulting from the travel of the traveling machine body based on the first route and the second route is straighter than the previous travel trajectory. trajectory. As a result, the travel of the traveling machine body becomes stable.

In this configuration,
In a state where the target movement route is set over a plurality,
It is preferable that the amount of positional deviation between the first path and the second path is configured to be smaller in subsequent steps.

With this configuration, the farther the target movement route is in the later process, the more linear the route becomes, and the farther in the later the process, the traveling of the traveling machine body based on the first route and the second route becomes more stable.

In this configuration,
It is preferable that the first path and the second path are formed linearly.

According to this configuration, since the target travel route is composed of a plurality of linear routes, setting of the target travel route becomes simple, and the traveling machine body can easily travel along the target travel route.

In this configuration,
It is preferable that the target travel route is configured by an approximated curve based on the travel locus.

With this configuration, even if the travel locus is curved, it is possible to set a target movement route adjacent to the travel locus corresponding to the curvilinear travel locus, and the traveling machine body traces the travel locus. can run like this.

In this configuration,
Position detection means for detecting positioning data indicating the position of the traveling aircraft based on positioning signals from navigation satellites,
It is preferable that the running locus acquisition means is configured to acquire the running locus based on the positioning data.

With this configuration, it is possible to construct the travel locus acquisition means by using the positioning data of the position detection means.

In this configuration,
Inertial measurement means capable of measuring acceleration and angular acceleration of the running body is provided,
It is preferable that the running locus acquisition means is configured to acquire the running locus based on the acceleration, the angular acceleration, or both.

With this configuration, it is possible to construct the running locus acquisition means by using the acceleration and angular acceleration of the inertia measurement means, that is, the amount of inertia.

It is the whole rice transplanter side view. It is the whole rice transplanter top view. It is a front view of a rice transplanter. FIG. 4 shows a steering unit; It is a block diagram which shows a control structure. FIG. 10 is an explanatory plan view of the entire field showing the operation of automatic steering control; FIG. 4 is an explanatory diagram showing automatic steering control using an inertial measurement unit; It is explanatory drawing which shows the setting of a basic target movement path|route. FIG. 4 is an explanatory diagram showing setting of a target travel route in consideration of a travel locus; FIG. 5 is an explanatory diagram showing correction of positional deviation in automatic steering control; FIG. 4 is an explanatory diagram showing setting of a target travel route in consideration of a travel locus; FIG. 4 is an explanatory diagram showing setting of a target travel route in consideration of a travel locus; It is explanatory drawing which shows the setting of the target movement path|route over several target movement path|routes. FIG. 4 is an explanatory diagram showing a display section; It is an explanatory view showing another embodiment of the setting of the target moving route. It is an explanatory view showing another embodiment of the setting of the target moving route. It is an explanatory view showing another embodiment of the setting of the target moving route. It is an explanatory view showing another embodiment of the setting of the target moving route.

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

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

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

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

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

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

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

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

As shown in FIGS. 1 to 3, the central portion of the traveling machine body C is provided with a driving section 40 in which various driving operations are performed. The driving section 40 includes a driver's seat 41 , a steering handle 43 , a main shift lever 44 and an operating lever 45 . A driver's seat 41 is provided in the central portion of the traveling body C and is configured so that a driver can sit thereon. The steering handle 43 is configured such that the steering wheel 10 can be steered manually. The main shift lever 44 is configured to be capable of switching between forward and backward travel and changing the running speed. That is, when the main shift lever 44 is operated, the angle of the swash plate of the HST (not shown) is changed, and the power of the engine 13 is changed steplessly. A control lever 45 is used to operate the seedling planting device W to move up and down and to switch between the left and right marker devices 33 . A steering handle 43 , a main shift lever 44 , an operating lever 45 , and the like are provided above a control tower 42 located on the front side of the driver's seat 41 . A boarding step 46 is provided at the foot portion of the driving unit 40 .
The boarding step 46 also extends on both left and right sides of the bonnet 12 .

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

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

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

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

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

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

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

The clutch 53 is provided between the steering operation shaft 54 and the steering handle 43 , and when the clutch 53 is disengaged, power is not transmitted between the steering handle 43 and the steering operation shaft 54 . The clutch 53 is configured to be disengaged, for example, during automatic steering control, so that the rotation of the steering operation shaft 54 due to the operation of the steering motor 58 is not transmitted to the steering handle 43 during automatic steering control. can be

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

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

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

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

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

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

A control device 75 includes a satellite positioning unit 70, an inertial measurement unit 74, an automatic steering switch 50, a start point setting switch 49A, an end point setting switch 49B, a steering angle sensor 60, a torque sensor 61, a vehicle speed sensor 62, and an obstacle detection section 63. Information such as (edge detection unit) is input. The vehicle speed sensor 62 is configured, for example, to detect the vehicle speed from the rotational speed of a transmission shaft in the transmission mechanism for the rear wheels 11 . The obstacle detection units 63 are provided at the front and left and right sides of the traveling body C, and may be, for example, light wave distance sensors or image sensors. It is configured to be able to detect a steel tower or the like. When an obstacle is detected by the obstacle detection unit 63, an alarm is notified to the driver by an alarm unit 64 such as a buzzer or voice guidance. The control device 75 is also connected to a notification section 59 (notification means), and the notification section 59 is configured to notify, for example, the vehicle speed, the engine speed, the state of the reception sensitivity of the satellite positioning unit 70, and the like. The notification unit 59 may be configured to be displayed on the display unit 48, or may be configured to change the blinking pattern of the LED illumination provided on the center mascot 14. FIG. Also, the alarm unit 64 may be configured to display an alarm on the display unit 48 via the notification unit 59 . In this case, for example, an alarm for edge detection is displayed on the display unit 48 . Also, the alarm unit 64 may be configured as part of the notification unit 59 . The time notified by the notification unit 59 may be configured to be arbitrarily set and adjustable.

The control device 75 includes a route setting section 76 , an azimuth calculation section 77 , a travel locus acquisition section 78 as travel locus acquisition means, a control section 79 , and a steering direction control section 80 . The route setting unit 76 sets a target movement route LM (see FIG. 6) along which the traveling body C should travel. Details of the azimuth calculation unit 77 and the travel locus acquisition unit 78 will be described later. Based on the position information of the running body C measured by the satellite positioning unit 70 and the azimuth information of the running body C measured by the inertial measurement unit 74, the control unit 79 sets the running body C to the target movement route. The operation amount is calculated and output so as to travel along the LM. The steering control section 80 controls the steering motor 58 based on the amount of operation. Specifically, the control device 75 includes a microcomputer, and a travel locus acquisition unit 78, a route setting unit 76, an azimuth calculation unit 77, a control unit 79, and a steering direction control unit 80 are configured by a control program. ing.

In addition, the control device 75 stores, for example, positioning data determined by the satellite positioning unit 70, the inertia amount detected by the inertial measurement unit 74, and the vehicle speed detected by the vehicle speed sensor 62 in a RAM (random Access Memory) may be configured to be stored chronologically.

A setting switch 49 is provided for setting the target movement path LM used for automatic steering control by teaching processing. The setting switch 49 includes a start point setting switch 49A for setting the start point position Ts and an end point setting switch 49B for setting the end point position Tf. As described above, the start point setting switch 49A is provided on the right side of the display section 48, and the end point setting switch 49B is provided on the left side of the display section 48. FIG.

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

The azimuth calculation unit 77 calculates the detected azimuth of the traveling body C, that is, the own aircraft azimuth NA based on the inertia amount detected by the inertia measurement unit 74 . The azimuth calculation unit 77 then calculates an angular deviation, that is, a azimuth deviation, between the target azimuth LA on the target movement path LM and the self-aircraft azimuth NA. When the control device 75 is set to the automatic steering mode, the control unit 79 calculates and outputs an operation amount for controlling the steering motor 58 so as to reduce the angular deviation.

The traveling trajectory acquisition unit 78 determines the position of the traveling body C based on the positioning data measured by the satellite positioning unit 70, the self-machine direction NA calculated by the direction calculation unit 77, and the vehicle speed detected by the vehicle speed sensor 62. The position, that is, the position of the machine itself NM is calculated. The machine position NM is stored in a RAM (not shown) over time, and the traveling locus acquisition unit 78 calculates the traveling locus FP based on the collection of the machine positions NM.

The steering control unit 80 performs automatic steering control based on the operation amount output by the control unit 79 during the automatic steering control of the traveling body C. FIG. That is, the steering motor 58 is operated so that the vehicle position NM calculated by the travel locus acquisition unit 78 is positioned on the target movement path LM.

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

First, the driver positions the traveling machine body C at the starting point position Ts of the ridge in the field, and operates the starting point setting switch 49A. At this time, the controller 75 is set to the manual steering mode. Then, while the driver manually operates the traveling machine body C, it travels from the start point position Ts along the linear shape of the ridge on the side side, moves to the end point position Tf near the ridge on the opposite side, and then sets the end point. Operate the switch 49B. Thereby, the teaching process is executed. That is, the position coordinates based on the positioning data acquired by the satellite positioning unit 70 at the start point position Ts and the position coordinates based on the positioning data acquired by the satellite positioning unit 70 at the end point position Tf, the start point position Ts and the end point position Tf A teaching route connecting the A direction along this teaching path is set as a reference target azimuth LA. Note that the position coordinates at the end point position Tf may be calculated based on not only the positioning data by the satellite positioning unit 70 but also the travel locus of the teaching travel calculated by the travel locus acquisition unit 78 . Further, the traveling of the traveling machine body C between the start point position Ts and the end point position Tf may be working traveling accompanied by rice planting work, or may be traveling in a non-working state.

After the completion of the setting of the teaching route, the traveling machine body C moves to the start position Ls(1) by turning around the furrow for moving to the planting route adjacent to the teaching route. The furrow turning travel may be performed by the driver manually operating the steering handle 43, or may be performed by automatic turning control. At this time, the control unit 79 can determine that the traveling body C has turned by the reversal of the self-machine direction NA. The reversal of the self-aircraft heading NA can be detected by the satellite positioning unit 70 and the inertial measurement unit 74 .

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

After the setting of the teaching route is completed, the target movement route LM(1) is set by the route setting unit 76 at an arbitrary timing. The target movement path LM(1) may be set when the setting of the teaching path is completed, may be set while the traveling machine body C is turning, or may be set after the traveling machine body C is turning. Also, the target movement path LM(1) may be configured to be set by operating the setting switch 49, the automatic steering switch 50, or the like, or may be configured to be automatically set.

After it is determined that the traveling machine body C has completed turning, the manual steering mode of the control device 75 is continued, and the straight traveling by manual operation is continued. During this time, the control device 75 checks the discriminating conditions such as the direction deviation of the self-aircraft heading NA calculated by the heading calculating section 77, the orientation of the steered wheels 10, the steering angle of the steering wheel 43, etc., and switches to the automatic steering mode. Determine whether it is in a switchable state. Then, the control device 75 permits the operation of the automatic steering switch 50 if it is in a state in which it is possible to switch to the automatic steering mode. At this time, the notification unit 59 notifies whether the control device 75 is ready to switch to the automatic steering mode.

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

In the automatic steering control, the obstacle detection unit 63 detects a ridge in the vicinity of the end point Lf(1) on the side opposite to the start point Ls(1) of the target movement path LM(1). Continue until a decision is made. When the obstacle detection unit 63 determines that the distance between the traveling body C and the ridge is within a preset range, the alarm unit 64 issues an alarm to notify the driver. At this time, the warning by the warning unit 64 may be a sound such as a buzzer, lighting or blinking of the LED illumination provided in the center mascot 14, or displayed on the display unit 48. It can be. Then, the obstacle detection unit 63 continues to detect the edge of the ridge for a preset period of time, so that the detection of the edge of the ridge is determined, and the control device 75 is switched to the manual steering mode to perform automatic steering control. is canceled.

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

After completion of work traveling on the target travel route LM(1), the target travel route LM(2) is set by the route setting unit 76 at an arbitrary timing. The target movement path LM(2) may be set when the obstacle detection unit 63 determines whether a ridge is present, may be set while the traveling machine body C is turning, or may be set after the traveling machine body C is turning. Also good. Also, the target movement path LM(2) may be configured to be set by operating the setting switch 49, the automatic steering switch 50, or the like, or may be configured to be automatically set. After the target movement path LM(2) is set adjacent to the unworked area side of the target movement path LM(1), automatic steering control is started along the target movement path LM(2), and the traveling machine body C travels for work.

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

[Acquisition Means for Traveling Trajectory]
In the riding-type rice transplanter according to the present embodiment, the error range of the own machine position NM is required to be within 10 centimeters, for example, in order to keep the planting intervals of the seedlings appropriately. In a configuration using an RTK-GPS as the satellite positioning unit 70, since the error of the RTK-GPS is generally within several centimeters, it is possible to obtain a highly accurate travel locus. However, in a configuration in which DGPS is used as the satellite positioning unit 70, there is a possibility that an accurate running locus cannot be obtained because the error of the DGPS is generally in the range of several meters. For this reason, in a configuration in which a DGPS is used as the satellite positioning unit 70, a means for obtaining a travel locus by the inertial measurement unit 74 is used.

While the automatic steering control is being performed, as shown in FIG. Measured. The azimuth calculation unit 77 temporally calculates the aircraft azimuth NA from the point where the automatic steering control is started by integrating the azimuth change angle ΔNA. The traveling locus acquisition unit 78 calculates the vehicle position NM based on the vehicle speed detected by the vehicle speed sensor 62 and the vehicle heading NA. As a result, the traveling locus FP of the traveling machine body C is calculated over time by the traveling locus acquisition unit 78 based on the collection of the own machine positions NM.

The azimuth calculation unit 77 calculates the azimuth deviation between the aircraft azimuth NA and the target azimuth LA. The control unit 79 outputs an operation amount so that the self-aircraft heading NA matches the target heading LA, and the steering direction control unit 80 operates the steering direction motor 58 based on the operation amount. As a result, the traveling body C travels accurately along the target movement route LM. The driver does not operate the steering handle 43 .

As described above, the error of DGPS may extend to a range of several meters. error is known to be extremely small. Using this characteristic, the absolute azimuth calculated based on the positioning data between the two points becomes more accurate as the distance between the two points increases. Therefore, in a configuration in which a DGPS is used as the satellite positioning unit 70, the azimuth calculation unit 77 calculates the absolute azimuth from the positioning data between two points measured by the satellite positioning unit 70, and calculates the absolute azimuth based on the inertial measurement unit 74. It is configured to perform calibration processing of the own aircraft heading NA so that no bearing error occurs in the aircraft heading NA. That is, even if the measurement of the azimuth change angle ΔNA by the inertial measurement unit 74 contains an error, the accumulation of the error due to the integration of ΔNA is eliminated, and the acquisition of the traveling trajectory FP and the automatic steering control are performed. be accurate.

[Setting the basic target movement route]
FIG. 8 shows the post-process target travel route LM2 adjacent to the traveled target travel route LM1. A traveling locus FP in FIG. 8 is a traveling locus along which the traveling machine body C has traveled in a state in which it substantially coincides with the traveled target travel route LM1 as a travel route set in advance. The post-process target travel route LM2 is set as a target travel route on which the traveling machine body C travels for work next to the traveled target travel route LM1. 8 corresponds to the target travel route LM(1) in FIG. 6, the target travel route LM2 for post-process in FIG. 8 corresponds to the target travel route LM(2 ). 8 corresponds to the target travel route LM(2) in FIG. 6, the target travel route LM2 for post-process in FIG. 8 corresponds to the target travel route LM(3) in FIG. Equivalent to. The same applies to the target movement path LM1 after travel and the target movement path LM2 for the subsequent process in FIGS. 9 to 13, which will be described later.

Note that the traveled target travel route LM1 as a preset travel route may be the above-described teaching route. In this case, the post-process target movement path LM2 in FIG. 8 corresponds to the target movement path LM(1) in FIG.

Basically, the target travel route LM2 for post-process is set apart from the target travel route LM1 by a preset set distance P based on the positioning data of the satellite positioning unit 70 .
Here, the set distance P is a distance corresponding to the work width in which the seedling planting device W performs the rice planting work.

However, when the DGPS is used as the satellite positioning unit 70, the position coordinates NM3 of the own machine position NM based on the positioning data may be displaced from the actual traveled target movement path LM1 due to the position error of the DGPS described above. can be considered. That is, even if automatic steering control is performed in a state in which the traveling body C is actually along the traveled target movement path LM1 with high accuracy, the position coordinates NM3 based on the positioning data of the satellite positioning unit 70 have an absolute error. including.
Therefore, as shown in FIG. 8, there is a possibility that the position coordinates NM3 are displaced from the target movement path LM1 by a deviation d1. For this reason, if the post-process target movement path LM2 is actually set based only on the position coordinates NM3, the planted seedlings in the already-worked area may be trampled, There is a risk that a non-work area may occur in the

In this embodiment, based on the actual positional deviation of the traveling machine body C on which automatic steering control has been performed along the target traveled route LM1, the separation of the target travel route LM2 for post-process from the target traveled travel route LM1 A distance is calculated. As described above, it is known that when positioning is performed between two points by DGPS in a short period of time, the relative positional error between the two points is extremely small. Utilizing this characteristic, when setting the target movement path LM2 for the post-process, based on the positioning data measured immediately before the turn around the edge of the ridge, the post-process The route setting unit 76 is configured to set the target movement route LM2. That is, the post-process target movement path LM2 is set at a position separated by the set distance P from the machine position NM calculated based on the positioning data of the satellite positioning unit 70 .

In the automatic steering control along the target traveled route LM1, when the traveling machine body C is displaced from the target traveled route LM1 toward the unworked area by the deviation d1, the operation is shown in FIG. The one-dot chain line is the actual traveling locus FP of the traveling body C. As shown in FIG. Note that the running locus FP is calculated by the running locus acquisition unit 78 .

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

Originally, the post-process target movement path LM2 is set at a position separated by a set distance P from the traveled target movement path LM1, that is, at the position of the dashed line lm shown in FIG. On the other hand, in this embodiment, corresponding to the deviation d1 of the traveling machine body C, the post-process target movement path LM2 is set in a state in which it is translated from the dashed line lm by the deviation d1 toward the unworked area side.

Further, when the actual traveling locus FP of the traveling machine body C deviates from the traveled target travel route LM1 toward the already-worked area side by the deviation d1, the post-process target travel route LM2 is the traveled target travel route LM1. from the set distance P to the already-worked area side by a deviation d1.

As a result, even if the positioning data measured by the satellite positioning unit 70 contains an error, the position can be set at the set distance P from the position coordinates NM3. Due to the configuration in which the post-process target movement path LM2 is set at a position separated by the working width of the seedling planting device W, the planted seedlings in the already-worked area are trampled, and the traveling trajectory before and after turning around the ridge is disturbed. It is possible to prevent the occurrence of a non-work area in between.

[Setting of target movement route in consideration of travel trajectory]
The traveling machine body C does not necessarily travel along the target movement route LM for work. For example, as shown in FIG. 9, even if a straight traveled target travel route LM1 is set in advance as the travel route, slipping of the traveling machine body C, avoidance of obstacles in the field, and the like may result in There is a possibility that the traveling body C meanders. That is, the actual traveling locus FP of the traveling machine body C is displaced in the horizontal direction of the traveled target movement route LM1, as shown by the meandering locus fp in FIG. In such a case, if the post-process target movement path LM2 is set without considering the meandering trajectory fp, the following inconvenience will occur. That is, if the post-process target movement path LM2 is set as a single straight line at a position separated by the set distance P from the position coordinate NM3 near the end point position Lf toward the non-work area side, the existing movement path LM2 due to the meandering trajectory fp is set as it is. The work area overlaps with the work width during work travel along the post-process target movement path LM2. When the traveling machine body C travels along the post-process target movement route LM2 for work, the planted seedlings in the already-worked area may be trampled. In order to avoid this inconvenience, the post-process target movement path LM2 is configured by combining a plurality of paths.

The configuration of the post-process target movement path LM2 will be described with reference to FIG. The positional deviation of the traveling body C from the traveled target movement route LM1 is determined by the route setting unit 76 based on the travel locus FP. Specifically, threshold values for the deviation d2 are provided on both the left and right sides along the target traveled route LM1. The first area A1 is a portion of the travel locus FP on the side where the traveled target movement route LM1 is located with respect to the deviation d2. The second area A2 is a portion of the travel locus FP on the opposite side of the deviation d2 from the side where the traveled target movement route LM1 is located.

In this embodiment, the post-process target movement path LM2 is composed of a linear first path lm1 and a linear second path lm2. When the automatic steering control is performed along the target traveled route LM1 without any trouble, the traveled locus FP converges within the range of the first area A1, and the traveled locus FP coincides with or substantially matches the target traveled travel route LM1. determined to match. Then, the first route lm1 is set corresponding to the first area A1. The value of the deviation d2 is, for example, ten centimeters or less.

A portion of the traveling locus FP located in the second area A2 is shown in FIG. 9 as a meandering locus fp. Therefore, the second route lm2 is set corresponding to the second area A2 based on the meandering trajectory fp of the second area A2. In FIG. 9, the meandering trajectory fp of the second area A2 is in a state of being displaced toward the unworked area side from the traveled target movement path LM1. Therefore, the second path lm2 is set in a state of being displaced toward the unworked area side from the first path lm1.

In the present embodiment, the post-process target movement path LM2 is set based on the position coordinate NM3, and the position coordinate NM3 is within the range of the first area A1. Therefore, the travel locus acquisition unit 78 calculates the displacement width Δp1 between the location where the position coordinates NM3 are measured and the location where the meandering locus fp is most displaced. Further, the travel distance R1 of the travel locus FP that is displaced to the second region A2 is also calculated by the travel locus acquisition unit 78 . Note that the travel distance R1 is the length in the direction along the traveled target movement route LM1, and does not mean the actual meandering length of the meandering locus fp.

The second route lm2 is a route parallel to the traveled target movement route LM1, and is set in a state in which it is separated from the point of the meandering locus fp that is most displaced toward the unworked area by a set distance P toward the unworked area. be done. The route length of the second route lm2 is set to a length corresponding to the traveling distance R1 of the meandering locus fp. Further, the route length of the second route lm2 may be set longer than the traveling distance R1 in the front-rear direction.

The first route lm1 and the second route lm2 are discontinuous routes. In the present embodiment, the second route lm2 is displaced in parallel with the first route lm1 and away from the travel locus FP by the displacement width Δp2. That is, when automatic steering control is performed over the first route lm1 and the second route lm2, the target route is switched from the first route lm1 to the second route lm2.
Therefore, after the traveling machine body C travels for work along the first route lm1, the traveling machine body C is displaced in the body lateral direction with respect to the second route lm2. In this case, the control unit 79 executes the following positional deviation correction processing.

As shown in FIG. 10, first, when the target route is switched from the first route lm1 to the second route lm2, the position coordinates NM4 of the own aircraft position NM at the timing of switching are the satellite positioning unit 70 Positioned by As described above, when positioning between two points by DGPS is performed within a short period of time, for example, about ten seconds, the relative positional error between the two points is extremely small. Control to move the traveling machine body C as quickly as possible to a location laterally displaced from the position coordinates NM4 by a displacement width Δp2, that is, to a location on the second route lm2, using such characteristics of the DGPS. is done.

As shown in FIG. 10, when the traveling machine body C travels in a state where the machine position NM is laterally displaced from the second path lm2 by a positional displacement width Δp2, the control unit 79 sets the target azimuth LA is changed to an azimuth tilted by the set tilt angle α1. In other words, the control unit 79 changes the target azimuth LA when performing automatic steering control to an azimuth inclined by the set inclination angle α1 toward the side where the second path lm2 is located, and executes automatic steering control. do.

At this time, the farther the aircraft position NM is from the location corresponding to the second path lm2, the larger the set tilt angle α1 is set, and the closer the aircraft position NM is to the location corresponding to the second path lm2, The set tilt angle α1 is loosely set. Further, when the vehicle speed is low, the set tilt angle α1 is set on the large side, and when the vehicle speed is high, the set tilt angle α1 is set loosely. However, an upper limit value is set for the set tilt angle α1, and the set tilt angle α1 does not exceed the set upper limit value no matter how low the vehicle speed is or the positional deviation is large. As a result, it is possible to prevent the traveling machine body C from making a sudden turn and destabilizing the traveling state.

When the self-aircraft heading NA reaches the target heading LA tilted by the set tilt angle α1, the target heading LA is changed to a heading tilted by a tilt angle α2 that is gentler than the set tilt angle α1. In this way, the traveling machine body C travels in an oblique direction in a state in which the azimuth deviation with respect to the second route lm2 gradually decreases, so the traveling machine body C quickly approaches the second route lm2.

The location corresponding to the second path lm2 described above has an area of a predetermined width in the horizontal direction on both left and right sides of the position corresponding to the second path lm2. That is, a control dead band is set for the positional deviation, and when the positional deviation falls within the range of the control dead band, the target azimuth LA does not incline and is set along the original second path lm2.

With the configuration described above, the traveling body C is guided to the second route lm2. Also when the target route switches from the second route lm2 to the first route lm1, the above-described positional deviation correction processing is executed. As a result, work traveling along the post-process target movement path LM2 is performed so as to bypass the already-worked area due to the meandering locus fp, thereby avoiding the possibility that the planted seedlings in the already-worked area will be trampled.

If the first route lm1 and the second route lm2 are set apart from the traveling locus FP by a set distance P, the planted seedlings in the already-worked area according to the traveling locus FP and the target movement route LM2 for the post-process The intervals between the already-planted seedlings to be planted and the rice-planted seedlings tend to be equal. However, when the work travel is performed along the first route lm1 and the second route lm2 set apart by the set distance P, the travel locus based on the work travel also meanders. If the degree of meandering is greater than the travel locus FP, the travel locus based on the post-process target movement path LM2 may also meander significantly, which is not preferable for automatic steering control. In order to avoid this inconvenience, the post-process target movement path LM2, which is set based on the meandering travel locus FP, is set so as to return to a straight path.

When the entire traveling locus FP converges within the range of the first area A1, the first route lm1 is set at a position separated by a set distance P from the position coordinates NM3 of the own aircraft position NM. However, as shown in FIG. 9, when the meandering locus fp positioned closer to the unworked area side than the traveled target movement path LM1 is included in the traveling locus FP, the first path lm1 is set from the position coordinates NM3. The position separated by the distance P is set to a position further separated by the correction interval p. In other words, the positional deviation width Δp2 between the first route lm1 and the second route lm2 is a correction interval larger than the positional deviation width Δp1 between the position where the position coordinate NM3 is measured and the position where the position is most displaced on the meandering trajectory fp. becomes smaller by p. The correction interval p is such that the interval between the working width of the seedling planting device W on the travel locus FP and the working width of the seedling planting device W when the work travels along the first route lm1 is not too large. is set as a reasonable interval between

That is, in response to the meandering locus fp being displaced toward the unworked area side of the target traveled movement path LM1, the first path lm1 is spaced farther away from the worked area side. set. As a result, when work travel is performed over the first route lm1 and the second route lm2, the travel locus of the work travel becomes more linear than the travel locus FP.

As shown in FIG. 11, when the meandering locus fp meanders toward the already-worked area side of the traveled target movement path LM1, the already-worked area based on the traveling locus FP has a concave shape in which no seedlings are planted. A blank area A3 is generated. In this case, even if the traveling machine body C travels for work along the first route lm1 of the target travel route LM2 for the post-process, there is no fear that the planted seedlings on the traveling locus FP will be trampled. Therefore, the first path lm1 is set at a position separated by the set distance P from the position coordinates NM3. The second path lm2 is set so as to be shifted closer to the already-worked area side than the first path lm1, corresponding to the meandering trajectory fp. That is, the second route lm2 is set so as to fill the blank area A3 between the travel locus FP and the target movement route LM2 for the post-process.

In FIG. 11, the distance between the second path lm2 and the portion of the meandering trajectory fp that is most displaced toward the already-worked area is set to a distance obtained by adding the correction interval p to the set distance P. In FIG.
In other words, the positional deviation width Δp2 between the first route lm1 and the second route lm2 is a correction interval larger than the positional deviation width Δp1 between the position where the position coordinate NM3 is measured and the position where the position is most displaced on the meandering trajectory fp. becomes smaller by p. As a result, when work travel is performed over the first route lm1 and the second route lm2, the travel locus of the work travel becomes more linear than the travel locus FP while the blank area A3 is filled with seedlings. .

As shown in FIG. 12, when the traveling locus FP has a plurality of meandering loci fp(1) to fp(3), the post-process target movement path LM2 has a plurality of second paths lm2. In FIG. 12 , the second routes lm2(1) and lm2(3) are located on the unworked area side of the target traveled route LM1, and the second route lm2(2) is closer to the target traveled route LM1 than the target traveled route LM1. Located on the work area side. Of the plurality of meandering trajectories fp(1) to fp(3), the meandering trajectory fp(1) is most displaced toward the unworked area side. Therefore, the second path lm2(1) is set at a position separated by the set distance P toward the unworked area from the position of the meandering trajectory fp(1) that is most displaced toward the unworked area. . Also, the first path lm1 is set at a position separated by the correction interval pa from the position separated by the set distance P from the position coordinates NM3. The positional deviation width Δp1 is the positional deviation width between the location where the position coordinate NM3 is measured and the location where the meandering trajectory fp(1) is most displaced. Further, the positional deviation width Δp1 may be the positional deviation width between the position of the meandering trajectory fp(1) where the position is most deviated from the traveled target movement path LM1. In other words, the positional deviation width Δp2 between the first route lm1(1) and the second route lm2 is the positional deviation between the location where the position coordinate NM3 is measured and the location where the meandering trajectory fp(1) is most displaced. It is smaller than the width Δp1 by the correction interval pa.

Further, in FIG. 12, the distance between the second path lm2(2) and the portion of the meandering trajectory fp(2) that is most displaced toward the already-worked area is the set distance P plus the correction interval pb. set to distance. The positional deviation width Δp3 is the positional deviation width between the location where the position coordinate NM3 is measured and the location where the meandering trajectory fp(2) is most displaced. Further, the positional deviation width Δp3 may be the positional deviation width between the portion of the meandering trajectory fp(2) that undergoes the greatest positional deviation and the traveled target movement path LM1. In other words, the positional deviation width Δp4 between the first route lm1 and the second route lm2(2) is the positional deviation between the location where the position coordinate NM3 is measured and the location where the meandering trajectory fp(2) is most displaced. It is smaller than the width Δp3 by the correction interval pb.

Further, in FIG. 12, the distance between the second path lm2(3) and the part of the meandering trajectory fp(3) that is most displaced to the unworked area side may be the set distance P, A distance obtained by adding an arbitrary correction interval to the set distance P may be used. The positional deviation width Δp5 is the positional deviation width between the location where the position coordinate NM3 is measured and the location where the meandering trajectory fp(3) is most displaced. Further, the positional deviation width Δp5 may be the positional deviation width between the position of the meandering trajectory fp(3) where the position is most deviated from the traveled target movement path LM1. That is, the positional deviation width Δp6 between the first route lm1 and the second route lm2(3) is the positional deviation width between the position where the position coordinate NM3 is measured and the position where the meandering trajectory fp(3) is most displaced. It should be smaller than Δp5. As a result, when work travel is performed over the first route lm1 and the second route lm2, the travel locus of the work travel becomes more linear than the travel locus FP. The correction interval pa and the correction interval pb may have the same value or different values.

With the above-described configuration, the degree of meandering of the traveling locus after the automatic steering control is performed along the target movement path LM2 for the post-process is the same as the degree of meandering of the traveled path after the automatic steering control is performed along the already-traveled target movement path LM1. It is smaller than the meandering degree of the subsequent travel locus FP. In other words, the travel locus after the automatic steering control is performed along the target travel route LM2 for post-process is longer than the travel locus FP after the automatic steering control is performed along the traveled target travel route LM1. It becomes a straight running locus. Therefore, as shown in FIG. 13, the post-process target movement paths LM2(1) to LM2(5) are formed into straight paths each time the work travel process is superimposed. In other words, a plurality of post-process target movement paths LM2(1) to LM2(5) are set while repeating work travel in the field and turning travel on the edge of the ridge. , the displacement width Δp2 between the first path lm1 and the second path lm2 becomes smaller. As a result, even if the traveling locus FP meanders due to, for example, slippage of the traveling machine C or avoidance of obstacles in the field, the post-process target movement path LM2 that is set thereafter gradually becomes linear. It is modified into a path and finally converges into a straight line.

[Display part]
As shown in FIG. 14 , the state of the aircraft is displayed on the screen of the display section 48 via the notification section 59 . The display unit 48 is divided into a plurality of display areas such as a work information area 100, a positional deviation information area 101, a vehicle speed information area 102, and the like. The work information area 100 displays the work date and time, work results, and the like at the upper left end of the display section 48 . The positional deviation information area 101 displays the amount of positional deviation of the traveling machine body C (own machine position NM) with respect to the target movement route LM in the upper center. The vehicle speed information area 102 displays the vehicle speed at the upper right end. A large area other than the upper side of the display section 48 is a position information area 104, and the position information area 104 indicates the position of the traveling machine body C in the field. A small area at the left end of the position information area 104 is a steering state information area 103, and the steering state information area 103 displays the state of the control device 75 in automatic steering mode or manual steering mode. A touch panel operation type software button group 120 is arranged at the right end of the position information area 104 . A physical button group 121 is arranged further to the right of the display unit 48 .

In the position information area 104, the working state of the field around the traveling machine C, the target movement route LM, and the machine symbol SY indicating the machine position NM are displayed. Of the target travel routes LM, the target travel route LM during work travel is drawn with a thick solid line for easy understanding. Also, when the target movement route LM is composed of the first route lm1 and the second route lm2, the first route lm1 and the second route lm2 are displayed. Furthermore, in areas where rice planting has already been completed, each planted seedling is displayed in stippled form. Thereby, the worked area and the unworked area are clearly distinguished visually. When the traveling machine body C meanders and works, the stippled planted seedlings visualize the degree of meandering. The traces of planted seedlings may be displayed by lines indicating planted streaks other than stippled lines.

Although not shown in FIG. 14, the traveling locus FP of the traveling machine body C can also be displayed on the display section 48 . By comparing the travel locus FP with the target movement path LM, the accuracy of the automatic steering control can be checked. The travel locus FP is displayed on the display section 48 based on the positioning data obtained by the satellite positioning unit 70 . Further, the aircraft symbol SY is shown in the shape of an arrow, and the sharp direction indicates the traveling direction, that is, the aircraft bearing NA. A pointer 110 extending in the traveling direction from the center of the aircraft symbol SY and an orientation scale 111 indicating the angle range of the orientation are provided to make it easier to visually understand the orientation deviation between the own aircraft heading NA and the target heading LA. It is overwritten and displayed. A digital value of misorientation can also be displayed. Through the display unit 48, the driver can visually recognize the positional deviation and azimuth deviation of the traveling machine body C with respect to the target movement path LM.

When the post-process target travel route LM2 is set based on the work travel on the traveled target travel route LM1, as shown in FIG. The displacement amount of the traveling body C is displayed. The timing at which the positional deviation amount is displayed may be during the edge turning traveling from the already-traveled target movement path LM1 to the post-process target movement path LM2, or after the edge turning traveling is completed. Also good. Further, when the target route switches from the first route lm1 to the second route lm2, the positional deviation amount displayed in the positional deviation information area 101 changes from the positional deviation amount with respect to the first route lm1 to the positional deviation amount with respect to the second route lm2. It is switched to the amount of positional deviation.

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

[1] In the above-described embodiment, each target movement route LM is set one by one. However, the present invention is not limited to the above-described embodiment. For example, a plurality of post-process target movement paths LM2 shown in FIG. 13 may be set at the same time. In FIG. 13, some of the post-process target movement paths LM2(1) to LM2(5) are located on the unworked area side of the traveled target movement path LM1 based on the travel locus FP. are set respectively. The post-process target movement path LM2 may be set by a preset number of, for example, two or three. may be set to .

[2] Not limited to the embodiment described above, for example, the second paths lm2 shown in FIG. It may be a configuration provided. In FIG. 15, a plurality of second paths lm2 are provided stepwise between the first path lm1 and the second path lm2(1). is set In addition, a plurality of second paths lm2 are provided stepwise between the second paths lm2(1) and the second paths lm2(2), and the second paths lm2(2) and the second paths lm2(3) are provided. A plurality of second paths lm2 are also provided in a stepped manner between and. With this configuration, when the automatic steering control is performed over the first route lm1 and the second route lm2(1), work travel along the meandering trajectory fp becomes possible. Further, as exemplified by the second route lm2 between the first route lm1 and the second route lm2 (3), the second route lm2 provided stepwise according to the degree of positional deviation of the travel locus FP A configuration in which the number increases or decreases may be used. Further, each second path lm2 does not necessarily have a linear shape, and for example, each second path lm2 may be an approximate curve.

[3] The post-process target movement path LM2 exemplified in the above-described embodiment is configured by the first path lm1 and the second path lm2 formed as linear paths, but is limited to the above-described embodiment. not. For example, the post-process target movement path LM2 may be a route of an approximated curve based on the travel locus FP. As shown in FIG. 16, the target movement path LM2 for the post-process is formed in a curved shape, and the target movement path LM2 for the post-process is more linear than the travel locus FP through known waveform filtering or the like. It may be configured to be a route. Of the meandering trajectories fp, the meandering trajectory fp(1) is displaced most toward the unworked area side. Therefore, the separation distance between the portion of the meandering trajectory fp(1) that is most misaligned and the portion of the target movement path LM2 for post-process corresponding to the meandering trajectory fp(1) is the set distance P. Thus, the post-process target movement path LM2 is separated from the travel locus FP toward the non-work area side. As a result, any part of the post-process target movement path LM2 is separated from the travel locus FP toward the non-work area side by the set distance P or more, and the already-worked area by the travel locus FP and along the post-process target movement path LM2 The working width and the working width when traveling by working do not overlap. As a result, the rice planting work can be performed along the post-process target movement path LM2 without gaps in the already-worked area defined by the travel locus FP. This configuration is significantly useful when RTK-GPS is used as satellite positioning unit 70 .

[4] In the above-described embodiment, the case where the travel locus FP is not displaced at the end point position Lf of the traveled target movement path LM1 has been exemplified, but the present invention is not limited to the above-described embodiment. For example, as shown in FIG. 17, the travel locus FP does not converge in the first area A1 at the end position Lf of the traveled target movement path LM1, but shifts to the second area A2 on the unworked area side. A case is also considered. In such a case, the travel locus acquisition unit 78 calculates a displacement width Δp1a between the location where the position coordinate NM3 is measured and the location where the meandering locus fp is most displaced. Further, the travel locus acquisition unit 78 calculates a positional deviation width Δp1b between the location where the position coordinate NM3 is measured and the traveled target movement route LM1. In other words, the sum of the positional deviation width Δp1a and the positional deviation width Δp1b is the positional deviation width Δp1 between the portion of the meandering locus fp where the positional deviation is greatest and the traveled target movement path LM1.

The second path lm2 is set at a position separated by a positional deviation width Δp1a from a position separated by a set distance P from the position coordinates NM3. In other words, the second path lm2 is set in a state where it is spaced from the part of the meandering trajectory fp that is most displaced toward the unworked area by the set distance P toward the unworked area. Further, the first route lm1 is set closer to the already-worked area side than the second route lm2, corresponding to the route converging to the first region A1 in the traveling locus FP. is set smaller than the positional deviation width .DELTA.p1 by the correction interval p.

As shown in FIG. 18, even if the travel locus FP does not converge in the first area A1 at the end position Lf of the traveled target movement path LM1, but shifts to the second area A2 on the already worked area side. Conceivable. In such a case, the travel locus acquisition unit 78 calculates a displacement width Δp1a between the location where the position coordinate NM3 is measured and the location where the meandering locus fp is most displaced. Further, the travel locus acquisition unit 78 calculates a positional deviation width Δp1b between the location where the position coordinate NM3 is measured and the traveled target movement route LM1. In addition, in FIG. 18, the location where the position coordinate NM3 is measured and the location where the position is most displaced on the meandering trajectory fp overlap, so the displacement width Δp1a is substantially zero. In other words, the sum of the positional deviation width Δp1a and the positional deviation width Δp1b is the positional deviation width Δp1 between the portion of the meandering locus fp where the positional deviation is greatest and the traveled target movement path LM1. The first route lm1 is set at a position separated by a set distance P from the traveled target movement route LM1, corresponding to the route converging to the first area A1 in the traveling locus FP. In other words, the first path lm1 is set at a position further apart by the positional deviation width Δp1b than the position separated by the set distance P from the position coordinates NM3. The second path lm2 is set so as to be shifted closer to the already-worked area side than the first path lm1, corresponding to the meandering trajectory fp. The distance between the portion of the meandering trajectory fp that is most displaced toward the already-worked area side and the second path lm2 is set to a distance obtained by adding the correction interval p to the set distance P.

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

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

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

70: Satellite positioning unit 74: Inertial measurement unit 76: Route setting unit 78: Travel locus acquisition unit C: Traveling body W: Seedling planting device FP: Travel locus LM: Target movement route A1: First area A2: Second area lm1: first route lm2: second route

Claims (8)

A traveling machine that travels in a field,
a working device that performs work on a field;
a route setting unit that sets a target movement route for work travel in which the traveling machine body travels while performing work using the work device;
a traveling locus acquisition means for acquiring a traveling locus when the traveling machine body travels,
A traveling work machine that repeats traveling along a target movement route and turning toward traveling along the next target movement route,
reversal of the direction of the traveling machine body, which is the orientation of the traveling machine body; a lifting operation of the working device; a rising action of a ground leveling rotor provided on the traveling machine body; Turning of the traveling machine body is determined by at least one of disengagement of the side clutch, cutoff of power to the working device, and arrival of the traveling machine body to the start position of straight traveling,
When the turning of the traveling machine body is determined, the route setting unit sets the next target movement route along the traveling trajectory during or after turning of the traveling machine body,
The target movement route is set in correspondence with a first area where the traveling machine body travels while matching or substantially matching a preset movement route in the travel locus. a route, and a second route that is set corresponding to a second region in the travel locus, which is a location where the traveling machine body travels while being displaced in the left-right direction of the preset movement route. and a traveling work machine. Obstacle detection units are provided on the front and both sides of the traveling body,
In the second area, the traveling machine body travels in a state in which an obstacle is detected by the obstacle detection unit in the traveling locus, and the position is shifted in the left-right direction of the preset movement path. 2. The traveling work machine according to claim 1 , which is a split portion. Equipped with an alarm unit,
The traveling work machine according to claim 2, wherein an alarm is issued when an obstacle is detected by the obstacle detection section. Equipped with a display,
The traveling work machine according to claim 3, wherein the alarm unit displays the alarm on the display unit. 5. The traveling work vehicle according to claim 3, wherein the alarm unit issues the alarm by a flashing pattern of an illumination unit provided on a center mascot. 6. Any one of claims 2 to 5, wherein a positional deviation amount between the first path and the second path is smaller than a positional deviation amount between the preset moving path and the second region. 1. The traveling work machine according to 1. In a state where the target movement route is set over a plurality,
7. The traveling work machine according to any one of claims 2 to 6, wherein an amount of positional deviation between the first path and the second path is configured to decrease toward a later step. The traveling work machine according to any one of claims 2 to 7, wherein the first path and the second path are formed linearly.

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