JP7409880B2 - Work equipment travel route management system - Google Patents

Description

The present invention relates to a travel route management system for work equipment that automatically travels while working on a work site such as a farm field.

As disclosed in Patent Document 1, a work vehicle (work machine) performs work such as planting work while traveling in a field (work area). In addition, the work vehicle (work machine) automatically travels for work. A work vehicle (work machine) calculates a travel route and automatically travels along the travel route based on its own position calculated using GNSS (Global Navigation Satellite System) or the like.

Japanese Patent Application Publication No. 2019-154394

There is a need for a travel route management system that can further improve the convenience of automatic work travel of such work machines.

A travel route management system for a working machine capable of automatically traveling on a farm according to the present invention sets a specific side consisting of one or more sides of the outline of the farm as a material replenishment side for materials consumed by the working machine. a supply side setting section, a reciprocating route creation section that creates a reciprocating route including a plurality of straight routes extending toward the material supply side, and a terminal end of the straight route running toward the material supply side. and a replenishment control management unit that manages replenishment travel control for bringing the work machine closer to the material replenishment side from the region, from the starting end region of the straight path to be traveled next, or from both regions. Note that when the round trip route is created in an internal region of the farm, the round trip route is also referred to as an internal round trip route.

For working machines such as rice transplanters, fertilizer spreaders, and chemical sprayers, in order to replenish materials to be administered to the farm, the side of the farm's outline, for example, the side that touches the farm road, is the material supply side, and when replenishing materials, the working machine approaches this material supply area. In addition, in the above-mentioned working machine, materials are normally supplied with the front end or the rear end of the machine body brought close to the material supply side. In the above configuration of the present invention, it is possible to move forward or backward toward the material replenishment side set by the replenishment side setting unit based on the replenishment travel control from a traveling posture on a straight route, and to move the material replenishment side closer to the material replenishment side. becomes easier.

In working machines such as rice transplanters, seedlings are supplied as material supply with the front end of the machine brought close to the material supply side. For this reason, in one of the preferred embodiments of the present invention, the replenishment traveling control includes a front bringing mode in which the front end of the working machine is brought close to the material replenishing side, and in the front bringing mode, , the transition run from the straight route it is running to the next straight route is stopped, the work equipment continues to run straight until it approaches the material replenishment side, and after replenishing the materials, it reverses back and travels next time. Head toward the straight path you are traveling on. In this configuration, when set to the front-loading mode, the driver will drive directly towards the material supply side from the straight path it is traveling on, and the material will be brought closer to the material supply side, resulting in efficient material supply. will be realized.

Furthermore, in one of the preferred embodiments of the present invention, a temporary stop of the vehicle body as travel control information is assigned to an end region of the straight path traveling toward the material supply side. In this configuration, before starting a turn to enter the next straight route from the straight route that the driver is currently traveling on, the worker can spend time considering whether or not to interrupt automatic travel and replenish materials at this point. can be given to someone.

If automatic driving is performed to depart from the straight path of the round-trip route and head toward the material supply side, the target route for the automatic travel is an extension of the straight path to reach the material supply side. Using a route is efficient because there is no need to calculate a special route. For this reason, in one of the preferred embodiments of the present invention, the driving toward the material replenishment side in the forward driving mode is performed by automatic driving with an extended route that is an extension of the straight path as the target route. . Of course, even if the vehicle pull-up is performed manually, such an extended route can be used as a guide route to support manual travel.

When replenishing chemicals in working machines such as rice transplanters, the rear end of the machine is brought close to the material supply side, and seedlings are supplied as material supply. For this reason, in one of the preferred embodiments of the present invention, the replenishment traveling control includes a rear bringing mode in which the rear end of the working machine is brought close to the material replenishing side, and the rear bringing mode Then, after completing the transition run from the straight route on which it is traveling to the straight route on which it is traveling next, the work equipment moves backward to bring it close to the material replenishment side, and after replenishing the materials, it moves forward to the next run. Head to the straight path where you want to go. In this configuration, the rear end of the working machine reaches the material replenishment side by moving backward while the machine is in the posture of traveling on the next straight path, thereby achieving efficient material replenishment.

In the replenishment run for material dispensing, the selection of front replenishment mode or rear replenishment mode depends on the type of materials to be supplied. Work machines are usually equipped with a mechanism that detects the remaining amount of replenishment materials on board. Since it is possible to calculate whether there is a shortage of materials or out of materials from the detected remaining amount of supplies and the amount of materials consumed per work run, it is possible to manage the timing of replenishment of supplies. For this reason, one of the preferred embodiments of the present invention is provided with a material replenishment management section that determines the replenishment timing of the replenishment materials based on the calculated remaining amount of replenishment materials. Accordingly, either a front bringing-together mode in which the front end of the working machine is brought close to the material supplying side, or a rear bringing-up mode in which the rear end of the working machine is brought close to the material supplying side is selected. This makes it possible to automate the moving process for replenishing materials. Note that the supply control management section may also serve as the material supply management section.

In the drive to replenish materials, the work equipment heads for a straight path as the destination after replenishing materials. Even if the vehicle approaches the vehicle manually, it is possible to shift to automatic travel once the next straight route is captured. Therefore, in one of the preferred embodiments of the present invention, the replenishment travel control is performed by interrupting automatic travel and performing manual travel, and when the next straight route is captured after replenishing materials, the automatic travel control will be resumed. This simplifies the transition from manual driving to automatic driving, reducing the burden on the operator.

In one of the preferred embodiments of the present invention, the replenishment travel control can be remotely controlled using a remote control. With this configuration, when replenishing materials, moving toward the vehicle is performed manually using a remote control. Therefore, even if the traveling using the reciprocating route or the like is an unmanned automatic traveling, the worker can manually carry out the approaching traveling from a position away from the working machine, for example from a ridge, which is convenient.

Various settings such as supply side settings and route creation are performed based on operational input by the operator. In order to facilitate the operator's operation input to such a work machine, it is convenient to use a graphic interface. Therefore, in one of the preferred embodiments of the present invention, the information terminal with a touch panel connected to the on-vehicle LAN of the work machine includes the replenishment side setting section, the reciprocating route creation section, and the replenishment control management section. is configured to be operable through a graphic user interface, and the selection of the material replenishment area and the content selection of the replenishment travel control are performed through the touch panel.

It is a side view of the rice transplanter which can run automatically. It is a top view of the rice transplanter which can run automatically. It is a front view of the rice transplanter which can run automatically. FIG. 2 is a schematic diagram illustrating the working movement of the rice transplanter. It is a functional block diagram showing a control system of a rice transplanter. FIG. 2 is a schematic diagram illustrating an operational configuration of a continuously variable transmission. FIG. 2 is an enlarged schematic diagram illustrating the operation configuration of the continuously variable transmission. FIG. 2 is an exploded perspective view illustrating the operation configuration of the continuously variable transmission. FIG. 3 is a schematic diagram illustrating the configuration of a lever guide. FIG. 3 is a schematic diagram illustrating the configuration of a neutral holding mechanism. FIG. 2 is a diagram illustrating the relationship between a continuously variable transmission device for controlling the traveling vehicle speed and the engine rotation speed. FIG. 3 is a schematic diagram illustrating the arrangement of rear sonar. FIG. 3 is a conceptual diagram illustrating a horizontal detection range of a sonar sensor. FIG. 2 is a conceptual diagram illustrating a vertical detection range of a sonar sensor. It is a schematic diagram of the power transmission structure from an engine to a planting mechanism. It is a diagram showing the running of the rice transplanter. FIG. 3 is a diagram showing changes in vehicle speed. It is a diagram showing the running of the rice transplanter. It is a side explanatory view which shows the start of operation|movement of the fertilization device in a starting position. It is a side explanatory view which shows the start of operation|movement of the fertilization device in a starting position. It is a side explanatory view showing the stoppage of the fertilization device at the end position. It is a side explanatory view showing the stoppage of the fertilization device at the end position. FIG. 3 is a plan view of a field showing a state in which a seedling planting operation is performed with the seedling planting device straddling the boundary between the outer peripheral area and the inner area. It is a functional block diagram showing a control system of the rice transplanter, and is a diagram related to neutral return control of the swash plate of the continuously variable transmission and engine start control. FIG. 3 is a perspective view showing the positioning unit, the voice alarm generating device, and the upper end side part in a removed state, and also showing the receiving device in an attached state. It is a side view which shows the support structure of an upper end side part. FIG. 3 is a side view showing the support structure of the upper end side part. FIG. 3 is a perspective view showing the stacked lamp and cover in a removed state. FIG. 3 is a side view showing the usage attitude and storage attitude of the stacked light. It is an explanatory view showing a display state of a stacked light, and a display state of an indicator light section of a center mascot. FIG. 3 is a rear view showing the support structure of the voice alarm generator. It is an explanatory diagram showing a voice alarm. FIG. 3 is a plan view of the remote control. FIG. 3 is a plan view of the information terminal. FIG. 3 is a functional block diagram showing functional units in sonar check control. It is a flowchart of the whole sonar check control. It is a flowchart of sonar check processing. It is a screen diagram in sonar check processing. It is a screen diagram in sonar check processing. This is a warning screen displayed on the touch panel when automatic driving mode is activated. FIG. 3 is a functional block diagram showing functional units in map selection processing. It is a screen diagram in map selection processing. It is a screen diagram in map selection processing. It is a screen diagram in map selection processing. It is a functional block diagram showing functional units in field shape acquisition processing. It is a diagram showing a plurality of areas divided along the outer periphery of a field. It is a figure explaining the process when raising and lowering of a seedling planting device is repeated. It is a figure explaining a 1st line and a 2nd line. It is a screen diagram in field shape acquisition processing. It is a screen diagram in field shape acquisition processing. It is a screen diagram in field shape acquisition processing. It is a screen diagram in field shape acquisition processing. It is a screen diagram in field shape acquisition processing. It is a screen diagram in field shape acquisition processing. FIG. 3 is a functional block diagram showing functional units related to route creation. This is the screen displayed on the touch panel when creating a route. This is the screen displayed on the touch panel when creating a route. This is the screen displayed on the touch panel when creating a route. FIG. 3 is a schematic diagram illustrating a connecting turn. FIG. 3 is a schematic diagram illustrating a turning turn. It is a figure explaining planting work travel with each row clutch control. It is a schematic diagram explaining basic starting point guidance. It is a schematic diagram explaining basic starting point guidance. It is a screen diagram in starting point guidance. It is a screen diagram in starting point guidance. It is a screen diagram in another form in starting point guidance. It is a screen diagram in another form in starting point guidance. It is a screen diagram in another form in starting point guidance. It is a schematic diagram explaining basic starting point guidance. FIG. 3 is a schematic diagram illustrating work travel in which the ends of the straight route are sequentially shortened. FIG. 2 is a schematic diagram illustrating work travel in which the ends of the straight route are sequentially longer. It is a figure showing a running route in a special planting area.

A rice transplanter that travels in a field will be described below.

Here, for ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction (traveling direction) of the aircraft; The term "rear" (direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction (running direction) of the aircraft. In addition, the left-right direction or lateral direction refers to the transverse direction of the aircraft (aircraft width direction) perpendicular to the longitudinal direction of the aircraft, that is, "left" (direction of arrow L shown in FIG. 2) and "right" (direction of arrow R shown in FIG. 2). ) shall mean the left direction and the right direction of the aircraft, respectively.

[Overall structure]
As shown in FIGS. 1 to 3, the rice transplanter is a riding type machine equipped with a four-wheel drive type body. The fuselage 1 includes a link mechanism 13 in the form of parallel quadruple links that is connected to the rear of the fuselage 1 so as to be able to swing up and down, a hydraulic lift link 13a that swings the link mechanism 13, and a rear end area of the link mechanism 13. A seedling planting device 3 that is rollably connected to the seedling planting device 3, a fertilizing device 4 that is installed from the rear end region of the body 1 to the seedling planting device 3, and a fertilizer application device 4 that is provided in the rear end region of the seedling planting device 3. It is equipped with a chemical spraying device 18 and the like. The seedling planting device 3, the fertilizing device 4, and the chemical spraying device 18 are examples of working devices.

The aircraft body 1 includes wheels 12 as a mechanism for traveling, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as a main transmission. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and changes the driving force (rotational speed) output from the engine 2 by adjusting the angles of a motor swash plate and a pump swash plate. The wheels 12 include steerable left and right front wheels 12A and non-steerable left and right rear wheels 12B. The engine 2 and the continuously variable transmission 9 are mounted on the front part of the aircraft body 1. Power from the engine 2 is supplied to the front wheels 12A, rear wheels 12B, working equipment, etc. via the continuously variable transmission 9 and the like.

The seedling planting device 3 is configured, for example, in an 8-row planting format. The seedling planting device 3 includes a seedling mounting table 21, a planting mechanism 22 for eight rows, and the like. Note that this seedling planting device 3 can be changed to a format such as 2-row planting, 4-row planting, 6-row planting, etc. by controlling a clutch for each row (not shown).

The seedling mounting stand 21 is a pedestal on which eight rows of mat-like seedlings are placed. The seedling platform 21 reciprocates in the left and right direction with a constant stroke corresponding to the left and right width of the mat-shaped seedlings, and the vertical feed mechanism 23 moves the seedling platform 21 up and down each time the seedling platform 21 reaches the left and right stroke ends. The mat-shaped seedlings are vertically fed toward the lower end of the seedling platform 21 at a predetermined pitch. The eight planting mechanisms 22 are of a rotary type and are arranged in the left-right direction at regular intervals corresponding to the planting rows. Each planting mechanism 22 receives driving force from the engine 2 by shifting the planting clutch (see C5 in FIG. 15 described later) to a transmission state, and each mat placed on the seedling platform 21 receives the driving force from the engine 2. One seedling (also called a planted seedling) is cut from the lower end of the seedling and planted in the muddy soil area after the land has been leveled. As a result, when the seedling planting device 3 is in operation, seedlings can be taken out from the mat-shaped seedlings placed on the seedling platform 21 and planted in the muddy soil of the paddy field.

As shown in FIGS. 1 to 3, the fertilization device 4 includes a horizontally long hopper 25, a feeding mechanism 26, an electric blower 27, a plurality of fertilization hoses 28, and a groove cutter 29 provided for each row. . The hopper 25 stores granular or powdered fertilizer. The feeding mechanism 26 is operated by power transmitted from a motor (not shown), and feeds out two rows of fertilizer in predetermined amounts from the hopper 25.

The blower 27 is operated by electric power from a battery 73 mounted on the machine body 1, and generates a conveying wind that conveys the fertilizer fed out by each feeding mechanism 26 toward the muddy surface of the field. The fertilizer application device 4 can be switched between an operating state in which the fertilizer stored in the hopper 25 is supplied to the field in predetermined amounts and a non-operating state in which the supply is stopped by intermittent operation of the blower 27 and the like.

Each fertilizing hose 28 guides the fertilizer conveyed by the conveying wind to each furrower 29. Each trencher 29 is arranged on each earth leveling float 15. Each trencher 29 moves up and down together with each soil leveling float 15, and when each soil leveling float 15 touches the ground during work travel, it forms a fertilizing groove in the muddy soil part of the paddy field and guides fertilizer into the fertilizing groove.

As shown in FIGS. 1 to 3, the fuselage 1 includes a driving section 14 in its rear region. The driving unit 14 includes a steering wheel 10 for steering the front wheels, a main gear shift lever 7A (corresponding to a "vehicle speed operating tool") that adjusts the vehicle speed by shifting the continuously variable transmission 9, and a gear shifting lever 7A for controlling the gear shifting of the auxiliary transmission. auxiliary gear shift lever 7B (equivalent to a "vehicle speed operating tool"), a work operating lever 11 (equivalent to a "work operating tool") that enables raising/lowering operations of the seedling planting device 3, switching of operating states, etc. It is equipped with an information terminal 5 having a touch panel that displays (notifies) and notifies (outputs) information to the operator and accepts input of various information, and a driver's seat 16 for the operator (driver/worker). . Further, in front of the driving unit 14, a spare seedling storage device 17A for storing spare seedlings is supported by the spare seedling support frame 17.

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

[Automatic driving]
A work run in which a rice transplanter performs rice planting work in a field by automatic running will be explained using FIG. 4 while referring to FIGS. 1 to 3.

The rice transplanter in this embodiment can selectively run manually or automatically. Manual travel and automatic travel are selected by switching the automatic/manual changeover switch 7C. In manual traveling, the driver manually operates operating tools such as the steering wheel 10, the main shift lever 7A, the auxiliary shift lever 7B, and the work operation lever 11 to perform work traveling. In automatic driving, the rice transplanter runs and works under automatic control along a preset travel route. Further, automatic driving can be performed in manned automatic driving (manned automatic driving mode) which requires a driver on board, and unmanned automatic driving (unmanned automatic driving mode) which does not require a driver on board. In manned automatic driving, the rice transplanter automatically controls other operations associated with driving and work while the driver performs some operations in accordance with guidance provided by the rice transplanter. Unmanned automatic driving does not require a driver to be on board, but a driver may be on board during unmanned automatic driving. In addition, in unmanned automatic driving, when the driver performs an operation to start automatic driving, for example, using a remote control 90 (see FIG. 33) to be described later, work driving is started under automatic control, and work driving is set in advance. This is done under automatic control. The manned automatic mode in which manned automatic driving is performed and the unmanned automatic mode in which unmanned automatic driving is performed are set using the information terminal 5.

When a rice transplanter performs planting work, first, a driver manually runs the rice transplanter along the outer periphery of a field without performing any planting work. By this outer circumferential traveling, the outer circumferential shape of the field (field map) is generated, and the farm field is divided into an outer circumferential area OA and an inner area IA. At this time, an entrance/exit E through which the rice transplanter enters the field is set, and one side or a specified number of sides of the outside of the field is used to supply mat-shaped seedlings, fertilizers, chemicals, fuel, etc. to the rice transplanter. It is set as the seedling supply side SL for replenishment.

When a field map is generated, a travel route along which the rice transplanter travels for work is set. In the internal region IA, an internal reciprocating path IPL is generated that connects a plurality of paths substantially parallel to one side of the field with a turning path. The internal reciprocating route IPL is a traveling route that runs throughout the entire internal area IA from the starting point S to the ending point G. When the internal round trip route IPL is generated, a guidance start area GA is generated near the entrance/exit E. By stopping the rice transplanter within the guidance start area GA, the rice transplanter can automatically travel to the starting point S of the internal reciprocating route IPL. Note that a dedicated travel route is set for the starting point guidance performed from the guidance startable area GA, but a plurality of such travel routes may be set. Depending on the shape of the field, it may be difficult to guide the starting point from the parking position. It is preferable to set a plurality of travel routes because it increases the possibility that the vehicle will be properly guided to the starting point regardless of the stopping position.

In the outer circumferential area OA, two traveling routes, an inner circumferential route IRL and an outer circumferential route ORL, are generated, which travel around the outer circumferential area OA along the outer circumference of the field. By traveling along the inner circumferential route IRL and the outer circumferential route ORL, the entire outer circumferential area OA is operated. After the work travel (reciprocating work travel) on the internal reciprocating route IPL is completed, movement to the work travel start position on the inner circular route IRL is performed by traveling on a separately set travel route. When the external shape of the field is complex, it may be necessary to separate the end point of the internal reciprocating route IPL and the starting point of the internal circular route IRL. In such a case, a travel route including a route parallel to any one side of the field may be provided as the travel route from the end point of the internal reciprocating route IPL to the start point of the inner circular route IRL.

When performing automatic travel, with the travel route generated in this way, the rice transplanter first enters the field from the entrance E, moves to the guidance start area GA, and stops. When automatic travel is started in area GA where guidance can be started, the rice transplanter moves backwards and then moves to starting point S (starting point guidance), and automatically runs internal reciprocating route IPL in internal area IA until reaching end point G. Running takes place. The speed of a vehicle in unmanned automatic driving is controlled according to a preset maximum speed of the vehicle.

If the shape of the field is complex, the area required for turning may not be completely covered by the work traveling along the inner circumferential route IRL and the outer circumferential route ORL. In such a case, it becomes necessary to extend a part of the internal reciprocating route IPL for work travel. At this time, after turning on the internal reciprocating route IPL, the work traveling by moving forward may be started after moving backward by a necessary distance. Reverse driving at this time is performed automatically and does not require any specific operation. However, since steering with the front wheels is difficult unlike when moving forward, it may be possible to switch to manual operation only when moving backward.

When the work travel in the inner area IA is completed, the work travel in the outer circumferential area OA is performed. First, the rice transplanter is manually moved to the starting point of the inner loop route IRL, and then performs work travel on the inner loop route IRL by unmanned automatic running. Next, the rice transplanter is manually moved to the starting point of the outer circumferential route ORL, and then performs work travel on the outer circumferential route ORL by manned automatic travel (circular work travel). In manned automatic driving, automatic driving is performed along a driving route at a manually controlled vehicle speed, and work equipment is manually operated in accordance with guidance (driving assist). Furthermore, when turning, the aircraft 1 is automatically temporarily stopped at a predetermined position, and when the necessary work equipment is manually operated in accordance with the guidance, the turning movement is performed automatically. With the above-mentioned work travel, the planting work for the entire field is completed.

Note that the internal reciprocating route IPL and the inner circumferential route IRL are not limited to unmanned automatic travel, and work travel may be performed by manned automatic travel or manual travel. Further, the outer circumferential route ORL is not limited to manned automatic driving, but may be manually operated, or unmanned automatically operated. Furthermore, the movement from the end point G of the internal reciprocating route IPL to the inner circular route IRL is not limited to manual travel, but may be performed by manned or unmanned automatic travel. Similarly, movement from the end point of the inner loop route IRL to the outer loop route ORL is not limited to manual travel, but may be performed by manned or unmanned automatic travel.

Note that the conditions for starting automatic travel with manned vehicles are that at least a driver is on board and that the main shift lever 7A is in the neutral position. When the main shift lever 7A is moved in the traveling direction in a state where the start conditions are met, automatic travel is started. In the above-mentioned field driving route, manned automatic driving is performed during work driving on the outer circumferential route ORL, but may be performed on other driving routes. Moreover, in the manned automatic driving, the raising and lowering of the seedling planting device 3 is performed under automatic control. For example, during work travel in manned automatic travel on the internal reciprocating route IPL or the internal circular route IRL, the raising and lowering of the seedling planting device 3 is performed under automatic control. However, when traveling on the outer circumferential path ORL, the seedling planting device 3 is lowered manually. Specifically, when the aircraft 1 reaches the turning position on the outer circumferential route ORL, the seedling planting device 3 is raised under automatic control. When the turning is completed in this state, the machine body 1 stops, and by lowering the seedling planting device 3 by manual operation, the work traveling by automatic traveling is continued. There is a higher possibility that obstacles exist in the surroundings on the outer loop route ORL than on other travel routes. In order to perform the work run smoothly, the seedling planting device 3 is manually lowered after confirming that there are no obstacles during the work run on the outer circumferential route ORL.

Further, in unmanned automatic driving, automatic driving is started by operating the remote control 90, and work driving is performed under automatic control along a preset driving route. In the above-mentioned field travel route, unmanned automatic travel can be performed during work travel on the internal reciprocating route IPL and the inner circular route IRL. Even in unmanned automatic driving, the raising and lowering of the seedling planting device 3 is performed under automatic control.

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

The control unit 30, which forms the core of the control system of the rice transplanter, controls the running of the rice transplanter and the operations of various working devices 1C. The control unit 30 performs control according to the driver's operations on various operating tools 1B during manual driving, and acquires the own vehicle position during automatic driving and performs control according to the own vehicle position. conduct.

Therefore, a control unit 30 including an automatic driving microcomputer 6, etc., includes a positioning unit 8 for calculating the own vehicle position, an information terminal 5 for performing various settings and operations and displaying various information, and detecting various states of the rice transplanter. It is connected to a sensor group 1A, various operating tools 1B, various working devices 1C, and traveling equipment 1D including a front wheel 12A related to steering, a continuously variable transmission 9, and the like. The mode selector switch 7E, which is one of the operating tools 1B, selects one of a manual driving mode for manual driving, a manned automatic driving mode for automatic driving with a man, and an unmanned automatic driving mode for unmanned automatic driving. This is a switch for

The positioning unit 8 outputs positioning data for calculating the position and direction of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A that receives radio waves from a Global Navigation Satellite System (GNSS) satellite, and an inertial measurement module 8B that detects the tilt and acceleration of the aircraft 1 in three axes.

In the manual running mode, the control unit 30 controls the running device 1D according to the operation of the operating tool 1B and the setting state of the information terminal 5, and controls the running by controlling the vehicle speed and the amount of steering. Further, the control unit 30 controls the operation of the working device 1C according to the operation of the operating tool 1B and the setting state of the information terminal 5.

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

Furthermore, the control unit 30 controls the vehicle to reduce the vehicle speed in the manned automatic driving mode compared to the unmanned automatic driving mode so that acceleration and deceleration are performed more gently. As a result, in the unmanned automatic driving mode, work driving can be performed efficiently, and in the manned automatic driving mode, it is possible to prevent the riding comfort of the driver from being impaired.

Note that the control unit 30 can have any configuration as long as it can realize the above-mentioned functions, and may be configured from a plurality of functional blocks. Moreover, some or all of the functions of the control unit 30 may be configured by software. A program related to software is stored in an arbitrary storage unit and executed by a processor such as an ECU or a CPU included in the control unit 30, or a separately provided processor.

[Operation configuration of continuously variable transmission]
Next, while referring to FIGS. 1 to 3, and using FIGS. 6 to 10, the angles of the swash plate (hereinafter simply referred to as "swash plate") of the motor and pump of the continuously variable transmission 9, such as HST, will be explained. The configuration for operating the will be explained.

In the continuously variable transmission device 9, the angle of the swash plate is adjusted as the main shift lever 7A is operated, thereby switching between forward and backward movement and adjusting the traveling vehicle speed. The operating range of the main shift lever 7A includes a forward operating range and a reverse operating range arranged in a straight line or in a crank shape with the neutral position in between. In the forward operation region and the reverse operation region, when the main shift lever 7A is operated to a position away from the neutral position, the vehicle speed when traveling forward or backward increases.

The operating position of the main shift lever 7A is detected by an operating position detector such as a potentiometer 40. The lower end of the main shift lever 7A is fixed to the lever holding portion 42A. The potentiometer 40 is supported by a shaft cover or the like that protects a steering shaft (not shown). Potentiometer 40 includes a shaft 40A. The gear 42 is supported in a swingable manner along a shaft 41 held by the body 1. The gear 42 swings around the shaft 41 depending on the operating position of the main shift lever 7A.

One end of the rotation transmitting section 40B is fixed to the shaft 40A of the potentiometer 40, and the shaft 40A rotates as the rotation transmitting section 40B rotates. A pin 40C is provided at the other end of the rotation transmission section 40B. Furthermore, the gear 42 includes a rotation transmission section 42B. A hole 42C is provided at the tip of the rotation transmitting portion 42B. The rotation transmitting portion 40B is arranged such that the pin 40C passes through the hole 42C. When the operating position of the main shift lever 7A is displaced, the gear 42 swings. The shaft 40A of the potentiometer 40 rotates in response to the rocking of the gear 42 via the rotation transmitting section 42B and the rotation transmitting section 40B. Potentiometer 40 detects the operating position of main shift lever 7A by detecting this angle.

Further, a lever guide 43 that defines the operation range of the main shift lever 7A is supported by the power steering unit 44. The lever guide 43 is provided with a hole 43B having a shape that defines the operating range of the main shift lever 7A. A rod 43A is fixed to the lever holding portion 42A. The rod 43A passes through the hole 43B. With the above configuration, the operating range of the main shift lever 7A is defined by the hole 43B of the lever guide 43.

A plurality of notches 42H are formed on the outer peripheral edge of one end of the gear 42, which are arranged along the swinging direction of the gear 42. As the gear 42 swings, one of the notches 42H engages with a holding pin 42I supported by the power steering unit 44. The notches 42H are formed in both directions in which the gear 42 swings, sandwiching the portion that engages with the holding pin 42I when the main shift lever 7A is operated to the neutral position. These notches 42H engage with the holding pin 42I when the main shift lever 7A is located on the forward side, and engage with the holding pin 42I when the main shift lever 7A is located on the forward side, respectively. It is differentiated into things. Therefore, the notches 42H corresponding to the forward operation region and those corresponding to the reverse operation region are arranged side by side with the notch corresponding to the neutral position in between.

By engaging one of the notches 42H with the holding pin 42I, the driver operating the main shift lever 7A can feel a certain response depending on the operating position. This provides a guide when the driver operates the main shift lever 7A, and improves the operability of the main shift lever 7A.

Conventionally, a driver has recognized the traveling vehicle speed by the number of gears of the main shift lever 7A. The number of gears is expressed as the number of gears, such as 1st gear, 2nd gear, etc., for example. In this embodiment, since the continuously variable transmission device 9 is adopted, the concept of the number of gears does not exist, but the driver can pseudo-recognize the number of gears from the presence or absence of the above-mentioned response, and the conventional operation It becomes harder to feel discomfort compared to gender.

Further, the notch 42H corresponding to the neutral position may be formed to have a wider opening width than the other notches 42H. Even if the neutral position of the main shift lever 7A shifts slightly due to assembly or deterioration of the main shift lever 7A, the neutral position can be defined within a certain range, improving the operability of the main shift lever 7A. do.

In order to improve the operational feeling of the main shift lever 7A, a friction holding mechanism 42D (corresponding to a "holding mechanism") or a neutral holding mechanism 42E may be provided. The friction holding mechanism 42D is provided around the shaft 40A and between the shaft 40A and the gear 42, and its frictional force creates resistance when the gear 42 swings relative to the shaft 40A. The friction holding mechanism 42D generates appropriate resistance when operating the main shift lever 7A, making it easy to operate the main shift lever 7A to a desired operating position. Note that the friction holding mechanism 42D is not limited to such a configuration, and may have any configuration as long as it can provide resistance to movement of the operating position of the main shift lever 7A to the extent that operability of the main shift lever 7A can be ensured. can do.

The neutral holding mechanism 42E includes a rod 42F fixed to the gear 42 and a torsion coil spring 42G into which the rod 42F is inserted. The torsion coil spring 42G is provided so that one end is in contact with the gear 42 and the other end is in contact with the side of the lever holding part 42A, and the torsion coil spring 42G is provided so that the gear 42 swings in the direction in which the main shift lever 7A is in the forward operation area or the reverse operation area. The lever holding portion 42A is biased in a direction intersecting with the moving direction). Here, if the hole 43B of the lever guide 43 is formed in the shape of a crank, for example, in order to operate the main shift lever 7A from the neutral position to the forward position, the main shift lever 7A must be moved from the neutral position to the crank. After being operated in the lateral direction (direction intersecting the direction in which the gear 42 swings), it is necessary to move it to the forward position. Because the main shift lever 7A is biased by the neutral holding mechanism 42E in a direction that prevents the main shift lever 7A from moving from the neutral position to the forward range, the main shift lever 7A is moved from the neutral position to the forward range. requires a certain amount of force. As a result, the main shift lever 7A is appropriately maintained at the neutral position.

The angle of the swash plate of the continuously variable transmission 9 is changed depending on the operating position of the main shift lever 7A. The main shift lever 7A is not mechanically connected to the continuously variable transmission 9, and the angle of the swash plate of the continuously variable transmission 9 is changed by an actuator including a motor 45 and the like. Specifically, an actuator for changing the angle of the swash plate of the continuously variable transmission 9 includes a motor 45, a gear 48, and a link 49. A gear 48 is driven by the motor 45, and a link 49 connected between the gear 48 and the continuously variable transmission 9 changes the angle of the swash plate of the continuously variable transmission 9. The angle of the swash plate of the continuously variable transmission 9 is detected by a swash plate angle detector such as the potentiometer 46, and is determined by the difference between the operation position of the main shift lever 7A detected by the potentiometer 40 and the angle of the swash plate of the continuously variable transmission 9. Consistency is checked, such as by the control unit 30 described above. That is, the control unit 30 controls the motor 45 based on the detection results of the potentiometers 40 and 46 so that the angle of the swash plate of the continuously variable transmission 9 corresponds to the operating position of the main shift lever 7A.

Potentiometer 46 and motor 45 are supported by power steering unit 44 via stay 47 . The potentiometer 46 includes a shaft 46A and can detect the rotation angle of the shaft 46A.

The gear 48 is configured to swing as the shaft 46A rotates, and is fixed to the shaft 46A. The motor 45 drives the gear 48 to swing it. As the gear 48 swings, the shaft 46A of the potentiometer 46 rotates. Therefore, the potentiometer 46 detects the swing angle of the gear 48.

In the end region of the gear 48 one end of a link 49 is supported. The other end of the link 49 is connected to the swash plate of the continuously variable transmission 9. Therefore, the angle of the swash plate of the continuously variable transmission 9 is changed in accordance with the rocking of the gear 48. More specifically, the link 49 includes a rod 49A and an operating portion 49B. One end of the rod 49A is supported by the gear 48. One end of the operating portion 49B is supported by the other end of the rod 49A, and the other end of the operating portion 49B is connected to the swash plate of the continuously variable transmission 9.

With the above configuration, the motor 45 is driven according to the detected value of the potentiometer 40, the gear 48 is oscillated, and the angle of the swash plate of the continuously variable transmission 9 is changed by the link 49.

In the above configuration example, the main shift lever 7A and the motor 45 are not coupled, the operating position of the main shift lever 7A is detected by the potentiometer 40, and the motor 45 is driven according to the detected value of the potentiometer 40. It is. However, the present invention is not limited to such a configuration, and a configuration may be adopted in which the main shift lever 7A and the motor 45 are directly connected, and the motor 45 is directly driven according to the operating position of the main shift lever 7A.

Furthermore, in a configuration in which the main shift lever 7A and the motor 45 are not connected, the motor 45 is driven to change the angle of the swash plate of the continuously variable transmission 9 regardless of the operating position of the main shift lever 7A during automatic driving. Can be changed. The aircraft body 1 runs in a running state according to the angle of the swash plate of the continuously variable transmission 9. At this time, the main shift lever 7A may also be provided with an actuator such as a motor, and the operation position of the main shift lever 7A may be changed according to the angle of the swash plate of the continuously variable transmission 9. The main shift lever 7A is operated like a crank in the neutral position. In other words, the operating path of the main shift lever 7A is restricted in a crank shape, and the main shift lever 7A moves in a direction intersecting the forward/reverse direction at the neutral position when switching between forward and backward travel. Therefore, if this actuator is connected to the main shift lever 7A, the main shift lever 7A cannot move between the forward drive side and the reverse drive side across the neutral position. Therefore, a clutch may be provided between the main shift lever 7A and this actuator, and a mechanism may be adopted in which the clutch is disengaged at the neutral position and the main shift lever 7A can be operated in the left and right directions. Furthermore, another actuator for moving the main shift lever 7A in the left-right direction may be provided, and the main shift lever 7A may be moved in the left-right direction by switching the clutch only in the neutral position. Further, an actuator that moves the main shift lever 7A from the neutral position to the forward drive side and an actuator that moves the main shift lever 7A from the neutral position to the reverse drive side may be provided separately. Note that these actuators and clutches are detected by the potentiometer 46 by the control unit 30, a main shift lever control section built into the control unit 30, or a main shift lever control section provided outside the control unit 30. It is controlled according to the angle of the swash plate of the continuously variable transmission 9.

As described above, if the main shift lever 7A and the motor 45 are disconnected and the angle of the swash plate of the continuously variable transmission 9 is changed by driving the motor 45, when the motor 45 fails, There is no way to change the angle of the swash plate of the continuously variable transmission 9, and the aircraft 1 cannot be moved. For example, even if the motor 45 breaks down in the middle of a field, if the machine body 1 cannot be moved, repairs will have to be carried out within the field, which is extremely difficult.

Therefore, it is preferable to prepare a predetermined rod in advance as an emergency device (not shown) so that the main shift lever 7A and the swash plate of the continuously variable transmission 9 can be directly connected. For example, the first aid equipment has a configuration in which the rod 43F and the gear 48 can be directly connected, and is preferably always equipped in the aircraft body 1. By directly connecting the rod 43F and the gear 48 with an emergency device, the gear 48 is driven according to the operating position of the main shift lever 7A, and the angle of the swash plate of the continuously variable transmission 9 can be changed.

Further, in the above configuration example, the actuator for changing the angle of the swash plate, which includes the motor 45, the gear 48, and the link 49, is arranged between the main shift lever 7A and the continuously variable transmission 9. This is the configuration that will be used. However, the position of this actuator is arbitrary, and it may be placed in a region below the step 14A in the body 1.

The traveling vehicle speed may be displayed on a display device such as the main monitor 14B or the information terminal 5. In this case, the traveling vehicle speed may be displayed by the number of gears. Further, in automatic driving, the driver selects and sets the traveling vehicle speed during work in advance using the information terminal 5 or the like, but the traveling vehicle speed at this time may be set by the number of gears. Thereby, the driver and the observer can intuitively recognize the traveling vehicle speed, and can perform work or settings efficiently.

Further, in manual driving or automatic manned driving, a recommended traveling vehicle speed according to the work content may be displayed on a display device such as the information terminal 5 during working driving. As for the work contents, there are vehicle speeds suitable for each of the following: traveling over a ridge, traveling while planting, traveling before turning, traveling during turning, and traveling after turning. By displaying the recommended vehicle speed according to the work content during or just before such work travel, the driver can easily perform work travel at a travel vehicle speed suitable for the work content.

In addition to the recommended traveling vehicle speed, the recommended engine speed according to the work content may be displayed. The engine speed is displayed on a display device such as the main monitor 14B. The engine load varies depending on the work content, and the engine load depends on the engine speed. The driver operates the main shift lever 7A and the like while checking the engine speed displayed on the main monitor 14B so as to reach the displayed recommended engine speed. Thereby, the driver can easily perform work driving at an engine rotation speed suitable for the work content.

As described above, the planting work is performed by activating the planting mechanism 22 by shifting the planting clutch (not shown) to the transmission state. The operating speed of the planting mechanism 22 is determined according to the speed of the traveling vehicle, and the planting work is performed so that the distance between plants is constant. Therefore, if the vehicle continues to run even though the planting clutch is stopped during the planting operation, the seedlings that should be planted will not be planted during that time, resulting in missing plants. In order to suppress the occurrence of missing plants, a configuration may be adopted in which when the planting clutch is disengaged during the planting work, the angle of the swash plate of the continuously variable transmission 9 is shifted to the neutral position to stop the work traveling. When stopping the aircraft 1, a warning to the effect that the aircraft 1 will be stopped may be given in advance. Further, when the aircraft 1 is stopped, it is preferable that the aircraft 1 is not decelerated suddenly but is gradually decelerated until the aircraft comes to a stop.

An accelerator lever 7F may be further provided as an operating tool for controlling the vehicle speed. The traveling vehicle speed is controlled mainly according to the operating position of the main shift lever 7A, in accordance with a map scheduled by the angle of the swash plate of the continuously variable transmission 9 and the engine speed. Here, depending on the field conditions and work conditions, there are cases where it is desired to increase only the engine speed while maintaining the traveling vehicle speed, or cases where it is desired to lower the engine speed in consideration of fuel efficiency and the like. In such a case, the engine speed is increased or decreased by the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, only the engine speed can be increased or decreased from the current engine speed while maintaining the angle of the swash plate of the continuously variable transmission 9. Furthermore, a potentiometer (corresponding to an "accelerator detector") that detects the operating position of the accelerator lever 7F may be provided.

As mentioned above, the engine speed is basically determined according to the detected value of the potentiometer 40 of the main shift lever 7A. However, regardless of the engine speed determined in this way, the engine speed increases or decreases depending on the detected value of the potentiometer of the accelerator lever 7F. For example, when the accelerator lever 7F is operated in a direction to increase the engine speed while driving at an engine speed determined according to the detected value of the potentiometer 40 of the main shift lever 7A, the engine speed increases. However, this engine rotation speed becomes the minimum required rotation speed instructed by the accelerator lever 7F.

[Vehicle speed control when turning]
When the vehicle automatically travels around the internal reciprocating route IPL (see FIG. 4), the vehicle speed is reduced during the turn compared to when the vehicle travels on a straight route (straight travel). In other words, the vehicle is traveling at a lower speed when turning a vehicle than when traveling straight. The vehicle speed during turning is predetermined (turning vehicle speed), and the vehicle travels at the turning vehicle speed regardless of the operating position of the main shift lever 7A.

Therefore, deceleration is started at a position a predetermined distance before the position where the vehicle enters the turning path (turning start position). Here, the traveling vehicle speed during work traveling on a straight route is set by the information terminal 5 or the like. For example, in setting automatic driving, the information terminal 5 is used to set a maximum vehicle speed that is the maximum traveling vehicle speed during automatic driving. Once the maximum vehicle speed is set, the vehicle will travel at a speed lower than the set maximum vehicle speed, regardless of the operating position of the main shift lever 7A (see FIG. 1) during automatic travel. The deceleration start position may be a position a predetermined distance before the turning start position, or may be a position that differs depending on the traveling vehicle speed. That is, the length of the deceleration section provided before the turning route may be variable depending on the traveling vehicle speed. In the manned automatic mode, the vehicle speed set by the information terminal 5 may be changed using the main shift lever 7A, and the turning vehicle speed may be set based on the changed vehicle speed setting.

For example, the faster the traveling vehicle speed is, the longer the deceleration section is set, and deceleration is started from a position farther away from the turning start position. As the traveling vehicle speed, an actually measured traveling vehicle speed may be used, or a traveling vehicle speed set by the information terminal 5 or the like may be used.

As automatic driving, manned automatic driving and unmanned automatic driving can be set. In manned autonomous driving, a driver is always on board, but in unmanned autonomous driving, there is no need for a driver to be on board, and in fact, work driving may be performed without a driver on board. When a driver is on board, rapid deceleration increases the driver's discomfort and is inappropriate. On the other hand, it is more effective from the viewpoint of work efficiency to rapidly accelerate or decelerate the traveling speed within a range that does not interfere with work travel. Therefore, it is preferable to make the deceleration start position different between manned automatic driving and unmanned automatic driving. Note that the deceleration at this time is performed regardless of the operating position of the main shift lever 7A (see FIG. 6). Therefore, even if the traveling vehicle speed is changed, the operating position of the main shift lever 7A may not be changed.

During manned automatic driving, it is preferable that the deceleration section be set long so that deceleration is started from a position distant from the turning start position. In addition, during unmanned automatic driving, it is preferable that the deceleration section is set short and deceleration is started from a position close to the turning start position. With such control, work driving can be performed efficiently during unmanned automatic driving, and work driving suitable for the driver can be performed during manned automatic driving. Note that the adjustment of the deceleration start position may be performed only during manned automatic travel, and the deceleration may be performed from a predetermined deceleration start position during unmanned automatic travel. Further, a deceleration section may be secured with a margin on the seedling supply side SL side, and the deceleration start position when turning on a side other than the seedling supply side SL may be a position closer to the turning start position than on the seedling supply side SL side.

A configuration may also be adopted in which adjustment efficiency can be set when adjusting the deceleration start position. In other words, if the deceleration is settable, and the setting is set to allow rapid deceleration, the deceleration start position is adjusted so that the deceleration section is shortened, and if the setting is set to allow gradual deceleration, the deceleration start position is adjusted. The deceleration start position may be adjusted so that the section becomes longer. This makes it possible to select an appropriate automatic driving mode depending on the situation.

When approaching the deceleration start position, the driver may be notified that deceleration will start. For example, a display to that effect may be displayed on the information terminal 5, or an audio notification may be made. The notification allows the driver to prepare for deceleration.

Whether or not to adjust the deceleration start position as described above is determined not only by whether the vehicle is set to manned automatic driving or unmanned automatic driving, but also whether the driver is actually on board. You may decide whether or not to proceed. Even in unmanned automatic driving, if a driver is on board, it is appropriate to consider the driver's discomfort, and it is preferable to focus on work efficiency only when no driver is actually on board.

Therefore, it is determined whether or not the driver is actually on board, and if the driver is not on board, deceleration is started from a predetermined position, and even if the deceleration start position is adjusted only when the driver is on board. good. For example, the judgment as to whether or not the driver is actually on board can be made by using a seating sensor 16A (FIG. 1) provided on the driver's seat 16 (see FIG. 1), a human sensor (one of the sensor group 1A shown in FIG. 5), etc. This can be done by In addition, the position information of a wearable terminal or smartphone held by the driver is detected, and the operation is determined based on whether the position of the driver detected from this position information and the position of the aircraft 1 are within a predetermined range. It may also be determined whether the person is actually on board.

In addition, in manned automatic driving, a driver is required to be on board. Therefore, a seating sensor 16A or the like is provided to determine whether or not the driver is on board. Detecting that a driver is on board is a condition for starting manned automatic driving. In addition, in manned automatic driving, if it is not detected that a driver is on board, an alarm may be issued to prompt the driver to take a seat (board). At this time, a warning may also be displayed on the information terminal 5. Further, these warnings may also be given during unmanned automatic driving. Warnings issued during unmanned automatic driving do not need to prompt the driver to sit down, and may simply notify that the driver is not seated. Furthermore, if it is detected that the driver is not seated, the vehicle may be configured to reduce the speed of the vehicle or stop the vehicle from traveling. When the aircraft 1 is to be decelerated or stopped, a warning to that effect may be given in advance. Further, when stopping the aircraft 1, it is preferable to gradually decelerate and stop the aircraft 1 without stopping suddenly. After that, when it is detected that the driver is seated, the vehicle may start traveling or the traveling vehicle speed may be returned. These controls may be performed not only during automatic driving but also during manual driving.

Further, if it is detected that the driver is not seated, the vehicle may be configured not to start automatic travel or restart automatic travel after a temporary stop. For example, the starting condition for manned automatic driving may be that the seating sensor 16A detects seating. In this case, if the seating sensor 16A does not detect seating at the start of manned automatic travel, a notification requesting seating may be issued. The notification is performed by voice, display on the information terminal 5, etc. In addition, if the maximum vehicle speed for work driving is set, the set maximum vehicle speed can be reduced if the seating is not confirmed, and if the seating is confirmed, the maximum vehicle speed can be exceeded for work. It is also possible to configure the vehicle so that it can travel.

Furthermore, although it is not necessary for a driver to be on board in unmanned autonomous driving, this does not mean that a driver cannot be on board. However, in unmanned autonomous driving, the vehicle speed is controlled faster and acceleration and deceleration are performed more sharply than in manned autonomous driving. Therefore, in unmanned automatic driving, after the seating sensor 16A etc. detects that the driver is seated in the driver's seat 16, if the driver stands up etc. and the seating is no longer detected, an alert prompting the driver to sit down is sent. It may be done. Further, automatic travel may be temporarily stopped when it is detected that the vehicle has left the seat, and control may be such that automatic travel is not resumed until seating is confirmed.

In addition, in manned or unmanned automated driving, when turning or reversing is started, it is confirmed whether the driver is seated or not, and if the driver is not seated, a display is displayed on the information terminal 5. , a buzzer, etc., or other warning may prompt the user to sit down. At this time, the machine body 1 may be decelerated or stopped, but considering the convenience of the operator, the machine body 1 does not necessarily need to be decelerated or stopped.

As mentioned above, regardless of the operating position of the main shift lever 7A (see FIG. 1) or the traveling vehicle speed set on the information terminal 5, etc., the traveling speed is set such that it decelerates at the turning starting position. be adjusted. Such control of the traveling vehicle speed according to the traveling situation may be performed not only at the turning start position but also when traveling near the outer periphery of a field such as a ridge.

If the plow in the field is rough, the vehicle may not be able to travel properly on the travel route and work may not be carried out properly. For example, in the case of planting work, it may not be possible to plant on an appropriate travel route with appropriate row spacing, resulting in poor planting. In order to suppress such work defects, if the plowing platform is rough, the control unit 30 may notify that there is a possibility of poor planting, or may control the speed of the traveling vehicle. It may be controlled. Roughness of the plowing platform can be detected from the movement of the machine body 1, for example, it can be determined by detecting the behavior of the work equipment in the roll or pitching direction from the work link, or it can be determined by detecting the swinging of the float. The determination can also be made by detecting changes in the inclination of the aircraft 1 from the inertial measurement module 8B.

In automatic driving, turning is performed under automatic control, and switching between forward and reverse is performed under automatic control. When turning or changing the direction of travel, the aircraft body 1 shakes and a shock is transmitted to the driver, so it is appropriate to prepare for the shock. Therefore, when turning or changing the direction of travel, a notification may be made to alert the user to this effect or to urge them to sit down. Note that the notification may be displayed on the information terminal 5, the remote controller 90, the main monitor 14B (see FIG. 2), or the voice alarm generator 100 (see FIG. 1), which will be described later. , the stacked lamp 71 may be turned on, or this may be done in various ways.

The seating sensor 16A may be provided within the driver's seat 16 (see FIG. 1). Since the seating sensor 16A transmits and receives signals to and from a control ECU such as the control unit 30, wiring such as signal wiring and power supply wiring may be connected to the seating sensor 16A. Further, the driver's seat 16 may be configured to be rotatable around an axis in a direction intersecting the seat surface. When the driver's seat 16 rotates, the wiring connected to the seating sensor 16A may contact or become entangled with the rotating shaft of the driver's seat 16 and be damaged. In order to suppress damage to the wiring, it is preferable that the wiring be disposed along the vicinity of the rotation axis, which is the rotation fulcrum of the driver's seat 16, and clamped near the rotation part. Further, the seating sensor 16A may be, for example, a pressure sensor or the like, and may have any configuration as long as it can confirm seating.

[Engine speed control]
The engine speed depends on the operation position of the main gear shift lever 7A (see Figure 1) in manual driving, and in accordance with the control of the automatic driving ECU (corresponding to or built-in the control unit 30 in Figure 5) in automatic driving. The engine rotation speed control microcomputer (corresponding to or built in the control unit 30 in FIG. 5) is controlled by driving the motor 45 (see FIG. 6).

Furthermore, when the remaining amount of fuel in the fuel tank becomes less than a predetermined amount, the engine speed control microcomputer controls at least one of the engine speed and the angle of the swash plate of the continuously variable transmission 9 (see FIG. 6). It is also possible to improve fuel efficiency by controlling the For example, in order to improve fuel efficiency, the engine speed control microcomputer shifts the angle of the swash plate of the continuously variable transmission 9 to the high speed side and reduces the engine speed. The remaining amount of fuel can be detected by, for example, a sensor (one of the sensor group 1A shown in FIG. 5) provided in the fuel tank. The angle of the swash plate of the continuously variable transmission 9 may be controlled by a dedicated transmission control microcomputer (corresponding to or built in the control unit 30 in FIG. 5).

When a rice transplanter crosses a ridge or moves to a truck bed, a large driving force is required to maintain the engine speed, even though the vehicle speed is low. Therefore, when the rice transplanter crosses a ridge or moves to the truck bed, the operation position of the main gear shift lever 7A (see Figure 1), the operation position of the accelerator lever 7F (see Figure 2), and the information terminal 5 It is preferable to displace the continuously variable transmission device 9 (see FIG. 1) to the low speed side and set the engine speed to a high value regardless of the vehicle speed set in the above. At this time, the angle of the swash plate of the continuously variable transmission 9 and the engine rotation speed may be adjusted regardless of the operating position of the main shift lever 7A or the like. Note that when the rice transplanter crosses a ridge or is moving to a truck bed, it can be detected by detecting the inclination of the machine body 1, or it can be determined by detecting the inclination of the rice transplanter 1. A mode switch (not shown) may be provided and the ridge crossing mode switch may be manually operated to set the rice transplanter to be in a state where it crosses the ridge or moves to the loading bed of a truck. Alternatively, the state may be detected from a change in the height position of the aircraft 1 detected by the mounted positioning unit 8.

Furthermore, when the field is a highly humid field, the engine 2 (see FIG. 1) is loaded and requires a large amount of power, and in the worst case, the engine 2 stops and the work is interrupted. Therefore, when the vehicle travels through highly humid fields, the engine speed may be increased and the angle of the swash plate of the continuously variable transmission 9 may be automatically controlled to be on the low speed side. This makes it possible to continue to perform appropriate work travel.

Such a work load is determined by the engine speed, and if the work load is large, it is preferable to increase the engine speed. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the low speed side. Thereby, even if the work load becomes large, the engine 2 is prevented from stopping, and the work traveling can be continued. When the workload is light, it is preferable to lower the engine speed. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the high speed side. Thereby, it is possible to improve fuel efficiency. As a result of the above, work traveling can be continued at an appropriate engine speed.

Reverse travel is performed at a lower speed than forward travel. Therefore, when traveling backward, the maximum value of the engine rotation speed may be suppressed to be lower than when traveling forward.

Furthermore, the engine speed control microcomputer may be built into the control unit 30 described above, or may be provided separately. For example, the engine speed control microcomputer may be placed near the steering shaft. The engine speed control microcomputer and the transmission control microcomputer control the engine 2 and the continuously variable transmission 9. Therefore, it is preferable that the engine speed control microcomputer and the transmission control microcomputer be placed near the engine 2 and the continuously variable transmission 9.

[Vehicle speed control]
Next, a control configuration for the traveling vehicle speed will be described using FIG. 11 while referring to FIG. 1.

The traveling vehicle speed is controlled according to the operating position of the main shift lever 7A, and the angle of the swash plate of the continuously variable transmission 9 and the engine speed are controlled to adjust the speed (operating speed) according to the operating position of the main shift lever 7A. ), Aircraft 1 runs. The larger the angle of the swash plate of the continuously variable transmission 9, that is, the larger the opening degree of the swash plate of the continuously variable transmission 9, the faster the traveling vehicle speed becomes. Furthermore, the higher the engine speed, the faster the traveling vehicle speed.

In conventional vehicle speed control, the higher the operating speed of the main shift lever 7A, the higher the engine speed and the greater the opening of the swash plate of the continuously variable transmission 9 in proportion to the operating speed. . Here, such control is referred to as control in normal mode, and this relationship is shown by graph A in normal mode in FIG. For example, in the normal mode, the engine speed is limited to 3000 [rpm], the opening degree of the swash plate of the continuously variable transmission 9 is controlled to 100 [%], and the traveling vehicle speed is the maximum traveling vehicle speed. It becomes 1.8 [m/s]. Then, in order to output the set speed ES [m/s] in accordance with the graph A of the normal mode, the control unit 30 (see FIG. 5) sets the engine rotation speed to Ro [rpm] and the continuously variable transmission 9 The opening degree of the swash plate is controlled to r [%].

In this embodiment, the traveling vehicle speed is controlled not in the normal mode but in the eco mode in which fuel efficiency is prioritized. Eco mode is a control that preferentially increases the opening degree of the swash plate of the continuously variable transmission 9 and maintains the set speed even if the engine speed is lowered accordingly, reducing fuel consumption by keeping the engine speed low. This control aims to improve efficiency.

Specifically, when accelerating from a certain speed O [m/s] to a set speed ES [m/s], the control unit 30 (see FIG. 5) changes the opening degree of the swash plate of the continuously variable transmission 9 to r. [%] is set larger than rE [%], and the engine speed is increased toward the target engine speed RE [rpm]. When the opening degree of the swash plate of the continuously variable transmission 9 is rE [%], the engine speed becomes RE [rpm], making it possible to travel at the set speed ES [m/s]. .

However, when the engine load during work driving is large, even if an attempt is made to increase the engine speed, the target engine speed RE may not be reached. In this case, the target engine speed RE is set high and controlled so that the engine speed reaches RE. Furthermore, even if the target engine speed RE is set to 3000 [rpm], which is the engine speed limit, if the engine speed does not reach RE, the opening degree rE of the swash plate of the continuously variable transmission 9 is reduced. By setting the target engine speed RE high, the vehicle speed is controlled to reach the set speed ES. By performing such control, it is possible to improve fuel efficiency when working at the set speed ES.

When a load exceeding a certain limit is applied to the engine 2, the engine speed cannot be increased, and the engine 2 may stop. Therefore, even before the target engine speed RE is set to 3000 [rpm], which is the engine speed limit, if a load higher than a predetermined load is applied to the engine 2, the swash plate of the continuously variable transmission 9 Control may be performed to set the opening degree rE small. Thereby, it becomes possible to suppress the engine 2 from stopping and to continuously perform work traveling.

Furthermore, when control is performed to set the opening degree rE of the swash plate of the continuously variable transmission 9 to a small value, even if the engine speed increases, the swash plate of the continuously variable transmission 9 will not open. It is preferable not to return the degree. This makes it possible to suppress excessive increases and decreases in vehicle speed and maintain smooth work travel.

In addition, in this embodiment, although the structure which controls a traveling vehicle speed only in eco mode was demonstrated as an example, it is good also as a structure which can selectively implement eco mode and normal mode. With this configuration, fuel efficiency can be improved by performing work travel in eco mode, and by performing work travel in normal mode, the performance of the aircraft 1 can be maximized to ensure stable work. The vehicle can travel, and the vehicle speed can be optimally controlled depending on the situation.

[Traveling control when detecting an error, etc.]
Although not shown, various devices such as the seedling planting device 3 (see FIG. 1), the continuously variable transmission device 9 (see FIG. 1), and the positioning unit 8 are equipped with sensors (see FIG. 5) that detect the operating state as necessary. A sensor group 1A) shown in FIG. During automatic travel, if these sensors detect an error state or it is determined that a problem has occurred in the sensor itself, the control unit 30 may terminate automatic travel and stop the aircraft 1. However, the aircraft 1 may be temporarily stopped while maintaining automatic travel.

When a malfunction such as an error occurs, it is preferable that traveling be stopped in order to prevent inappropriate work from being performed. In some cases, it may be appropriate to terminate automatic driving, resolve the problem, and then start over from the automatic driving settings and resume driving. However, in the case of a temporary problem, it may not be efficient to start over from the automatic driving settings.

For example, the signal from the satellite that the positioning unit 8 acquires may become temporarily weak, but this is often just a temporary drop in the radio wave reception condition, and the condition will recover quickly. There are also quite a few. If automatic driving is terminated every time such a situation occurs, work efficiency may deteriorate. Therefore, in such a case, it is preferable that automatic driving is temporarily stopped and only driving is stopped. It is preferable to wait for a while and, if the situation does not improve, terminate automatic driving and perform necessary repairs.

Note that when stopping the aircraft 1, a warning may be given in advance to the effect that the aircraft 1 will be stopped, that a malfunction has occurred, the details of the malfunction, etc. Further, when the aircraft 1 is stopped, it is preferable that the aircraft 1 is not decelerated suddenly but is gradually decelerated until the aircraft comes to a stop.

When the aircraft 1 stops on a slope such as an entrance to a field, the aircraft 1 may slide down the slope. In such a case, instead of setting the angle of the swash plate of the continuously variable transmission 9 to the neutral position, the angle of the swash plate of the continuously variable transmission 9 may be adjusted in the direction up the slope. For example, when the aircraft 1 is stopped while descending a slope to enter a field, the control unit 30 moves the angle of the swash plate of the continuously variable transmission 9 in the backward direction. Thereby, the machine body 1 is driven in the opposite direction to the direction in which it slides down, so that it is possible to suppress the machine body 1 from sliding down and stop the machine body 1.

Note that when the aircraft 1 is stopped and the angle of the swash plate of the continuously variable transmission 9 is operated to the neutral position, if the own vehicle position calculated using the positioning unit 8 is moving, the own vehicle position The angle of the swash plate of the continuously variable transmission 9 may be adjusted accordingly, and the vehicle may be controlled to maintain the stopped state.

Furthermore, in order to maintain the stoppage of the aircraft 1 on a slope or the like, in addition to the angle of the swash plate of the continuously variable transmission 9, the engine rotation speed may also be controlled.

[Battery capacity control]
Some of the various devices mounted on the rice transplanter operate with power supplied from the battery 73 (see FIG. 2). Each of these devices uses a different amount of power during operation. For example, the blower of the fertilizer application device 4 (see FIG. 1) consumes a large amount of electricity. The battery 73 is charged while the engine 2 (see FIG. 1) is operating. However, during work driving when a device that consumes a large amount of power is being operated, power may be consumed in excess of the amount of charge in the battery 73, and the remaining capacity of the battery 73 may become small. Therefore, if the remaining capacity of the battery 73 is less than a predetermined level, it is preferable to keep the engine 2 running for a while to charge the battery 73 even if the engine 2 is stopped. .

The battery 73 includes a sensor ((one of the sensor group 1A shown in FIG. 5)) that measures the amount of charge. The engine 2 is stopped and started by operating a key or the like. When an operation to stop the engine 2 is performed, if the amount of charge is less than a predetermined value according to a sensor included in the battery 73, the control unit 30 does not immediately stop the engine 2, but causes the engine 2 to continue operating. The battery 73 is charged, and then the engine 2 is stopped. After the engine 2 is stopped, while the battery 73 is being charged (engine operation continuation period), running and work are stopped even if the engine 2 is operating. That is, during this time, the swash plate of the continuously variable transmission 9 maintains the neutral position, the planting clutch etc. are disconnected, and the brake is in the braking state. Furthermore, at least one of the main shift lever 7A and the auxiliary shift lever 7B may be maintained at the neutral position.

The engine operation continuation period may be a predetermined period of time, or may be a period in which the amount of charge is equal to or greater than a predetermined value according to a sensor included in the battery 73. Moreover, when the engine 2 is not stopped even if an operation to stop the engine 2 is performed, it is preferable to be notified to that effect.

Further, when a device with large power consumption is used while the engine 2 is operating, or when the remaining capacity of the battery 73 decreases, control may be performed to increase the engine speed. By increasing the engine speed, charging of the battery 73 is promoted.

Note that the control regarding charging of the battery 73 and operation of the engine 2 described above may be performed by the control unit 30; Functional blocks such as

[Sub-shift lever]
The sub-shift lever 7B (see FIG. 1) is used to switch the traveling vehicle speed between a working speed during work and a moving speed during movement. For example, movement between fields is performed at moving speed, and planting work, etc., is performed at working speed.

Usually, the moving speed is faster than the working speed. Further, the seedling planting device 3 is controlled at a working speed so that the distance between plants planted in the field is constant. As a result, if the planting work is performed at a moving speed, the planting may not be performed at a predetermined spacing, and there is a possibility that the planting work cannot be performed properly. Therefore, it is preferable that the control unit 30 is controlled so that the work is not started unless the sub-shift lever 7B is operated to the work speed side. For example, the control unit 30 controls the planting clutch not to be connected unless the sub-shift lever 7B is operated to the working speed side. As a result, the vehicle travels at a speed suitable for the work, and the work can be performed appropriately. Note that, in order to confirm the operating position of the sub-shift lever 7B, it is preferable that the sub-shift lever 7B is also provided with a potentiometer.

Furthermore, when starting work travel after moving between fields, it is more preferable that the sub-shift lever 7B is operated to the neutral position. In other words, it is preferable that the operation to start work such as planting work is effective only when the sub-shift lever 7B is operated to the neutral position. Specifically, the work start operation is performed after the sub-shift lever 7B is operated to the neutral position, and then the work is started by operating the sub-shift lever 7B to the working speed. Further, when the sub-shift lever 7B is not in the neutral position when the operation to start work is performed, a notification may be made to prompt the user to operate the sub-shift lever 7B to the neutral position.

Note that even when the engine 2 continues to operate in order to charge the battery 73 as described above, it is preferable that the auxiliary shift lever 7B assumes the neutral position. As a result, while the engine 2 continues to operate and when the engine 2 is restarted thereafter, the sub-shift lever 7B is in the neutral position, so that the aircraft 1 is prevented from running inadvertently. As another embodiment, the sub-shift lever 7B may automatically return to the neutral position when the main shift lever 7A and the swash plate are positioned in the neutral position or when a brake operation is performed.

Further, there is a problem when the aircraft 1 runs during inspection and maintenance. Therefore, it is preferable that inspection and maintenance be performed only when the sub-shift lever 7B is operated to the neutral position. When the sub-shift lever 7B is not in the neutral position when performing inspection/maintenance, a notification may be made to prompt the user to operate the sub-shift lever 7B to the neutral position.

When replenishing mat-shaped seedlings or replenishing chemicals, the machine body 1 is brought close to a ridge that is the edge of the field. The self-driving rice transplanter detects obstacles, and stops when it detects an obstacle. Therefore, even if you try to approach the edge of a field, the ridges will be detected as obstacles, and you will normally be unable to drive. Therefore, when moving the rice transplanter 1 to the edge of the field, the rice transplanter temporarily stops detecting obstacles and moves the machine 1 close to the edge of the field without detecting the ridge as an obstacle. Equipped with functions that can be used.

[Sonar arrangement]
The arrangement of sonar will be explained using FIGS. 1 to 3 and 12 to 14.

The rice transplanter of this embodiment can run automatically. If there is an obstacle in front of the vehicle in the direction of travel or around the aircraft body 1 at the start of automatic travel or during automatic travel, problems may occur in travel or work. Therefore, the rice transplanter of this embodiment includes a sonar sensor 60 as an example of an obstacle detection device (one of the sensor group 1A shown in FIG. 5) that detects obstacles around the machine body 1. Obstacle detection is basically performed during automatic driving, but it may also be configured such that obstacle detection is performed during manual driving.

Specifically, for example, the sonar sensor 60 includes four front sonar sensors 61 that detect obstacles in the area in front of the aircraft 1, two rear sonar sensors 62 that detect obstacles in the area behind the aircraft body 1, and two rear sonar sensors 62 that detect obstacles in the area behind the aircraft body 1. 1 and two horizontal sonar devices 63 for detecting obstacles in areas to the sides of the sensor. The traveling vehicle speed when the aircraft body 1 is traveling straight ahead is often faster than the traveling vehicle speed when traveling backwards and turning. Therefore, the number of front sonar 61 that detects obstacles in the area in front of the aircraft body 1 is greater than the number of rear sonar 62 and lateral sonar 63. As a result, obstacles can be detected with high accuracy even when the vehicle is traveling straight forward at a high speed.

Two of the front sonars 61 are provided on the side surface of the front end of the step 14A in parallel in the left-right direction of the fuselage 1. The other two front sonars 61 are supported by stays 61A that protrude forward from the left and right spare seedling support frames 17, respectively. The four front sonars 61 have substantially the same height above the ground.

As shown in FIG. 13, the detection range of each front sonar 61 in the plane direction (detection range in plan view) spreads out from the front sonar 61 in a fan shape. The detection range in the forward direction of the front sonar 61 is adjusted to ensure a length that allows the aircraft 1 to stop in front of the obstacle after detecting the obstacle when traveling at the maximum vehicle speed. The front sonar 61 is arranged so that at least a portion of the horizontal detection ranges of adjacent front sonar 61 overlap with each other. This improves the accuracy of detecting obstacles. As another embodiment, the detection range of the sensor may be automatically adjusted depending on the vehicle speed. This makes it possible to detect obstacles within the optimum detection range without making the detection range unnecessarily large when driving at low speeds.

As shown in FIG. 12, the rear sonar 62 is supported by a support structure 62A that is supported by the seedling planting device 3 and the like in order to support the chemical spraying device 18. The two rear sonar 62 are arranged on the left and right sides of the chemical spraying device 18, and the height of the rear sonar 62 from the ground is approximately the same height as the upper end of the chemical spraying device 18.

The rear sonar 62 mainly detects obstacles when traveling backward. As shown in FIG. 13, the detection range of each rear sonar 62 in the plane direction spreads out from the rear sonar 62 in a fan shape. Each rear sonar 62 is arranged slightly outward from directly behind, and the detection range of each rear sonar 62 is biased slightly outward. This makes it possible to secure a wide detection range in the left and right direction of the aircraft 1 at the rear of the aircraft 1. The rear sonar 62 is arranged so that at least a portion of the horizontal detection ranges of the two rear sonar 62 overlap with each other. This improves the accuracy of detecting obstacles.

The lateral sonar 63 is provided on the sides of both end portions (rear step 14C) of the fuselage 1 rearward from the step 14A on the side of the driver's seat 16. The rear step 14C is located at a higher position than the step 14A. Therefore, the influence of mud splashing from the rear wheels etc. can be suppressed. As another attachment position, the horizontal sonar 63 may be attached to the preliminary seedling support frame 17 located opposite to the step 14A.

The lateral sonar 63 detects the area around the boarding area of the step 14A and detects obstacles on the sides of the aircraft 1. There is a problem if a person is about to get on or off the driving section 14 at the start of automatic driving. The lateral sonar 63 detects, in particular, a person or the like who is about to get on or off the driving section 14. As shown in FIG. 12, the detection range of each horizontal sonar 63 in the plane direction spreads out from the front sonar 61 in a fan shape. A person who gets on and off the driver's seat 14 mainly gets on and off from the side of the driver's seat 16 and in front of it. Further, the fertilizing device 4 and the like are provided behind the driver's seat 16, and it is difficult to imagine a person getting on or off the vehicle from that direction. Therefore, the detection range of the horizontal sonar 63 in the plane direction is tilted slightly toward the front from the side of the aircraft 1. Further, in front of the body 1, a spare seedling support frame 17 protrudes in the left-right direction. The front end of the detection range in the plane direction of the horizontal sonar 63 is set to be behind the preliminary seedling support frame 17 so that the horizontal sonar 63 does not detect the preliminary seedling support frame 17 or the preliminary seedling storage device 17A. Ru.

The sonar sensor 60 detects objects existing within a specific detection range as described above. Furthermore, if a muddy surface in the field exists within the detection range, the sonar sensor 60 will detect the muddy surface as an obstacle. If a muddy surface is detected as an obstacle, automatic driving will not start and driving will not continue. Therefore, the detection range of the sonar sensor 60 is adjusted so as not to detect the muddy surface.

As shown in FIG. 14, the sonar sensor 60 is supported slightly upward and adjusted so as not to detect muddy surfaces while ensuring a predetermined detection distance. That is, the sonar sensor 60 is adjusted so that the lower end of the detection range does not reach the mud surface at a predetermined detection distance. Furthermore, since the body 1 swings up and down as it travels, it becomes easier to detect muddy surfaces as it moves up and down. In addition, mud lumps generated during turning are present on headlands, etc., and mud lumps protruding from the mud surface may be falsely detected. Therefore, a certain margin may be considered for the distance from the mud surface to the lower end of the detection range. In this way, the vertical detection range (detection range when viewed from the side) of the sonar sensor 60 is adjusted taking into account the necessary detection distance and the fact that it does not detect muddy surfaces, etc., so that an appropriate detection range can be obtained. Secured.

Conversely, the sonar sensor 60 may be supported slightly downward. For example, when considering a situation where there is a low possibility of an obstacle in the height direction being present, or a situation where you want to prioritize the detection of obstacles that are relatively low in height from the mud surface, such as a squatting person, It is preferable that the detection range is adjusted so that low-height obstacles near the aircraft body 1 can be detected. In such a case, the sonar sensor 60 is supported slightly downward and adjusted to include the lower area near the aircraft body 1 in the detection range. Note that at this time, muddy surfaces and the like will be detected more than necessary. Therefore, it is preferable to analyze the mud surface detection pattern to determine whether the detected obstacle is a mud surface, and to perform control so that even if a mud surface is detected, it is not recognized as an obstacle.

Note that the front sonar 61 is not limited to the configuration where it is supported by the step 14A or the preliminary seedling support frame 17, but can be placed at any position as long as an appropriate detection range can be secured. For example, the front sonar 61 may be supported by the engine bonnet 2B or by an extension member supported by the fuselage 1. Further, the front sonar 61 may be provided near the positioning unit 8, or may be provided near the positioning unit 8 instead of or in addition to the four front sonar 61.

Furthermore, in order to stabilize the detection state, the sonar sensor 60 is preferably supported at a position that does not move while detecting an obstacle. It is preferable that the rear sonar 62 is also disposed at a position where it does not move (non-operating portion), but it can be disposed at any position as long as an appropriate detection range can be secured. For example, the rear sonar 62 may be provided on a tool bar that supports a working device, a planting case of the seedling planting device 3, a sliding plate 3A, a sliding plate guard 3B, a support of the seedling platform 21, and the like.

Further, the rear sonar 62 is close to the rear wheel 12B and is easily affected by mud splashes. Therefore, it is preferable that the rear sonar 62 be provided at a high position above the ground, away from the mud surface. For example, the rear sonar 62 may be provided at the upper end of the seedling platform 21. The seedling platform 21 has an inclination that tilts forward as it goes upward. Further, as described above, the rear sonar 62 has a fan-shaped detection range. Therefore, by providing the rear sonar 62 at the upper end of the seedling platform 21, it is possible to efficiently secure an appropriate detection range while suppressing the rear sonar 62 from erroneously detecting the seedling platform 21.

Further, the rear sonar 62 may be provided in an area above the mudguard cover 18A provided on the chemical spraying device 18. The chemical spraying device 18 may include a mudguard cover, and by providing the rear sonar 62 in an area above the mudguard cover, it is possible to suppress mud from adhering to the rear sonar 62. Similarly, the rear sonar 62 may be provided in an area above the upper end of the planting transmission case 3D of the seedling planting device 3, and in an area above the mud scattering prevention cover 3E provided in the seedling planting device 3. It is better if it is set in Further, a dedicated cover may be provided in the lower area of the rear sonar 62. Furthermore, the rear sonar 62 may be provided above the fertilization device 4, a powder supply machine for insecticides, fungicides, herbicides, etc., or a direct seeding machine, or in an area above these.

Further, the two rear sonar units 62 are each arranged slightly outward of the aircraft body 1. Therefore, the detection ranges in the horizontal direction of the two rear sonars 62 are provided over a wide range, partially overlapping with each other. Alternatively, three or more rear sonar units 62 may be provided, and their respective detection ranges may partially overlap to ensure a wide detection range. In this case, each rear sonar 62 does not need to be arranged slightly outward of the aircraft 1, the arrangement direction of each rear sonar 62 is arbitrary, and some or all of the rear sonar 62 is It may be placed slightly inward of 1 or directly behind. For example, the plurality of rear sonar units 62 may be arranged side by side along the seedling platform 21.

Further, the two rear sonar units 62 are arranged with the chemical spray device 18 sandwiched therebetween. Thereby, obstacles such as people around the chemical spraying device 18 can be appropriately detected. The detection range of these rear sonar devices 62 is set to an area that does not include the drug dispersion device 18 in order to avoid erroneously detecting the drug dispersion device 18 . Furthermore, the chemical spraying device 18 is not necessarily included in the rice transplanter. In this case, the area where the chemical spray device 18 is placed does not fall within the detection range of the rear sonar 62. Certain elements may be provided in this area to at least inhibit people from entering the area.

Each sonar sensor 60 may be provided inside the body 1 from the end of the body 1. Since the detection range of each sonar sensor 60 spreads in a fan shape, by providing the sonar sensor 60 inside the edge of the aircraft 1, the blind spot of the detection range around the aircraft 1 is reduced, and the detection range of the nearby area around the aircraft 1 is reduced. Obstacles can be easily detected. Furthermore, in order to prevent mud from adhering to each sonar sensor 60, each sonar sensor 60 is preferably arranged inside the body 1, that is, at a position overlapping with the body 1, for example, the step 14A in plan view.

Conversely, each sonar sensor 60 may be provided at the tip of the aircraft body 1. If each sonar sensor 60 is provided inside the aircraft body 1, there is a possibility that the aircraft body 1 itself will be mistakenly detected as an obstacle. When each sonar sensor 60 is provided at the tip of the aircraft body 1, the possibility of erroneously detecting the aircraft body 1 itself as an obstacle is reduced. In this case, it is preferable that a mudguard member be provided below each sonar sensor 60.

Further, the front sonar 61 may be provided above the axle of the aircraft body 1, preferably above the top end of the axle, and more preferably above the bottom end of the step 14A. Further, the front sonar 61 may be provided below the top end of the positioning unit 8, preferably below the top end of the steering wheel 10, and more preferably below the top end of the step 14A. Further, the front sonar 61 may be provided on the preliminary seedling support frame 17. By arranging the front sonar 61 at a position away from the mud surface in this manner, it becomes easier to set a detection range in which possible obstacles can be detected with higher accuracy while suppressing detection of the mud surface. Further, the front sonar 61 may be provided on the engine frame 1F or the step frame 1G.

Furthermore, the front sonar 61 may be provided in a configuration in which the arrangement position can be adjusted. For example, the front sonar 61 is supported via a stay, and the position of the stay supporting the front sonar 61 can be selected, or the stay supporting the front sonar 61 can be deformed so that the placement position of the front sonar 61 can be changed. The configuration may be such that it is possible.

Further, the sonar sensor 60 may have a configuration in which its posture is changed to a used state when an obstacle is detected, and its posture is changed to a stored state when it is not detecting an obstacle. For example, in the stored state, the detection part of the sonar sensor 60 is hidden behind other members, or the detection part faces upward. As a result, dirt such as mud is prevented from adhering to the sonar sensor 60 when no obstacles are being detected, and it is easy to maintain a state in which obstacles are properly detected when the obstacles are being detected.

Further, the adjacent sonar sensors 60 are not limited to a configuration in which at least a portion of their detection ranges overlap, but may have a configuration in which there is no overlapping area as long as the detection ranges can be appropriately secured.

In the longitudinal direction of the aircraft body 1, there is a case where it is desired to improve the detection accuracy of the central region of the aircraft body 1 in the left-right direction. In such a case, at least one of the front sonar 61 and the rear sonar 62 may be arranged closer to the center of the aircraft body 1 in the left-right direction.

Furthermore, the detection range of each sonar sensor 60 may be changed depending on the position of the aircraft 1, the traveling vehicle speed, and the operating situation. The position of the machine 1 is determined from the position information of the machine 1 and the field map, including the distance to the ridge, the distance from the outer periphery of the field, and whether or not it is on the outer circumferential route ORL. The outer periphery of the field is an electronic barrier or the like defined in the field map as the boundary of the field. Further, the detection range of each sonar sensor 60 may be changed according to the situation of the traveling route or the content of the work by determining the next traveling position from a predetermined traveling route and a field map.

[Sonar ECU]
The sonar ECU will be explained using FIGS. 1 to 3.

The sonar sensor 60 is controlled by a sonar ECU 64 (corresponding to a detection control device). The sonar ECU 64 controls the operation of the sonar sensor 60, acquires detection results, and transmits them to the control unit 30 (see FIG. 5). In this embodiment, the sonar ECU 64 includes a front sonar ECU 64A and a rear sonar ECU 64B. The four front sonar 61 are controlled by the front sonar ECU 64A, and the two rear sonar 62 and the two lateral sonar 63 are controlled by the rear sonar ECU 64B. A large number of signal wirings, power wiring lines, etc. are arranged between the front area and the rear area of the fuselage 1. Therefore, the front sonar ECU 64A is connected to the sonar sensor 60 (front sonar 61) located near the front of the aircraft 1, and the sonar sensor 60 (rear sonar 62 and side sonar 63) located near the rear of the aircraft 1 is connected. The rear sonar ECU 64B is arranged in front and rear positions. This prevents wiring such as signal wiring and power supply wiring connected to the sonar sensor 60 and the sonar ECU 64 from being disposed across the front and rear of the aircraft body 1, thereby improving the wiring efficiency of the aircraft body 1.

The front sonar ECU 64A is provided in the front region of the body 1, and is supported, for example, on the left side surface of the laminated light support member 74 supported by the preliminary seedling support frame 17. Wiring such as communication wiring and power supply wiring for data communication between the front sonar ECU 64A and each front sonar 61 is combined by combining the wiring connected to each front sonar 61 into one wire near the front sonar 61. One wire is connected to the front sonar ECU 64A.

Further, since the front sonar ECU 64A is supported on the left side surface of the stacked light support member 74, it can be easily attached and detached from the outside of the aircraft body 1. Therefore, the front sonar 61 can be retrofitted, and furthermore, the front sonar ECU 64A can be easily repaired or replaced.

The rear sonar ECU 64B is provided in the rear region of the aircraft body 1, for example, in an area surrounded by each rear sonar 62 and each lateral sonar 63. The rear sonar ECU 64B is supported on the left side surface of the fuselage frame 1E in the area below the driver's seat 16, which is near the left side sonar 63. In addition, for wiring such as communication wiring and power supply wiring for data communication between the rear sonar ECU 64B and each rear sonar 62 and each side sonar 63, one communication wiring is connected to each rear sonar 62 and each side sonar 63. The assembled wiring is connected to the front sonar ECU 64A. As a result, wiring between each rear sonar 62 and each lateral sonar 63 and the rear sonar ECU 64B is efficiently performed.

Moreover, a hydraulic hose and the like are arranged in the right side area of the body 1. Therefore, by providing the rear sonar ECU 64B in the left side area of the aircraft, the rear sonar ECU 64B and the wiring connected to the rear sonar ECU 64B do not interfere with hydraulic hoses, etc., and damage to the wiring is suppressed. It becomes easy to attach and detach items.

Further, since the rear sonar ECU 64B is supported on the left side surface of the fuselage frame 1E, it can be easily attached and detached from the outside of the fuselage 1. Therefore, the rear sonar 62 and the lateral sonar 63 can be retrofitted, and furthermore, the rear sonar ECU 64B can be easily repaired and replaced.

There is a limit to the number of sonar sensors 60 that can be connected to the sonar ECU 64. Therefore, in this embodiment, two sonar ECUs 64 are provided. If all sonar sensors 60 can be controlled by one sonar ECU 64, it is preferable that one sonar ECU 64 is provided in the center of the aircraft body 1. Thereby, wiring efficiency can be optimized.

Further, the total number of sonar sensors 60 to be mounted is preferably an integral multiple of the limited number of sonar sensors 60 that can be connected to the sonar ECU 64. In other words, it is preferable to provide as many sonar sensors 60 as possible within the limitations of the sonar ECU 64. Thereby, the accuracy of detecting obstacles can be improved.

Further, if there is a margin in the number of sonar sensors 60 that can be mounted, the number of front sonar sensors 61 does not need to be larger than the number of rear sonar sensors 62, and the number can be the same. Thereby, the obstacle detection accuracy of the rear sonar 62 can be improved.

In the above description, a configuration example using the sonar sensor 60 as the obstacle detection device has been described, but the obstacle detection device is not limited to the sonar sensor 60, and any device can be used as long as it can detect an obstacle.

For example, a laser sensor or a contact sensor can be used as the obstacle detection device. Alternatively, the surroundings of the aircraft 1 may be photographed using an imaging device, and obstacles may be detected by image analysis. Image analysis can also be performed using a trained model generated by machine learning, or can be performed by any means using artificial intelligence.

[Detection by sonar sensor]
A configuration for detecting obstacles by a sonar sensor and driving control according to the detected contents will be explained using FIGS. 1 to 3 and 12 to 14.

The sonar sensor 60 detects obstacles around the aircraft 1, and during automatic travel, the control unit 30 (see FIG. 5) controls the automatic travel according to the detected obstacles. Specifically, such control can be performed by a functional block such as an automatic driving control section or an obstacle handling section built into the control unit 30 including the automatic driving microcomputer 6, etc., and furthermore, these functions The block may be provided separately from the control unit 30.

If an obstacle is detected when the aircraft 1 takes off due to unmanned automatic driving (at the start of unmanned automatic driving), the starting is suppressed and the vehicle does not start traveling (transmission suppression mode). For example, when starting unmanned automatic driving in forward motion, the detection results of the front sonar 61 and lateral sonar 63 of the sonar sensors 60 are used, and when the front sonar 61 and lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle starts traveling. is not started. In addition, when starting unmanned automatic driving in reverse, the detection results of the rear sonar 62 and lateral sonar 63 of the sonar sensor 60 are used, and when the rear sonar 62 and lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle starts traveling. is not started. At this time, the lateral sonar 63 detects the area around the boarding and alighting step (step 14A), which is the boarding area through which the driver passes when boarding the vehicle, and in particular detects a person who is about to board and alight from the driving section 14.

During unmanned automatic driving, obstacles are detected, and when an obstacle is detected, controls such as stopping automatic driving are performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during unmanned automatic driving, the vehicle stops traveling or the traveling vehicle speed is reduced. For example, when the aircraft 1 travels straight through unmanned automatic driving, the detection results from the front sonar 61 are used, and when the aircraft 1 travels backward through unmanned automatic driving, the detection results from the rear sonar 62 are used. Further, when turning by unmanned automatic driving, the detection results of the lateral sonar 63 may be used in addition to these, or the detection results of only the lateral sonar 63 in the turning direction may be used. Note that when traveling is stopped, the traveling vehicle speed may be gradually reduced, and finally the aircraft 1 may be stopped. Note that obstacle detection may be performed during reciprocating work traveling along the internal reciprocating route IPL, and furthermore, obstacle detection may be performed during the outermost periphery planting (outermost periphery work traveling).

Further, in the transmission suppression mode and the obstacle detection mode, when an obstacle is detected, the angle of the swash plate of the continuously variable transmission 9 is maintained in a neutral state. At this time, it is preferable that the engine speed is maintained without being reduced. As a result, if it is confirmed that the detected obstacle does not interfere with the vehicle's travel, or if the obstacle has been removed, the vehicle can quickly start and resume traveling. Furthermore, when an obstacle is detected by the sonar sensor 60, a notification may be provided to the effect that the obstacle has been detected. For example, the control unit 30 controls the voice alarm generation device 100 to cause the voice alarm generation device 100 to notify. Further, the notification that an obstacle has been detected may be notified by a predetermined display pattern on the stacked light 71 or the center mascot 20, which will be described later, or may be notified on the remote control 90 or mobile terminal held by the work vehicle. , the information terminal 5, etc. may be notified.

Further, the driving control using the detection results of the sonar sensor 60 is not limited to unmanned automatic driving, but may be performed during manned automatic driving or manual driving. In particular, on the outer circumferential route ORL (see FIG. 4), work travel is performed by manned automatic travel or manual travel. There are many obstacles such as water holes on the outermost periphery of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even in the outermost work travel by manned automatic travel or manual travel. Further, during manned automatic driving or manual driving, driving may be controlled using the detection results of the sonar sensor 60 only in areas where there are many obstacles such as water outlets. In addition, the configuration is such that it is possible to detect whether or not a driver is on board the driving section 14, so that even if it is manned automatic driving or manual driving, if it is not possible to detect that a driver is on board the driving section 14, , driving may be controlled using the detection results of the sonar sensor 60. Note that detection of whether a driver is on board the driving section 14 can be performed using the seating sensor 16A or the like.

As described above, the detection range of the sonar sensor 60 is set so that it does not detect muddy surfaces. Since field conditions vary, there may be situations where it is easy to detect muddy surfaces even with this setting. Here, since the aircraft 1 is stationary at the start of unmanned automatic travel, it is easy to determine whether the detected obstacle is a mud surface. Based on this, at the start of unmanned automatic driving, if the control unit 30 detects an obstacle, it determines whether or not it is a mud surface, and if it is determined that it is a mud surface, the control unit 30 determines whether or not the obstacle is a mud surface. If the detection result is not detected, the detection result may be corrected (ignored). As a result, even if the control unit 30 detects a muddy surface, it can recognize that it is not an obstacle and control automatic driving, and it is less likely that starting will be suppressed due to detecting an obstacle more than necessary. , it becomes possible to perform smooth automatic driving. Note that the obstacle determining section may determine whether the surface is muddy. The obstacle determination section may be built into the control unit 30, or may be provided outside the control unit 30.

Further, at the start of unmanned automatic driving (transmission suppression mode), control may be performed on the assumption that an obstacle has been detected when the sonar sensor 60 detects only a moving object such as a moving person. The state in which it is necessary to suppress the start at the start of unmanned automatic driving is often the state in which a person is about to get on or off the driving section 14. Therefore, by using only moving objects such as people as detection targets (obstacles to be considered during automatic driving), false detections can be suppressed and appropriate control can be performed at the start of unmanned automatic driving. The obstacle determination unit determines whether the object is a moving object such as a person. The obstacle determination unit can determine obstacles by image analysis or the like, or by inputting a captured image into learned data that has been subjected to machine learning.

Further, the sonar sensor 60 whose detection results are not used depending on the driving state may continue to detect obstacles, or may be turned off or put into an unused state.

The rear sonar 62 is supported by the seedling planting device 3, and the seedling planting device 3 moves up and down as the seedling planting device travels. As a result, during the planting operation, the seedling planting device 3 is in a lowered state, and the rear sonar 62 is in a position where it can easily detect the mud surface. Moreover, during the planting work, the robot is in a forward movement state, so there is little need to detect obstacles behind it. From the above, during forward work travel, the rear sonar 62 may be rendered unused on the condition that the seedling planting device 3 is lowered. The descending state of the seedling planting device 3 can also be detected by a sensor (one of the sensor group 1A shown in FIG. 5) that detects the state of the lifting link 13a, and the attitude of the marker 19 and the leveling float 15 are You can also judge by whether it is grounded or not.

Further, the rear sonar 62 may be controlled to recognize only approaching objects as obstacles when the vehicle is traveling backwards. At this time, when the seedling planting device 3 is in the raised position, it is easy to detect obstacles that are located at a high height from the mud surface, and it is easy to detect obstacles that are entering the rear of the machine body 1. Note that whether or not an obstacle is approaching can be determined by the obstacle determining section.

Further, as described above, the detection range of the horizontal sonar 63 in the plane direction is set to be narrower than that of the other sonar sensors 60 so as not to falsely detect the preliminary seedling support frame 17 as an obstacle. However, depending on the arrangement position of the preliminary seedling support frame 17, the arrangement position of the horizontal sonar 63, etc., the detection range of the horizontal sonar 63 may be the same or larger than that of the other sonar sensors 60 if there is little risk of false detection.

Further, the size of the detection range of the sonar sensor 60 may be different between the transmission suppression mode and the obstacle detection mode. For example, the detection range of the sonar sensor 60 is larger in the transmission suppression mode than in the obstacle detection mode. As the detection range of the sonar sensor 60 increases, the vertical detection range also increases, making it easier to detect muddy surfaces. As mentioned above, in the transmission suppression mode, the aircraft 1 is stationary, so the control after detection determines whether it is a mud surface, and even if a mud surface is detected, the detection result is ignored in subsequent control. I can do it. On the other hand, in the obstacle detection mode, the aircraft 1 is in a running state and it is easy to detect muddy surfaces, but it is difficult to determine whether the detected obstacle is muddy or not. Therefore, in the obstacle detection mode, it is preferable to reduce the detection range in order to suppress detection of muddy surfaces.

During work traveling on the internal reciprocating route IPL (see FIG. 4), the aircraft 1 approaches the ridge as it travels. The ridges are higher than the mud surface and are easily detected by the sonar sensor 60. In automatic driving, the vehicle turns on a turning path generated with consideration of the ridges, and there is no need for the sonar sensor 60 to detect the ridges more than necessary. Therefore, the size of the detection range of the sonar sensor 60 may be arbitrarily changeable. For example, when the distance from the aircraft body 1 to the ridge approaches within a predetermined distance during work traveling on the internal reciprocating route IPL, the length of the detection range of the sonar sensor 60 becomes shorter as the distance to the ridge becomes shorter. controlled.

Further, when the vehicle is turning, the detection range of the sonar sensor 60 located on the inside of the turn may be increased. For example, during forward travel, the detection range of one or more of the front sonar 61 located on the inside of a turn may be increased. The front sonar 61 can sufficiently reduce the risk of the aircraft 1 coming into contact with an obstacle if it can detect an obstacle in the area through which the aircraft 1 passes while turning. Therefore, the front sonar 61 may have any configuration as long as it can detect the trajectory of the front outermost end of the aircraft 1 along the turn. For example, if the front outermost end of the body 1 is the front outermost end of the preliminary seedling storage device 17A, the detection range may include the locus drawn by the front outermost end of the preliminary seedling storage device 17A. This reduces the risk of missed detection.

Similarly, when the vehicle is traveling backwards, the detection range of the rear sonar 62 located on the inside of the turn may be increased. The rear outermost end of the body 1 is the rear outermost end of the sliding plate guard 3B. Therefore, it is only necessary that the trajectory drawn by the rear outermost end of the sliding plate guard 3B is included in the detection range. When turning on a ridge, auxiliary workers often wait in the field on the opposite side of the turning direction. By adopting the above configuration in such a case, the detection range will expand to the opposite side of the machine 1 from the position where the auxiliary worker is waiting, and the auxiliary worker will be mistakenly detected as an obstacle and the machine will stop. There is less risk of this happening.

Further, the sonar sensor 60 may be configured to be activated when in use, for example, at the start of unmanned driving, but when the engine 2 is started, the sonar sensor 60 is also activated and an obstacle is detected, but the sonar sensor 60 is activated when the unmanned driving starts. The configuration may be such that the detection results are not used until (until the time of use). When automatic driving is controlled using the detection results, a notification to that effect is issued by the voice alarm generation device 100 or the like.

As described above, the sonar sensor 60 may erroneously detect an object as an obstacle even if it does not impede work travel. It is preferable to start or continue traveling when the supervisor can confirm whether or not the object does not interfere with work traveling. Therefore, if the supervisor determines that the object does not interfere with work travel, a configuration may be adopted in which the supervisor can temporarily ignore the detected obstacle. For example, the remote control 90 is provided with a button operation that allows the detected obstacle to be temporarily ignored. The period of time during which the detected obstacles are ignored may be a predetermined period of time, a separate button operation may be provided to resume consideration of the detected obstacles, or the button operation may be continued. The configuration may be such that only the time (long press state of the button) is ignored. Alternatively, the period in which the detected obstacle is ignored may be a period in which the vehicle travels a predetermined distance. These button operations may be hidden commands that are not disclosed as normal remote control 90 operations. Further, the button operations may be complicated operations in order to suppress operation errors. For example, operations that are frequently performed and can be re-undone immediately even if they are erroneously operated can be performed with a single button on the remote controller 90, and operations that cannot be easily re-performed once erroneously operated, such as starting automatic driving, are made possible. Alternatively, two or more buttons may be operated at the same time. Note that one of the two or more buttons may be a function button.

Such operations may be performed with a voice announcement and with reference to the announcement. Alternatively, the configuration may be such that the operation becomes effective only after such an operation is performed after an announcement is made.

A sensor other than the sonar sensor 60 (one of the sensor group 1A shown in FIG. 5) may be provided separately, and this sensor may be capable of detecting the size of an obstacle. This sensor may be configured to analyze an image taken by an imaging device, or may be a laser sensor that irradiates the obstacle, and any sensor may be used as long as it can detect the size. When the sonar sensor 60 detects an obstacle, the sensor may detect the size of the obstacle, and if the size is less than a predetermined size, it may not be recognized as an obstacle.

Furthermore, a configuration may be adopted in which the operation of the sonar sensor 60 is stopped or started by operating the remote control 90 or the information terminal 5, and whether or not to perform control in accordance with the detection of an obstacle is selected.

Further, when an obstacle is detected, the angle of the swash plate of the continuously variable transmission 9 is shifted to neutral or maintained neutral, but in this state, the sonar sensor 60 does not detect the obstacle. , or it may be configured to be ignored even if it is detected. Furthermore, after a predetermined period of time has elapsed, detection and processing of obstacles using the sonar sensor 60 may be restarted. At this time, in a state where there are many obstacles to be detected, such as when the vehicle is driving along a ridge, the detection and processing may not be restarted. Whether there are many obstacles can be determined from position information and a field map, or by image analysis using an imaging device.

Obstacle detection and handling may not be restarted automatically, but only after certain human operations are performed. In addition, it is determined whether automatic driving has started appropriately by image analysis using an imaging device, and if it is determined that automatic driving has started appropriately, obstacle detection and processing will be restarted. It's okay.

[Sonar control when replenishing seedlings]
Control of the sonar sensor 60 when replenishing seedlings will be explained using FIGS. 1 to 4 and 12 to 14.

The rice transplanter replenishes seedlings when they run out of seedlings. When replenishing seedlings, the aircraft 1 moves forward and approaches the ridge of the seedling supply side SL. When the seedling supply is completed, the aircraft 1 moves backward and returns to the traveling route.

A work vehicle moves back and forth around the aircraft 1 while seedlings are being supplied. Therefore, it is preferable to cause the sonar sensor 60 to stop operating while seedlings are being replenished. Alternatively, even if the sonar sensor 60 detects an obstacle, it is preferable to ignore it during seedling supply. Further, even if an obstacle is detected during automatic driving, the automatic driving is ended and the automatic driving setting information etc. are deleted. If an obstacle is detected while replenishing seedlings, the automatic travel may not end and the automatic travel may transition to a paused state. Thereby, work traveling can be resumed quickly.

When the seedling supply is completed and the vehicle returns to the travel route, it is preferable to restart the operation of at least the rear sonar 62 of the sonar sensors 60 or to perform processing that takes into account the detected obstacles. Furthermore, there is a high possibility that a work vehicle will approach the aircraft 1 immediately after the seedling supply is completed. Therefore, the lateral sonar 63 may be operated when the vehicle moves backward after seedling supply is completed. Further, during this backward movement, there will be a ridge near the front of the aircraft 1. Therefore, it is preferable to operate the front sonar 61 at least until the vehicle reaches the internal area IA of the field even when traveling backward. Note that similar control may be performed not only when replenishing seedlings but also when replenishing other materials.

[Sonar sensor malfunction detection]
A configuration for detecting a malfunction of the sonar sensor 60 will be described using FIGS. 1 to 5 and 12 to 14.

There are cases where the sonar sensor 60 becomes unable to properly detect obstacles due to mud or the like adhering to it. At the start of traveling, the operation of sonar sensor 60 is checked, but even if a malfunction occurs in sonar sensor 60 during traveling, it is difficult to detect it.

Therefore, when the front sonar 61 does not detect a mud surface when the vehicle is moving backward, the sonar ECU 64 or the control unit 30 may determine that the front sonar 61 is malfunctioning. When traveling in reverse, even if the front sonar 61 detects an obstacle, control is performed so that the vehicle does not recognize it as an obstacle. Further, the front sonar 61 includes a mud surface in its detection range, determines whether or not an obstacle is a mud surface, and performs control in which the obstacle is not recognized as an obstacle if it is a mud surface. Therefore, if the front sonar 61 does not detect a mud surface for a predetermined period while the vehicle is traveling backwards, it can be determined that the front sonar 61 is malfunctioning.

If the position information indicates that you are approaching a ridge, even if the ridge is within the detection range of the sonar sensor 60, if the sonar sensor 60, which detects an obstacle in front of you in the direction of travel, does not detect the obstacle. It can be determined that a malfunction has occurred in the sonar sensor 60.

If at least a portion of the detection ranges of the four front sonar 61 overlap, or if only one of the front sonar 61 detects an obstacle, it is determined that one of the front sonar 61 has a problem. can do.

If adjacent sonar sensors 60 are placed close to each other and only one sonar sensor 60 detects an obstacle, it may be determined that the other sonar sensor 60 has a problem.

[Traveling control during drug replenishment]
Travel control during drug replenishment will be explained using FIGS. 1 to 5.

The rice transplanter replenishes the rice transplanter when it runs out of chemicals. When replenishing chemicals, the aircraft 1 moves backward and is brought to the edge of the ridge of the seedling supply side SL. When the drug supply is completed, the aircraft 1 moves forward and returns to the traveling route.

When replenishing medicine, in manned automatic driving, while maintaining the automatic state, the aircraft 1 turns by human operation, travels backward, and approaches the ridge of the seedling supply side SL.

In unmanned automatic driving, the aircraft 1 is temporarily stopped when transitioning from the turning route to the internal reciprocating route IPL, and by performing human operations during this time, the aircraft 1 moves backwards at a predetermined speed (swinging forward). , the aircraft 1 is brought to the edge of the ridge of the seedling supply side SL. This manual operation can be performed using the remote control 90 or the like. Note that such a manual operation can be accepted while the aircraft is traveling in the middle of a turn, and after the turn is completed, the aircraft 1 moves backward at a predetermined speed.

[Notification during automatic driving]
A configuration for controlling notification during automatic driving will be explained using FIGS. 1 to 5.

Immediately before the start of unmanned automatic driving, a notification screen is displayed on the information terminal 5 urging the operator to check whether the seedlings or chemicals have run out. In addition, a sensor (one of the sensor group 1A shown in Figure 5) that detects the remaining amount of seedlings and chemicals is provided, and if the seedlings or chemicals are exhausted, automatic driving will not be started, and the sensor will not start automatically. It may be possible to notify at least one of the fact that a cut has occurred and the replenishment of seedlings and chemicals. Such a notification may be displayed on the information terminal 5, may be audibly notified by the voice alarm generating device 100, may be notified by lighting the stacked light 71, or may be notified to the remote control 90, etc. The above-mentioned processing is performed when an operation to start automatic driving is performed using the remote control 90, and displays a notification screen, notifies that seedlings or chemicals are out, and displays seedlings and chemicals. At least one of the notifications to urge replenishment is made. Furthermore, abnormalities other than seedling shortages and chemical shortages may also be confirmed, and in addition to displaying that an abnormality has occurred, a notification may be provided to urge the user to eliminate or avoid the abnormality, or to inform them of the steps to take. .

Further, at the start of automatic travel, a voice alarm or the like may be used to notify the vehicle before the vehicle starts moving. Thereafter, the aircraft 1 may start moving after the notification ends, or the aircraft 1 may start moving together with the notification.

Automatic driving can be set to a mode with seedling replenishment or a mode without seedling replenishment. In the seedling replenishment mode, the aircraft 1 temporarily stops in the terminal region of the internal reciprocating route IPL before the turning route in order to select whether to perform seedling replenishment. When replenishment of seedlings is not necessary, traveling is resumed by manually operating the remote controller 90 during a temporary stop, and the aircraft 1 waits in a stopped state until the remote controller 90 is operated. When replenishment of seedlings is required, an artificial operation is performed to indicate that replenishment of seedlings is required, and first the machine 1 is automatically moved straight toward the ridge by a predetermined distance and then stopped. Thereafter, by another manual operation using the remote control 90, the machine body 1 can be moved to the edge of the seedling supply side SL. In another embodiment, the seedling replenishment location may be a specific seedling replenishment point on the outer periphery of the field rather than the seedling replenishment side. In addition, in the seedling supply mode, a route may be generated toward a seedling supply side or a seedling supply point, and the vehicle may automatically travel along the route.

In addition, even in the seedling non-supply mode, the aircraft 1 temporarily stops at the boundary between the turning route and the internal reciprocating route IPL for control switching. Even in the mode without seedling supply, it may be necessary to move the aircraft 1 to the ridge of the seedling supply side SL due to an unexpected need for seedling supply or other circumstances. be. At this time, while the aircraft 1 is temporarily stopped, the aircraft 1 can be brought closer to the ridge of the seedling supply side SL by manual operation using the remote control 90 or the like. Alternatively, before the aircraft 1 temporarily stops, it is gradually decelerated, and during that time, the aircraft 1 can be brought closer to the ridge of the seedling supply side SL by manual operation using the remote control 90 or the like.

Note that after the aircraft 1 temporarily stops, traveling may be automatically restarted after a predetermined period of time has elapsed, but a manual operation may be required to restart traveling.

In addition, the mere notification to the effect that the vehicle is moving forward or backward, other than the notification of an abnormality, can be canceled by setting.

Further, at the start of automatic travel, an operation check of the voice alarm generation device 100 and the like may be performed. For example, when the automatic travel start/stop switch 7D is pressed, an operation check is performed depending on whether the current value flowing through the voice alarm generator 100 and the like is appropriate.

[Operation of operating tools during control during automatic driving]
The operation of operating tools in control during automatic driving will be explained using FIGS. 1 to 5.

In unmanned automatic driving, after the start of driving, there is basically no operator intervention, and the main shift lever 7A remains in the neutral position, and driving and work are controlled by the control unit 30.

In manned automatic driving, driving is started when the driver operates the main shift lever 7A, and certain manual operations may be required even when turning or performing work. At this time, the driver receives guidance performed under the control of the control unit 30 and performs operations according to the guidance to start driving and perform turning and work. For example, guidance for operating the main shift lever 7A in the traveling direction of the route is provided. The guidance is provided by voice guidance, display on the information terminal 5, etc., and includes guidance for prompting the operator to operate the main gear shift lever 7A and the working device 1C. Furthermore, in manned automatic driving, a notification to that effect is given at the start of driving, while reversing, and while turning.

In manned automatic driving, the operation to set the main gear shift lever 7A to the neutral position is necessary to start automatic driving, and the operation related to the operation of the working device 1C, such as lowering the seedling planting device 3, continues automatic working driving. It is necessary to do so. For example, the working device 1C, which is in a non-working state when turning, needs to be brought into a working state after turning. Therefore, the guidance by voice or the like that prompts these operations continues to be provided unless these operations are performed. For example, in the outermost periphery planting work by manned automatic driving, automatic driving will not continue unless the seedling planting device 3 is lowered by manual operation. Therefore, the guidance urging the main shift lever 7A to be placed in the neutral position continues to be provided until the seedling planting device 3 is lowered.

Guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position while turning or reversing in manned automatic driving, or when the main shift lever 7A is operated in the forward/reverse direction during unmanned automatic control. Guidance to return the main gear shift lever 7A to the neutral position in the case of automatic operation, guidance to lower the seedling planting device 3 that has been raised by the operator during automatic operation, and guidance for planting seedlings at the starting end of each side in the outermost periphery planting operation. It is preferable that the guidance for raising and lowering the device 3 continues to be announced until an operation in accordance with the guidance is performed. In addition, guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reversing during manned automatic driving, and guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is moved in the forward/reverse direction during unmanned automatic control. The guidance to return the main shift lever 7A to the neutral position when operated, and the guidance to lower the seedling planting device 3 that was raised by the worker during automatic work travel are operations that are contrary to the preset automatic travel. If such an operation is performed, guidance (warning) will be given so that the appropriate operation is performed to perform the set automatic driving.

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

Note that the guidance to operate the main shift lever 7A to the neutral position is provided by determining whether or not the angle of the swash plate of the continuously variable transmission 9 is at the neutral position, regardless of the operating position of the main shift lever 7A. This may be performed when it is determined that the angle of the swash plate of the continuously variable transmission 9 is not at the neutral position. Furthermore, when the main shift lever 7A is not in the neutral position and the angle of the swash plate of the continuously variable transmission 9 is determined to be at the neutral position and automatic travel is started, the angle of the swash plate of the continuously variable transmission 9 is may be displaced to an angle corresponding to the operating position of the main shift lever 7A. As a result, the vehicle travels at a speed that corresponds to the operating position of the main shift lever 7A, and the vehicle speed can be made to match the operator's operation.

During manned automatic driving, guidance is provided regarding the operation of the main shift lever 7A, and driving is performed based on the corresponding operation. However, in the outermost circumference planting work, the turning travel (direction change) connecting each side of the outer circumferential route ORL is switched between forward and backward movement without requiring any operation by the driver. Therefore, even in manned automatic driving, during driving that does not require such operations, it is preferable that no guidance is provided even if the driving is switched. However, even in turning that connects each side of the outer circumferential route ORL, the operation of the work device 1C may be configured to require manual operation, and in this case, guidance to perform the operation related to the operation of the work device 1C may be provided. be notified.

The main shift lever 7A operated during manned automatic driving is maintained in the direction of travel of the route during automatic driving, and even if there is a reverse movement due to a direction change (turning) during automatic driving, the main speed change lever 7A will remain in the forward direction during automatic driving. maintained in position. In addition, if an actuator such as a motor that moves the operating position of the main shift lever 7A is provided, the operating position of the main shift lever 7A will change depending on the traveling direction of the aircraft 1 (the angle of the swash plate of the continuously variable transmission 9). It's okay to change. Similarly, when the traveling vehicle speed is changed by the brake, the operating position of the main shift lever 7A may be changed according to the brake operation or the traveling vehicle speed (angle of the swash plate of the continuously variable transmission 9). At this time, the operating status may be reported during the actuator's operation and before and after the actuator's operation.

In addition, when starting automatic driving, when starting point guidance, when starting round-trip planting, when returning from material replenishment, when starting unmanned automatic driving on the inner loop route IRL, when starting automatic driving with manned This is the case when starting automatic travel on each side (travel route connected to the turning area and approximately parallel to the outer periphery of the field) when planting the outermost periphery of the field.

Further, in unmanned automatic driving, if the main shift lever 7A is accidentally operated from the neutral position, notification/guidance is provided to prompt the main shift lever 7A to return to the neutral position.

When starting manned automatic driving, if the necessary conditions for automatic driving are met, the control state shifts to an automatic driving permission state. Automatic driving is started only when the main shift lever 7A is operated in a predetermined direction in this automatic driving permitted state. Therefore, even if the main shift lever 7A is operated in a direction different from the predetermined direction in the automatic operation permission state, the aircraft 1 does not move.

Starting point guidance in manned automated driving is performed by manual operation based on guidance. Therefore, when guiding the starting point in manned automatic driving, first a notification is given to operate the main shift lever 7A to the reverse side in order to move backward, and then in order to move forward to the starting point S, A notification is given to operate the main shift lever 7A toward the forward direction.

As a condition for starting or continuing manned automatic driving, when automatic driving is started from an automatic driving permission state, or when driving is restarted from a paused state during automatic driving, the main shift lever 7A must be in a position other than the neutral position. It may be in the position of Therefore, when starting point guidance is started, when reciprocating planting (planting work travel on the internal reciprocating route IPL) is started, when traveling is resumed after replenishing seedlings, and after reciprocating planting, the internal reciprocating route IPL Before the vehicle is automatically guided to the starting point, the driver operates the main shift lever 7A from the neutral position in a predetermined direction to resume automatic travel.

In both cases of manned automatic driving and unmanned automatic driving, the main shift lever 7A may be required to be in the neutral position before starting automatic driving.

Manned automatic driving is started by pressing the automatic driving start/stop switch 7D after predetermined conditions are met with manned automatic driving selected by the mode selector switch 7E, etc., and the main shift lever 7A is pressed. Traveling is started when the is operated in the forward direction. Furthermore, unmanned automatic driving is started when predetermined conditions are met, and driving is started by operating the remote controller 90, and traveling is not started by operating anything other than the remote controller 90.

In manned automatic driving, automatic driving is started by operating the main shift lever 7A. In addition, in the manned automatic driving, the seedling planting device 3 is lowered by manual operation after the turning is completed. Further, by operating the automatic travel start/stop switch 7D, the mode is shifted to the manned automatic travel mode.

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

Note that the above-mentioned guidance may be notified by various means such as the laminated light 71, the remote control 90, etc., in addition to the voice guidance provided by a voice alarm or the like and the display by the information terminal 5. Such guidance is controlled by a notification control section or the like, and the notification control section may be the control unit 30, may be built into the control unit 30, or may be provided separately from the control unit 30.

Since the outer circumferential route ORL involves traveling around ridges, etc., a route may be provided inside the field by a predetermined distance from the outer periphery of the field, and unmanned automatic driving may not be performed. may be possible. In this case, it is preferable to set the distance from the outer periphery of the field to be sufficiently larger than in the case where there is a restriction that prohibits unmanned automatic driving, so as to prevent unexpected situations from occurring even if unmanned automatic driving is performed. In this way, by enabling unmanned automatic travel even on the outer circumferential route ORL, it is possible to continuously perform unmanned automatic travel on the inner circumferential route IRL and the outer circumferential route ORL.

Here, the traveling route including the outer circumferential route ORL is determined based on the first non-work traveling along the outer circumference of the field. The non-working travel along the outer periphery of the field may be performed in close proximity to the outer periphery of the field, or may be performed along the outer periphery at a predetermined distance away from the outer periphery of the field. When non-working driving is carried out close to the outer periphery of the field, the outer circumferential route ORL is set a predetermined distance inside the non-working route, and the inner circumferential route IRL and the inner circumferential route are set based on the outer circumferential route ORL. A round trip route IPL is set. When non-work driving is performed a predetermined distance from the outer periphery of the field, the route on which non-working driving is performed is set as the outer circumferential route ORL, and the inner circumferential route IRL and internal reciprocating route IPL are set based on the outer circumferential route ORL. Set.

For example, a front marker (corresponding to an "adjacent marker") is used when the vehicle travels a predetermined distance away from the outer periphery of a field for non-working purposes. By performing non-working travel so that the front marker is in contact with the outer periphery of the field (for example, a ridge), the vehicle moves away from the outer periphery of the field by the length of the front marker and travels along the outer periphery.

For example, the front marker is configured to be switched in three stages. The first stage is the storage state. The second stage is a state in which the seedlings protrude by the normal length, which is a length that protrudes from the outermost end of the planting area by the distance between the rows. The third stage is a state in which the machine body 1 protrudes by a length that travels a predetermined distance from the outer periphery of the field when the machine is traveling in a non-working manner so that the front marker is in contact with the outer periphery of the field (for example, a ridge). It is. Further, by making the length of the front marker in the third stage variable, the predetermined distance can be set arbitrarily. If the predetermined distance can be set arbitrarily, the traveling vehicle speed for traveling on the outer circumferential route ORL may be set according to the predetermined distance.

In addition, non-working travel along the outer circumference of the field may be performed away from the outer circumference of the field by a distance determined by the driver, taking into consideration the automatic manned travel on the outer circumference route ORL. Thereby, a necessary planting area can be secured in the field, and a predetermined distance can be set according to the driver's skill.

Note that the predetermined distance is the distance from when the abnormality is detected until the aircraft 1 is stopped when an abnormality including an obstacle is detected while traveling at a predetermined vehicle speed. It can be the minimum distance that the aircraft 1 travels or the distance plus a margin thereto.

By performing non-working driving along the outer periphery of the field, positional information related to the outer periphery of the field is acquired, and an outline map of the field (field map) and a driving route are set based on the outer periphery. Non-working driving along the outer periphery of the field may involve continuous driving along all sides that make up the field, and positional information related to the continuous outer periphery may be acquired, but positional information related to each side that makes up the field may be acquired. may be acquired individually to generate a field map. As a result, even if the vehicle stops traveling in the middle of non-working travel along the outer periphery of the field, it is possible to restart traveling from the side where traveling was stopped without having to restart the non-working traveling from the beginning. If a field map is generated for each side, planting on the outermost periphery can be performed for each side.

Work driving is performed on the outer circumferential route ORL using manned automatic driving. In the manned automatic travel on the outer circumferential route ORL, work travel is performed according to control by the automatic travel, and turning travel is performed between work travel on each side. When turning, it is necessary to raise and lower the seedling planting device 3, and this is manually operated according to guidance. The present invention is not limited to such a configuration, and a configuration may also be adopted in which the raising and lowering of the seedling planting device 3 can be automatically controlled, and the operator can select whether to perform manual operation or automatically control. The automatic control, for example, raises the seedling planting device 3 before the start of the turning run, and lowers the seedling planting device 3 after the end of the turning run.

The control unit 30 is responsible for generating the external map of the field (field map), setting the internal area IA, setting the outer area OA, setting the travel route, and adjusting the distance from the outer periphery of the field to the outer circumferential route ORL. will do. Alternatively, a travel route generation section built into the control unit 30 or provided outside the control unit 30 may perform these processes.

[Control when seedlings run out, fertilizer runs out, etc.]
Control when seedlings run out, fertilizer runs out, etc. will be explained using FIGS. 1 to 5.

Devices that supply various materials, such as the seedling planting device 3, the fertilizing device 4, the chemical spraying device 18, and the seeding machine, are equipped with sensors (one of the sensor group 1A shown in FIG. 5) that detect the remaining amount of each material. may be provided. The following explanation will be given using a seedling out sensor that detects the remaining amount of seedlings as an example, but it can also be applied to various materials such as fertilizers, chemicals, and rice seeds.

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

Furthermore, if the seedling out sensor detects that the remaining amount of seedlings is less than a predetermined amount at the start of work travel or when restarting work travel after stopping, the control unit 30 prevents travel from occurring. It may be controlled as follows. If planting is carried out when there are not enough seedlings left, there is a possibility that some plants will be missing in the middle of the field. Therefore, by creating a configuration in which the vehicle does not run under such a possibility, the occurrence of stock shortages can be suppressed.

If it is detected that the remaining amount of seedlings is less than a predetermined amount during the travel route, the machine 1 may be stopped, but the machine 1 may be stopped while the seedling planting device 3 is raised, and the seedling supply side You may run it up to SL. In addition, the seedling exhaustion sensor is configured to detect a predetermined amount within the range where the amount necessary to return to the seedling supply side SL remains, and when the seedling exhaustion sensor detects this amount, the seedling exhaustion sensor is configured to replenish the seedlings while continuing to work. It is also possible to have a configuration in which the vehicle travels to the side SL. In addition, the vehicle may be configured to travel not only to the seedling supply side SL but also to other sides where seedling supply is possible depending on the position detected by the seedling out sensor. For movement to the seedling supply side SL or other sides during automatic travel, a travel route from that location may be generated, and automatic travel may be performed along the travel route.

Moreover, even if the seedlings run out in the middle of the field, in any case, it is necessary to travel to the seedling supply side SL to replenish the seedlings. Therefore, even if it is detected that the remaining amount of seedlings is less than a predetermined amount in the middle of the travel route, the work will not continue until it reaches the vicinity of the seedling supply side SL, for example, before the turning area of the internal reciprocating route IPL. may be continued.

A seedling breakage sensor (one of the sensor group 1A shown in Figure 5) is further provided to detect the breakage of seedlings in each row, and the remaining amount of seedlings is below a predetermined amount in the middle of the travel route. If the seedlings break in any of the rows during work travel after this is detected, the seedling planting device 3 may be raised and travel may be performed. The seedling breakage sensor that detects the breakage of seedlings may be configured, for example, to perform image analysis that determines that the seedlings are out when the number of seedlings has decreased below a threshold using an imaging device, or it may be configured to perform machine learning. It is also possible to input the captured image into the finished model to detect seedling breakage. In addition, a seedling breakage sensor for detecting the breakage of a seedling is a seedling breakage sensor (1 of the sensor group 1A shown in FIG. ).

The movement to the seedling supply side SL can be performed using the close-up function, but when the seedling planting device 3 is moved up (empty), the speed limit for close-up is lifted. The traveling vehicle speed may be faster than the narrowing that is performed before and after the turning area. Thereby, even if a decrease in the remaining amount of seedlings is detected at a position far from the seedling supply side SL, it is possible to quickly move to the seedling supply side SL.

At the start of automatic travel on the inner loop route IRL and the outer loop route ORL, if it is detected that the remaining amount of seedlings is less than a predetermined amount, the drive is not started. Furthermore, on each side of the inner circumferential route IRL and the outer circumferential route ORL, even when starting work travel after turning, travel is not started if it is detected that the remaining amount of seedlings is less than a predetermined amount. Also good.

At least one of the locations where it is detected that the remaining amount of seedlings is less than a predetermined amount, and the location where it is detected that the seedlings are broken for each row may be displayed on the information terminal 5 or the like.

During automatic driving on the inner loop route IRL and the outer loop route ORL, if it is detected that the remaining amount of seedlings is less than the predetermined amount, after the work run along each side is completed and before turning Alternatively, the aircraft 1 may be temporarily stopped later. During this stop, it can be determined whether or not to replenish seedlings.

It is also possible to adopt a configuration in which clogging of materials such as seedlings, for example, side-row fertilizer, seed rice, side-row application, etc., running out of fuel, remaining amount of battery 73, etc. is detected. When these are detected, the aircraft 1 may be stopped. For example, when materials such as fertilizer are clogged, it is difficult to determine in which row the side row fertilizer is clogged, so it is not possible to stop fertilizer application for each row, and it is appropriate to stop the aircraft 1. be. However, if possible, a sensor (one of the sensor group 1A shown in FIG. 5) may be provided to detect clogging of side row fertilizer, rice seed, side row application, etc. for each row. Moreover, the battery 73 can be charged by increasing the engine speed. Therefore, when it is detected that the remaining amount of battery 73 is below a predetermined amount, the engine speed may be automatically increased.

[Slip judgment]
A configuration for determining slip and controlling running will be explained using FIGS. 1 to 5.

Depending on the state of the field, the machine body 1 may slip while traveling, causing the wheels 12 (the machine body 1) to sink and hindering work travel. Therefore, it is preferable to measure the slip rate of the aircraft body 1.

The slip rate is a state in which the aircraft 1 is not running even though it is trying to run. Therefore, the slip rate can be calculated from the state of the continuously variable transmission 9 and the own vehicle position calculated from the positioning unit 8. Moreover, instead of the state of the continuously variable transmission 9, a rotation speed sensor (one of the sensor group 1A shown in FIG. 5) of the rotating shaft provided on the wheel 12 may be used.

If the slip ratio calculated in this manner is equal to or greater than a predetermined value and this state continues for a predetermined period of time or more, it is determined that the wheels 12 are sinking.

If it is determined that the wheels 12 are sunk, the aircraft 1 is temporarily stopped, and if it is running automatically, it is terminated. Furthermore, if it is determined that the wheels 12 are sunk, a return operation may be performed, and if the sinking is not resolved even after the return action, the aircraft 1 may be temporarily stopped. For example, the return operation may be performed by locking the differential and driving either the left or right wheel 12, by returning the steering wheel and engaging the side clutch while turning, or by performing slalom driving.

Further, sunken places on the driving route may be stored, the sunken places may be recognized as obstacles, and this may be reflected in the setting of the driving route. For example, a travel route is set so as to detour around a sunken location.

[About vehicle speed control when switching work clutch]
The seedling planting device 3 shown in FIGS. 1 and 2 is a specific example of the working device 1C. The seedling planting device 3 performs work in rice fields. More specifically, the seedling planting device 3 performs seedling planting work along a predetermined row direction.

Note that the present invention is not limited to this, and as a specific example of the working device 1C, a seeding device that performs seeding work along a predetermined row direction may be provided. That is, the working device 1C may be a planting-type working device that performs seedling planting work or sowing work along a predetermined row direction.

As shown in FIG. 15, the rice transplanter in this embodiment includes a first clutch C1, a second clutch C2, a third clutch C3, and a fourth clutch C4. The first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 constitute a respective clutch EC. Note that the each strip clutch EC is an example of a work clutch that switches the driving state of the work device 1C by turning on and off power transmission from the engine 2.

As shown in FIG. 15, power from the engine 2 is distributed to each planting mechanism 22 via each row clutch EC. Each row clutch EC is configured to be able to select start and stop of work by the seedling planting device 3 for each predetermined number of rows. More specifically, each row clutch EC is configured to be able to select start and stop of work by the seedling planting device 3 for every two rows.

Note that the present invention is not limited to this, and each row clutch EC may be configured such that the start and stop of work by the seedling planting device 3 can be selected for each row or for every three or more rows.

Below, each row clutch EC will be explained in detail. The eight planting mechanisms 22 are provided in four groups. Further, the control unit 30 controls the on/off states of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. That is, the control unit 30 controls the on/off state of each clutch EC. Note that the control unit 30 is an example of a clutch control section that controls the on/off state of the working clutch.

When the first clutch C1 is in the on state, the leftmost one of the four planting mechanisms 22 is driven. Furthermore, when the first clutch C1 is in the disengaged state, the leftmost one of the four planting mechanisms 22 stops.

When the second clutch C2 is in the on state, among the four planting mechanisms 22, the second one from the left is driven. Furthermore, when the second clutch C2 is in the disengaged state, the second one from the left of the four planting mechanisms 22 stops.

When the third clutch C3 is in the on state, among the four planting mechanisms 22, the second one from the right is driven. Furthermore, when the third clutch C3 is in the disengaged state, the second one from the right of the four planting mechanisms 22 stops.

When the fourth clutch C4 is in the on state, the rightmost one of the four planting mechanisms 22 is driven. Furthermore, when the fourth clutch C4 is in the disengaged state, one set at the right end of the four sets of planting mechanisms 22 stops.

Moreover, as shown in FIG. 15, the rice transplanter in this embodiment is equipped with a planting clutch C5. The planting clutch C5 is an example of a work clutch that switches the driving state of the work device 1C by turning on and off power transmission from the engine 2.

As shown in FIG. 15, the power from the engine 2 is distributed to each planting mechanism 22 via the planting clutch C5. The planting clutch C5 switches the drive state of the seedling planting device 3 by turning on and off power transmission from the engine 2.

To explain in detail, the control unit 30 controls the on/off state of the planting clutch C5. When the planting clutch C5 is in the on state, power from the engine 2 is transmitted to the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. At this time, if the first clutch C1, second clutch C2, third clutch C3, and fourth clutch C4 are in the ON state, four sets of planting mechanisms 22 are driven. Thereby, the seedling planting device 3 is driven.

Moreover, when the planting clutch C5 is in a disengaged state, the power from the engine 2 is not transmitted to any of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. As a result, the four planting mechanisms 22 are stopped. This causes the seedling planting device 3 to stop.

That is, when the planting clutch C5 is in the ON state, the seedling planting device 3 is driven, and when the planting clutch C5 is in the OFF state, the seedling planting device 3 is stopped.

With the above configuration, the rice transplanter in this embodiment starts driving the seedling planting device 3 when the planting clutch C5 is switched from the off state to the on state, and when the planting clutch C5 is switched from the on state to the off state. It is configured such that the drive of the seedling planting device 3 is stopped by switching to the state.

Moreover, the elevating link 13a shown in FIG. 1 is a specific example of the working device 1C. The control unit 30 controls the driving of the elevating link 13a. The seedling planting device 3 is raised and lowered by driving the raising and lowering link 13a. That is, the control unit 30 controls the raising and lowering of the seedling planting device 3. Note that the control unit 30 is an example of an elevation control section that controls elevation of the seedling planting device 3.

The control unit 30 is configured to raise the seedling planting device 3 when the driving of the seedling planting device 3 is stopped. This allows the rice transplanter to turn smoothly even if it is located at the edge of a ridge.

Moreover, the control unit 30 is configured to lower the seedling planting device 3 when the driving of the seedling planting device 3 is started. Thereby, the seedling planting operation by the seedling planting device 3 is reliably performed.

Further, the control unit 30 can perform deceleration control and speed increase control by controlling the traveling device 1D. Deceleration control is control to reduce vehicle speed. Moreover, speed increase control is control to increase vehicle speed. That is, the control unit 30 controls the vehicle speed. Note that the control unit 30 is an example of a vehicle speed control section that controls vehicle speed.

Here, the rice transplanter in this embodiment is an example of a working machine that can travel automatically. When this rice transplanter runs automatically, the first clutch C1, second clutch C2, third clutch C3, fourth clutch C4, and planting clutch C5 are automatically controlled by the control unit 30.

There is a time lag from when control for turning on and off of each row clutch EC and planting clutch C5 is started until the driving state of seedling planting device 3 is actually switched. Therefore, if the traveling speed is too fast, the planting operation may not start or end at an appropriate position. In order to properly perform the planting work, it is preferable that the traveling vehicle speed is reduced when turning on and off the row clutch EC or the planting clutch C5. For example, when turning on and off the row clutch EC or the planting clutch C5, the traveling vehicle speed is reduced to a predetermined vehicle speed.

Moreover, it is preferable to recover the traveling speed after the on/off operation of each row clutch EC or planting clutch C5 is completed. Thereby, the planting work or subsequent traveling can be performed efficiently while starting or ending the planting work appropriately.

However, if the traveling vehicle speed changes repeatedly in a short period of time, work may not be carried out properly, and smooth running may be hindered. Therefore, when the distance traveled by the aircraft 1 after each row clutch EC or planting clutch C5 is disengaged and before each row clutch EC or planting clutch C5 is turned on is less than a predetermined distance, , a configuration may be adopted in which the traveling vehicle speed is not restored. Alternatively, if the time from when each row clutch EC or planting clutch C5 is turned off to when each row clutch EC or planting clutch C5 is switched on is less than a predetermined time, the traveling vehicle speed A configuration in which no recovery is performed may also be used.

Note that these predetermined distances and times can be set arbitrarily and can also be changed according to work conditions. Moreover, the predetermined distance and time can also be set for each strip. Further, when decelerating and accelerating, it is preferable that the speed is not changed abruptly but is performed gradually.

Further, the function of reducing the traveling vehicle speed when turning on/off the individual row clutch EC or the planting clutch C5 may be configured to be arbitrarily disabled.

In the following, vehicle speed control when the on/off state of each row clutch EC is switched will be explained using automatic driving shown in FIG. 16 as an example. In addition, below, the control for switching the on/off state of each row clutch EC will be referred to as "switching control".

In the example shown in FIG. 16, the rice transplanter first performs seedling planting work while traveling along the internal reciprocating path IPL. Next, the rice transplanter performs seedling planting work while traveling along the inner loop route IRL. Finally, the rice transplanter performs seedling planting work while traveling along the outer circumferential route ORL.

In this example, the obstacle OB is located on the outer periphery of the field. Therefore, the outer loop route ORL is generated in a state that detours around the obstacle OB. As a result, a portion of the outer circumferential route ORL extends toward the inner circumferential route IRL.

As a result, when the rice transplanter travels along the inner loop route IRL, the left two sets of the four planting mechanisms 22 are used for planting seedlings when the rice transplanter travels along the outer loop route ORL. It will pass through the area where the work will be carried out. Therefore, the left two sets of the four planting mechanisms 22 are stopped while passing through this area.

When the control unit 30 executes the switching control, the control unit 30 executes the deceleration control before the on/off state of each row clutch EC is switched. Further, after the aircraft 1 passes the switching point, the control unit 30 executes speed increase control. Note that the switching point is the position of the aircraft at the time when the control unit 30 executes the switching control.

That is, when the control unit 30 executes switching control, which is control for switching between the on and off states of the monochrome clutch EC, before the on/off state of the monochrome clutch EC is switched, the control unit 30 performs control to reduce the vehicle speed. Executes deceleration control.

Further, after the aircraft 1 passes the switching point, which is the aircraft position at the time when the switching control is executed by the control unit 30, the control unit 30 executes speed increase control, which is control to increase the vehicle speed.

To explain in detail, when the rice transplanter travels along the inner loop route IRL shown in FIG. 16, the machine body 1 first passes through position P1. The time at this time is defined as time t1.

Next, the aircraft 1 reaches position P3 after passing through position P2. At this time, under the control of the control unit 30, the first clutch C1 and the second clutch C2 are switched from the on state to the off state. As a result, the left two sets of the four planting mechanisms 22 stop.

Next, the aircraft 1 reaches position P8 after passing through positions P4, P5, P6, and P7. At this time, under the control of the control unit 30, the first clutch C1 and the second clutch C2 are switched from the disengaged state to the on state. As a result, the driving of the left two sets of the four planting mechanisms 22 is restarted.

Thereafter, the aircraft 1 passes through positions P9 and P10.

That is, in this example, all four sets of planting mechanisms 22 are driven until the body 1 reaches position P3. Therefore, the rice transplanter plants eight rows of seedlings while traveling until the machine body 1 reaches position P3.

Further, when the machine body 1 is located between the position P3 and the position P8, the rice transplanter plants only four rows of seedlings on the right side while traveling.

After the machine 1 passes the position P8, the rice transplanter plants eight rows of seedlings while traveling.

FIG. 17 shows a change in the vehicle speed of the rice transplanter when the rice transplanter travels along the inner loop route IRL in the example shown in FIG. 16.

Note that the times when the aircraft 1 reaches positions P2, P3, P4, P5, P6, P7, P8, P9, and P10 are respectively times t2, t3, t4, t5, t6, t7, t8, t9, and Let it be t10.

Until time t1, the vehicle speed of the rice transplanter is the first vehicle speed V1. Then, at time t1, the aircraft 1 reaches position P1. In this example, switching control is scheduled to be executed when the aircraft 1 reaches position P3. Therefore, the control unit 30 executes deceleration control from time t1 to time t2. In this embodiment, the deceleration control is executed until the vehicle speed of the rice transplanter reaches a predetermined second vehicle speed V2. Note that the second vehicle speed V2 is lower than the first vehicle speed V1.

As a result, the vehicle speed of the rice transplanter reaches the second vehicle speed V2 when the machine body 1 reaches the position P2. That is, at time t2, the vehicle speed reaches the second vehicle speed V2.

At time t3, the aircraft 1 reaches position P3. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the on state to the off state under the control of the control unit 30. That is, at this time, the control unit 30 executes switching control.

Here, as described above, the deceleration control has already been executed in the period from time t1 to time t2. That is, the control unit 30 has already executed the deceleration control before the on/off state of each row clutch EC is switched.

Further, position P3 is a switching point. Therefore, after the aircraft 1 passes the position P3, the control unit 30 executes speed increase control from time t4 to time t5. In addition, in this embodiment, the speed increase control is executed until the vehicle speed of the rice transplanter reaches the vehicle speed before execution of the deceleration control.

As a result, when the machine body 1 reaches the position P5, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. Thereafter, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1 until time t6.

In this example, switching control is scheduled to be executed when the aircraft 1 reaches position P8. Therefore, the control unit 30 executes deceleration control from time t6 to time t7.

As a result, the vehicle speed of the rice transplanter reaches the second vehicle speed V2 when the machine body 1 reaches the position P7. That is, at time t7, the vehicle speed reaches the second vehicle speed V2.

At time t8, the aircraft 1 reaches position P8. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the disengaged state to the on state under the control of the control unit 30. That is, at this time, the control unit 30 executes switching control.

Here, as described above, the deceleration control has already been executed in the period from time t6 to time t7. That is, the control unit 30 has already executed the deceleration control before the on/off state of each row clutch EC is switched.

Further, position P8 is a switching point. Therefore, after the aircraft 1 passes the position P8, the control unit 30 executes speed increase control from time t9 to time t10.

As a result, the vehicle speed of the rice transplanter reaches the first vehicle speed V1 when the machine body 1 reaches the position P10. Thereafter, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.

In the example described above, after the aircraft 1 passes the position P3, the control unit 30 executes the speed increase control.

However, in this embodiment, a first point that is a switching point and a second point that is a switching point are located on the travel route of the aircraft 1, and the aircraft 1 passes through the first point. If the aircraft 1 is scheduled to pass the second point after the first point and the distance between the first point and the second point is less than or equal to a predetermined reference distance, the control unit 30 controls the aircraft 1 to pass the first point. Speed increase control is not performed from the time the vehicle passes through the point until the vehicle reaches the second point.

For example, in the example shown in FIG. 16, a position P3 that is a switching point and a position P8 that is a switching point are located on the inner loop route IRL that is the travel route of the aircraft 1. Furthermore, the aircraft 1 is scheduled to pass through position P8 after passing through position P3.

Therefore, if the distance between position P3 and position P8 is less than or equal to the predetermined reference distance, unlike the above example, the control unit 30 will control the aircraft 1 to reach position P8 after passing through position P3. Until then, speed increase control will not be executed. In this case, the deceleration control may or may not be performed after the aircraft 1 passes the position P3 until it reaches the position P8. When deceleration control is executed, the vehicle speed of the rice transplanter may be lower than the second vehicle speed V2. Furthermore, when deceleration control is executed, a configuration may be adopted in which the vehicle continues to be decelerated from position P1 to position P5, continues to increase speed from position P5 to position P10, and returns to the first vehicle speed V1, which is the normal working speed.

Further, in the above example, while the rice transplanter is traveling along the inner loop route IRL, the on/off state of each row clutch EC is switched. However, the present invention is not limited thereto, and the on/off state of the planting clutch C5 may be switched while the rice transplanter is traveling along the inner circumferential route IRL. When the control unit 30 executes switching control, which is control for switching the on/off state of the planting clutch C5, before the on/off state of the planting clutch C5 is switched, the control unit 30 performs control to reduce the vehicle speed. You may perform deceleration control as follows.

Further, in the above example, when the aircraft body 1 reaches the position P3, the first clutch C1 and the second clutch C2 are simultaneously switched from the on state to the off state. However, the present invention is not limited thereto, and first the first clutch C1 may be switched from the on state to the disengaged state, and then the second clutch C2 may be switched from the on state to the disengaged state.

Further, in the above example, when the body 1 reaches position P8, the first clutch C1 and the second clutch C2 are simultaneously switched from the disengaged state to the on state. However, the present invention is not limited thereto, and first the second clutch C2 may be switched from the disengaged state to the on state, and then the first clutch C1 may be switched from the disengaged state to the on state.

Further, in the above example, when the rice transplanter travels along the inner loop route IRL, the on/off states of the first clutch C1 and the second clutch C2 are switched, and the third clutch C3 and the fourth clutch C4 are switched on/off. The state remains the same. However, the present invention is not limited to this, and when the rice transplanter travels along the inner circumferential route IRL, the on/off state of any of the row clutches EC may be switched.

[About lifting and lowering control of seedling planting device]
The internal reciprocating route IPL is a repeating route of a straight route and a turning route, but at the end point of the straight route, the control unit 30 switches the planting clutch C5 from the on state to the off state, and then the seedling planting device 3 rises. . Here, in this embodiment, the seedling planting device 3 is maintained in a lowered state while the aircraft 1 travels a predetermined distance D1 from the aircraft position at the time when the planting clutch C5 is switched between the on and off states. It is configured. With this configuration, it is possible to prevent the seedling planting device 3 from rising while the seedlings are held in the planting claws of each planting mechanism 22, and floating seedlings from occurring.

That is, the control unit 30 lowers the seedling planting device 3 while the body 1 travels a predetermined distance D1 from the body position at the time when the planting clutch C5 was switched from the on state to the off state by the control unit 30. is configured to be maintained.

In addition, as another embodiment, the planting clutch C5 may be configured to be switched from the on state to the off state a predetermined distance D1 before the end point position of the straight path.

Further, the predetermined distance D1 is equal to or longer than the planting interval of seedlings along the traveling direction of the machine body 1. That is, the predetermined distance D1 is greater than or equal to the distance between plants.

In the following, the elevation control of the seedling planting device 3 when the planting clutch C5 is switched from the on state to the off state will be described using automatic travel shown in FIG. 18 as an example.

In the example shown in FIG. 18, the rice transplanter performs seedling planting work in the internal area IA while traveling along the internal reciprocating path IPL. Then, the aircraft 1 reaches position P11. Position P11 is located at the boundary between the inner area IA and the outer peripheral area OA.

When the body 1 reaches position P11, the control unit 30 switches the planting clutch C5 from the on state to the off state. That is, the position P11 is the body position at the time when the planting clutch C5 is switched from the on state to the off state by the control unit 30.

Thereafter, the aircraft 1 enters the outer peripheral area OA and reaches position P12. The traveling distance of the aircraft 1 from position P11 to position P12 is a predetermined distance D1. Therefore, the control unit 30 maintains the seedling planting device 3 in a lowered state until the body 1 reaches the position P12.

After the aircraft 1 passes the position P12, the control unit 30 raises the seedling planting device 3.

Note that the control unit 30 may be configured in a divided state for each function. For example, a functional unit that controls the individual clutch EC and a functional unit that controls the traveling equipment 1D may be provided separately, and the control unit 30 may be constituted by these functional units.

Moreover, as explained above, the control unit 30 controls the driving state of the seedling planting device 3, the vehicle speed, and the elevation of the seedling planting device 3 based on the position of the machine body 1. Here, in the control by the control unit 30, the position of any part of the rice transplanter may be handled as the position of the machine body 1. That is, the control by the control unit 30 may be performed based on the position of any part of the rice transplanter. For example, the vehicle speed control by the control unit 30 may be performed based on the position of the positioning unit 8 or may be performed based on the position of the seedling planting device 3.

[Start timing and end timing of fertilization work]
The fertilization device 4 (feeding device) includes a hopper 25 (storage section) that stores fertilizer (chemicals and other agricultural materials), a feeding mechanism 26 that feeds out the fertilizer from the hopper 25, and a feeding mechanism 26 that transports the fertilizer fed out by the feeding mechanism 26. and a fertilization hose 28 (hose) for discharging the fertilizer to the field. The fertilizer stored in the hopper 25 is dispensed in predetermined amounts by the dispensing mechanism 26 and sent to the fertilizing hose 28, conveyed through the fertilizing hose 28 by the conveying air of the blower 27, and discharged from the furrower 29 to the field. Ru. In this way, the fertilization device 4 supplies fertilizer to the field. The hopper 25 and the feeding mechanism 26 are mounted and supported on the body frame 1E, and the groove creator 29 is provided at the lower end of the seedling planting device 3. The fertilizer hose 28 extends between the feeding mechanism 26 and the furrower 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer hose 28.

The fertilization work by the fertilization device 4 is performed in conjunction with the planting work. For example, as shown in FIG. 4, an internal reciprocating route IPL is set in the inner area IA, and a turning route is set in the outer peripheral area OA. The internal reciprocating routes IPL are a plurality of parallel routes, and the turning route is a route that connects adjacent internal reciprocating routes IPL. The planting work by the seedling planting device 3 is performed along the internal reciprocating route IPL, and the fertilizing work by the fertilizing device 4 is also performed along the internal reciprocating route IPL. On the other hand, planting work is not performed on the relevant turning path in the outer peripheral area OA, and fertilization work by the fertilization device 4 is not performed on the relevant turning path in the outer peripheral area OA.

When the rice transplanter travels along the internal reciprocating route IPL while planting the interior area IA, the rice transplanter reaches the boundary area between the interior area IA and the outer peripheral area OA. The boundary area in the internal area IA is the "end position", and at this end position, the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, at the same time as the planting mechanism 22 is stopped or the seedling planting device 3 is raised, the feeding mechanism 26 is stopped and the fertilization operation by the fertilization device 4 is stopped. This completes the planting work and fertilization work along one internal reciprocating route IPL in the internal area IA. After this, the rice transplanter moves to the outer circumferential area OA and turns in the outer circumferential area OA in order to move to the adjacent internal reciprocating route IPL.

When the turning movement is completed in the outer peripheral area OA, the rice transplanter moves to the inner area IA again and starts the planting work and fertilization work along the adjacent internal reciprocating path IPL. The boundary area between the inner area IA and the outer peripheral area OA in the inner area IA is the "starting position", and at this starting position, the seedling planting device 3 is lowered and the planting mechanism 22 is operated again. Generally, at the same time as the seedling planting device 3 is lowered or the planting mechanism 22 starts operating, the feeding mechanism 26 starts to move and the fertilization operation by the fertilizing device 4 is started.

However, there is a delay corresponding to the length of the fertilization hose 28 from when the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 until it actually reaches the field. For this reason, at the starting position, the actual timing of starting the supply of fertilizer to the field is delayed from the starting timing of the planting work, and there is a possibility that fertilization may not be sufficiently applied at the starting position. Furthermore, at the end position, there is a possibility that the timing of stopping the actual supply of fertilizer to the field will be delayed from the timing of stopping the planting work. In addition, once the rice transplanter stops at this end position, the fertilizer remaining in the fertilization hose 28 is directly discharged to the end position, and there is a risk that an excessive amount of fertilizer may be supplied at the end position. In order to eliminate such inconveniences, in this embodiment, the following control is performed on the fertilization device 4.

The control unit 30, which is the core of the control system of the rice transplanter, controls the running of the rice transplanter and the operations of various working devices 1C. A fertilizing device 4 is included in a part of the working device 1C. The positioning unit 8 acquires position information of the aircraft 1, that is, the position of the own vehicle, based on positioning signals from navigation satellites. The control unit 30 is capable of controlling the fertilization device 4 based on the own vehicle position calculated by the positioning unit 8 while the body 1 is traveling. The control unit 30 operates the fertilizing device 4 before starting the work run when starting the work run from a preset starting position, and operates the fertilizing device 4 before starting the work run when starting the work run from a preset start position, and operates the fertilization device 4 before starting the work run when the work run is to be completed at a preset end position. The fertilizer application device 4 is configured to be stopped before the end of the application.

The time required from when the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 to when it is actually discharged to the field (hereinafter referred to as "manure transport time") depends on the wind speed of the transport wind and the length of the fertilization hose 28. Change. Therefore, a configuration may be adopted in which the operator can set the required time for transporting fertilizer while operating the information terminal 5. Alternatively, the required time for transporting the fertilizer may be automatically calculated by the control unit 30 by the operator setting the length of the fertilizing hose 28 and the wind speed of the transport wind using the information terminal 5. The control unit 30 calculates the distance that the rice transplanter travels after the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 until it is actually discharged into the field (hereinafter referred to as the "required fertilizer transport distance"). Also good. In this case, the required distance for transporting fertilizer is calculated by multiplying the above-mentioned required time for transporting fertilizer by the traveling vehicle speed of the rice transplanter.

The starting position after turning is known, and the position of the rice transplanter is calculated by the positioning unit 8. Furthermore, the traveling vehicle speed is calculated from the amount of change in the vehicle position per unit time. In other words, the positioning unit 8 corresponds to a "speed detection section" that can detect the traveling vehicle speed (velocity) of the aircraft 1. Note that the speed detection section may be a rotation speed sensor (not shown) provided on the wheel 12 or may be a rotation speed sensor (not shown) provided on the continuously variable transmission 9. By dividing the distance between the starting position and the host vehicle's position by the traveling vehicle speed, the time required for the part of the machine body 1 where the groove maker 29 is located to reach the starting position (hereinafter referred to as "first time") is calculated. During the first time, while the rice transplanter is turning in the outer area OA toward the next internal reciprocating route IPL, or after completing the turning, the rice transplanter is moving from the outer area OA to the inner area IA. It is calculated periodically in between. Note that the first distance is calculated by multiplying the first time by the traveling vehicle speed. The first distance is the distance until the part of the body 1 where the groove cutter 29 is located reaches the starting position (see FIGS. 19 and 20).

In addition, since the end position is known, by dividing the distance between the end position and the own vehicle position by the traveling vehicle speed, the time required for the part of the fuselage 1 where the groove cutter 29 is located to reach the end position ( (hereinafter referred to as the "second time") is calculated. The second time period is calculated periodically while the rice transplanter is traveling in the internal area IA along the internal reciprocating route IPL while performing the planting operation. Note that the second distance is calculated by multiplying the second time by the traveling vehicle speed. The second distance is the distance until the part of the body 1 where the groove cutter 29 is located reaches the end position (see FIGS. 21 and 22).

As shown in FIGS. 19 and 20, when the rice transplanter is turning in the outer area OA toward the next internal reciprocating route IPL, or when the rice transplanter has completed turning and moving from the outer area OA to the inner A first time is calculated periodically while moving to area IA. When the first time becomes less than or equal to the time required for transporting the fertilizer, the control unit 30 operates the feeding mechanism 26. Then, when the fertilizer conveyed along the fertilization hose 28 begins to be discharged, the furrower 29 is located at the starting position. In other words, the fertilization work by the fertilization device 4 is started accurately at the starting position. That is, the control unit 30 calculates the first time, which is the time it takes for the part of the machine body 1 where the groove cutter 29 is located to reach the starting position, based on the own vehicle position (position information), and The fertilizer application device 4 is configured to operate when one hour is less than the required time for transporting fertilizer (a preset threshold). The control unit 30 also operates the fertilization device 4 so that the fertilizer conveyed along the fertilization hose 28 begins to be discharged at the starting position. Alternatively, the control unit 30 calculates a first distance based on the own vehicle position, which is the distance from where the groove cutter 29 is located in the aircraft body 1 to the starting position after the aircraft body 1 turns. At the same time, the fertilizer application device 4 may be operated when the first distance is less than or equal to the required fertilizer transport distance (a preset threshold).

As shown in FIGS. 21 and 22, while the rice transplanter is traveling in the interior area IA while performing planting work, the second time period is calculated periodically. When the second time becomes equal to or less than the required time for transporting the fertilizer, the control unit 30 stops the feeding mechanism 26. Then, when the fertilizer conveyed along the fertilization hose 28 is completely discharged, the furrower 29 is located at the end position. In other words, the fertilization work by the fertilization device 4 is accurately completed at the end position. That is, the control unit 30 calculates the second time, which is the time it takes for the part of the machine body 1 where the furrower 29 is located to reach the end position, based on the own vehicle position, and also calculates the second time when the fertilizer The fertilization device 4 is configured to be stopped when the required time for transportation is less than or equal to a preset threshold. Furthermore, the control unit 30 stops the fertilizing device 4 so that the fertilizer conveyed along the fertilizing hose 28 is completely discharged at the end position. Alternatively, the control unit 30 calculates the second distance, which is the distance from the part of the machine body 1 where the groove cutter 29 is located to the end position, based on the own vehicle position, and also calculates the second distance when the second distance is The fertilization device 4 may be stopped when the required transportation distance is less than or equal to a preset threshold.

Although the field shown in FIG. 4 has a rectangular shape, the field does not always have a rectangular shape, and may have a trapezoidal shape or a scalene shape, for example. For example, as shown in FIG. 23, a case may be considered in which the boundary line between the outer circumferential area OA and the inner area IA is inclined with respect to the internal reciprocating path IPL. During the planting work in the inner area IA, it is not preferable if the seedlings are planted in a state that protrudes into the outer peripheral area OA. Therefore, in a state where the seedling planting device 3 straddles the boundary between the outer peripheral area OA and the internal area IA, by using the planting clutch provided for each row of the seedling planting device 3, it is possible to Only the planting work will be carried out. The seedling planting device 3 as a working device is configured to be able to plant seedlings row by row in a field. Further, in the fertilization device 4, the feeding mechanism 26 is provided for every two rows, but may be provided for each row, or may be provided for every three or more rows.

In the embodiment shown in FIG. 23, the right side of the seedling planting device 3 is located in the internal area IA, and as the aircraft 1 moves forward, the right side of the seedling planting device 3 is located in the internal area IA. The proportion increases. Therefore, when the right end of the seedling planting device 3 enters the inside area IA, only the rightmost planting clutch of the seedling planting device 3 is in the transmission state, and as the aircraft 1 moves forward, the left side Each planting clutch is switched to a transmitting state in turn.

In the example shown in FIG. 23, the starting position of the planting operation differs for each row. For this reason, the control unit 30 calculates the first time, which is the time required to reach the starting position, for each planting row, and when the first time for each planting row is less than or equal to the required time for transporting the fertilizer, the control unit 30 Each of the feeding mechanisms 26 in 4 is operated separately for each planting row. It is also conceivable that the end position of the planting work differs from row to row. In this case, the control unit 30 calculates the second time, which is the time it takes to reach the end position, for each planting row, and when the second time for each planting row is less than or equal to the required time for transporting the fertilizer, the control unit 30 Each of the feeding mechanisms 26 in 4 is stopped separately for each planting row. That is, the control unit 30 is configured to operate or stop the fertilizing device 4 for each row in conjunction with the row in which the seedling planting device 3 plants seedlings.

In the embodiment described above, the end position where the rice transplanter performs planting work along the internal reciprocating route IPL, and the starting position after the rice transplanter performs turning travel in the outer peripheral area OA toward the next internal reciprocating route IPL. Although the start timing and end timing of the fertilization work have been explained based on and, the present invention is not limited to this embodiment. For example, the end position may be the terminal end of one inner circular route IRL in the outer peripheral area OA (the end before the rice transplanter turns toward the next inner circular route IRL), or the terminal end of the outer circular route ORL (the rice transplanter may be the end before turning toward the next outer circumferential route ORL). When the rice transplanter is traveling along the inner loop route IRL (or outer loop route ORL) while performing planting work, the second time period is calculated periodically. Then, when the rice transplanter approaches the end position of the inner circular route IRL (or outer circular route ORL) and the second time becomes equal to or less than the required time for transporting the fertilizer, the control unit 30 may stop the feeding mechanism 26. Further, when the start position is the starting end of the next inner loop route IRL and the rice transplanter is turning in the outer peripheral area OA toward the next inner loop route IRL (or outer loop route ORL), the first The time may be calculated periodically. Then, when the rice transplanter approaches the start position of the next inner loop route IRL (or outer loop route ORL) and the second time becomes less than or equal to the required time for transporting the fertilizer, the control unit 30 may operate the feeding mechanism 26. .

As described above, there is a delay corresponding to the length of the fertilization hose 28 from when the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 until it actually reaches the field. From this, it is conceivable that if the traveling speed is too fast, fertilization of the field may not start or end at an appropriate position. In order to perform the fertilization work appropriately, the control unit 30 decelerates the machine body 1 before operating or stopping the fertilization device 4 when the traveling vehicle speed is higher than a preset speed. At this time, the control unit 30 may reduce the speed to the set speed or may reduce the speed to less than the set speed. Further, when the traveling vehicle speed is lower than the set speed, the control unit 30 may cause the body 1 to travel at that traveling vehicle speed until the fertilizing device 4 starts operating or stopping. Furthermore, when the vehicle speed is lower than the set speed, the control unit 30 may increase the speed of the machine body 1 to an arbitrary speed that is easy to match with the stop timing of the fertilizing device 4 before operating or stopping the fertilizing device 4. .

Although the above-described embodiment shows a configuration in which the required time for transporting fertilizer is set by the operator operating the information terminal 5, the present invention is not limited to this embodiment. For example, the driving rotational speed of the feeding mechanism 26 and the driving rotational speed of the blower 27 may be configured to change in conjunction with the traveling vehicle speed, and in this case, the required time for transporting the fertilizer is calculated periodically by the control unit 30. It may also be a configuration. In this case, the driving speed of the feeding mechanism 26 and the driving speed of the blower 27 may become faster as the traveling vehicle speed increases, so that the required time for transporting the fertilizer becomes shorter. The control unit 30 may start operating the feeding mechanism 26 at a position closer to the start position as the traveling vehicle speed increases, or may start operating the feeding mechanism 26 at a position closer to the start position as the traveling vehicle speed increases, or may operate the feeding mechanism 26 at a position closer to the start position as the traveling vehicle speed becomes faster. The feeding mechanism 26 may be stopped at a position approaching . That is, the control unit 30 may be configured to be able to change the timing at which the fertilization device 4 is operated or stopped based on the traveling vehicle speed.

In addition, although fertilizer is shown as an agricultural material in the above-mentioned embodiment, a liquid or powder-like chemical|medical agent may be sufficient as an agricultural material, and a liquid or powder-like fertilizer may be sufficient as it. Further, in the above-described embodiment, the fertilization device 4 is shown as the supply device, but the supply device may be a chemical spraying device that sprays the chemical onto the field. Further, in the above-described embodiment, the seedling planting device 3 is shown as the working device, but the working device may be, for example, a seeding device (including pinpoint direct sowing in a field). In other words, it is sufficient if the working device is capable of sowing seeds and seedlings row by row in the field. "Seedlings" include pre-germinated seeds and post-germinated seedlings. "Sowing" is a general term for the work of sowing ungerminated seeds in a field or transplanting germinated seedlings in a field. Moreover, as an embodiment different from the above-mentioned configuration, a receiving part for temporarily receiving fertilizer is provided in a part of the fertilizing hose 28 near the field, and the receiving part is provided to intermittently supply fertilizer based on the positional information of the machine body 1. It may be a configuration.

[Continuously variable transmission swash plate neutral return control and engine starting control]
As shown in FIG. 24, the control unit 30 is connected to a brake detection section 80, a key switch 81, a neutral sensor 82, a notification device 83, and the like.

The brake detection unit 80 detects that the brake pedal 84 is depressed. The brake pedal 84 operates a brake device 85 that brakes the wheels 12 . The brake pedal 84 is provided in the driving section 14. The brake pedal 84 is configured to be able to be depressed from an initial position Pini to a maximum depression position Pmax, and is linked to a brake device 85 via a link mechanism (not shown).

The brake device 85 is provided in a mission case 86 that houses an auxiliary transmission (not shown), an inter-station transmission (not shown), and the like. The brake device 85 includes a brake pad (not shown) and a swinging operation arm 85a that presses the brake pad.

The brake detection unit 80 includes a pedal start sensor 80a, a pedal end sensor 80b, and a pedal pedal sensor 80c.

The pedal start sensor 80a detects that the brake pedal 84 is depressed from the initial position Pini. In this embodiment, the stepping start sensor 80a is configured by a magnetic sensor. Note that the stepping start sensor 80a may be configured by a sensor other than a magnetic sensor.

The pedal end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax. In this embodiment, the pedal end sensor 80b is configured by a limit switch. Note that the pedal end sensor 80b may be configured by a sensor other than a limit switch.

The depression sensor 80c detects that the brake pedal 84 has been depressed to an intermediate position Pmid located between the initial position Pini and the maximum depression position Pmax. In this embodiment, the stepping sensor 80c is constituted by a magnetic sensor. Note that the stepping sensor 80c may be configured by a sensor other than a magnetic sensor.

Here, as described above, the intermediate position Pmid is located between the initial position Pini and the maximum depression position Pmax, but is not limited to the central position between the initial position Pini and the maximum depression position Pmax. do not have. For example, the intermediate position Pmid can be set to a position where a predetermined depression stroke is secured from the initial position Pini.

The key switch 81 is used to start the engine 2. The key switch 81 is provided in the operating section 14.

The neutral sensor 82 detects that the shift position of the continuously variable transmission 9 is the neutral position. The neutral sensor 82 may, for example, be one that detects that the main shift lever 7A is in the neutral position, or may be one that detects that the swash plate 9a of the continuously variable transmission 9 is in the neutral position.

When the brake detection unit 80 detects that the brake pedal 84 has been depressed, the control unit 30 controls the swash plate 9a of the continuously variable transmission 9 at a stage before the brake pedal 84 reaches the maximum depression position Pmax. Begin returning to neutral position. In the present embodiment, when the depression sensor 80c detects that the brake pedal 84 has been depressed to an intermediate position Pmid, the control unit 30 starts returning the swash plate 9a of the continuously variable transmission 9 to the neutral position, and When the pedal end sensor 80b detects that the pedal 84 has been depressed to the maximum depression position Pmax, the swash plate 9a of the continuously variable transmission 9 is returned to the neutral position.

Here, instead of the above-described configuration, the control unit 30 moves the swash plate 9a of the continuously variable transmission 9 to the neutral position when the depression sensor 80a detects that the brake pedal 84 is depressed from the initial position Pini. When the depression sensor 80c detects that the brake pedal 84 has been depressed to the intermediate position Pmid, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position.

Alternatively, instead of the above-described configuration, the brake detection section 80 is provided with a depression amount sensor (not shown) that detects the depression amount of the brake pedal 84, and the control unit 30 controls the brake pedal pressure detected by the depression amount sensor. The swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position as the amount of depression of the pedal 84 increases. In this case, the depression amount sensor can be configured by a potentiometer.

Alternatively, instead of the above configuration, a swing angle sensor that detects the swing angle of the operating arm 85a is provided, and the control unit 30 is configured such that the swing angle of the operating arm 85a detected by the swing angle sensor is large. Depending on the situation, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position.

Alternatively, instead of the above configuration, when the brake detection section 80 detects that the brake pedal 84 has been depressed, the control unit 30 returns the main shift lever 7A to the neutral position, and based on this, the control unit 30 returns the main shift lever 7A to the neutral position. The swash plate 9a of the device 9 may be returned to the neutral position.

When the engine 2 is started by the key switch 81, the control unit 30 detects that the brake pedal 84 has been depressed to the maximum depression position Pmax by the pedal end sensor 80b, and controls the speed change of the continuously variable transmission 9. When the neutral sensor 82 detects that the position is the neutral position, the engine 2 is started based on the starting operation of the key switch 81.

The notification device 83 is for notifying that the engine 2 will not be started. Here, when the engine 2 is started by the key switch 81, the pedal end sensor 80b does not detect that the brake pedal 84 has been depressed to the maximum depression position Pmax, or the continuously variable transmission 9 does not change the speed. If the neutral sensor 82 does not detect that the position is the neutral position, the engine 2 will not be started even if the engine 2 is started by the key switch 81. Therefore, when the engine 2 is not started, the notification device 83 notifies the user that the engine 2 will not be started and a method for resolving the situation in which the engine 2 is not started. The notification by the notification device 83 is performed by audio, image (image display on the information terminal 5, etc.), or a combination thereof.

The control unit 30 estimates the amount of wear on the brake device 85 (the brake pad) based on travel information when the brake device 85 brakes the wheels 12 . Here, the traveling information is, for example, the rotation speed of the rear wheels 12B, the position information of the positioning unit 8, and the rotation speed of the output shaft of the continuously variable transmission 9.

The Honda rice transplanter may be configured to be able to start the engine 2 using a remote control. By starting the engine 2 using the remote control, the positioning unit 8 and the like can be prepared for operation and the battery 73 can be charged. The Honda rice transplanter may be provided with a direct connection circuit or a mode (control mode) that allows only the engine 2 to be started even if an abnormality occurs in the electrical system.

As shown in FIGS. 1, 2, and 3, a driving unit 2A having an engine 2 and an engine bonnet 2B that covers the engine 2 is located in the front side area of a fuselage 1 that is capable of driving front wheels 12A and rear wheels 12B. A driving section 14 is provided in the rear region of the body 1 to constitute a self-propelled vehicle. The self-propelled vehicle has a spare seedling storage device 17A provided on both sides of the driving unit 2A, and a hopper 25 and a feeding mechanism 26 provided behind the driver's seat 16 and constituting the fertilization device 4. etc.

The left and right spare seedling storage devices 17A are supported by a spare seedling support frame 17, which serves as a support frame and is installed upright on the engine frame 1F of the body frame 1E. Specifically, the left and right spare seedling storage devices 17A have four upper and lower stages of spare seedling mounting tables 70, and extend in a direction along the vertical direction of the vehicle body toward the spare seedling support frame 17 side with respect to the preliminary seedling mounting tables 70. It has a storage device frame 70a that supports four upper and lower tiers of preliminary seedling mounting tables 70. As shown in FIG. 1, the spare seedling support frame 17 is horizontally suspended over left and right lower end side portions 17a extending upward from both side portions of the engine frame 1F in the upward direction of the vehicle body, and the upper portions of the left and right lower end side portions 17a. It has an upper end side portion 17b. The left and right lower end side parts 17a are located at lower positions than the upper end side part 17b. A storage device frame 70a of the left spare seedling storage device 17A is supported by the left lower end side portion 17a. A storage device frame 70a of the right spare seedling storage device 17A is supported by the right lower end side portion 17a. The four upper and lower tiers of preliminary seedling mounting stands 70 in the left and right preliminary seedling storage devices 17A are supported by the preliminary seedling support frame 17 via the storage device frame 70a. In this embodiment, the left and right spare seedling storage devices 17A have four stages of top and bottom spare seedling mounting tables 70, but the present invention is not limited thereto. For example, the spare seedling mounting table 70 may be provided in three or less vertical stages, or in five or more vertical stages.

[Sonar control device, stacked light, receiving device, battery]
As shown in FIGS. 2 and 3, a front sonar ECU 64A as a sonar control device, a stacked light 71 that displays the control mode of the control unit 30 on the outside of the self-propelled vehicle, and a wireless command signal from a remote control 90 (remote control device) A receiving device 72 that receives the wireless command signal, converts the received wireless command signal into an electrical signal, and transmits the electric signal to the control unit 30 is provided on the right side of the vehicle. A battery 73 that supplies power to the sonar ECU 64, the stacked light 71, and the receiving device 72 is located on the side where the front sonar ECU 64A, the stacked light 71, and the receiving device 72 are installed, out of both sides of the self-propelled vehicle. , that is, on the right lateral side. In this embodiment, the front sonar ECU 64A, the stacked light 71, the receiving device 72, and the battery 73 are provided on the right side of the self-propelled vehicle, but they are provided on the left side of the self-propelled vehicle. It may be.

To explain in detail, the front sonar ECU 64A and the stacked light 71 are provided above the right spare seedling storage device 17A, as shown in FIGS. 2 and 3. As shown in FIGS. 2 and 3, the receiving device 72 is provided at a location near the right end of the vehicle body in the upper front region of the driving section 14. As shown in FIGS. The battery 73 is provided below the right spare seedling storage device 17A.

[Configuration of stacked light]
As shown in FIGS. 2 and 3, the stacked light 71 is provided at a position closer to the inside in the lateral direction of the vehicle body in an area above the right spare seedling storage device 17A as the outer peripheral portion of the self-propelled vehicle. The stacked light 71 is provided at a higher position than the uppermost tier of the four upper and lower tiers of auxiliary seedling holders 70 in the right auxiliary seedling storage device 17A. The stacked light 71 is provided at a position lower than the antenna 8p of the positioning unit 8 so as not to interfere with the reception of the positioning unit 8, and is provided at a position lower than the antenna 72p of the receiving device 72 so as not to interfere with the reception of the receiving device 72. It is also located in a lower position.

The stacked light 71 can be used in two positions: one in which the longitudinal direction is along the vertical direction of the vehicle body, as shown by a solid line in FIG. It is supported so that its posture can be changed between a retracted posture in which the upper part is located at a lower position compared to the upper part.
Specifically, as shown in FIGS. 1 and 28, a stacked light support member 74 is supported at the upper part of the right lower end side portion 17a of the preliminary seedling support frame 17. As shown in FIG. 28, a connecting portion 71a formed at the bottom of the stacked lamp 71 is provided with a support shaft 71b and an attitude determining arm 71c. The stacked lamp 71 is supported by the stacked lamp support member 74 via the support shaft 71b by fitting the support shaft 71b into the support hole 74a of the stacked lamp support member 74 from the lateral outer side of the stacked lamp support member 74. . As shown by the solid line in FIGS. 1 and 29, the stacked lamp 71 is swung around the support shaft 71b as a swinging fulcrum to stand up against the stacked lamp support member 74, so that the stacked lamp 71 is ready for use. Become a posture. As shown by the two-dot chain line in FIGS. 1 and 29, the stacked light 71 is swung around the support shaft 71b as a fulcrum, and is tilted toward the front of the vehicle relative to the usage position. This will result in the retracted position. When the laminated lamp 71 is in the usage position, the set bolt 74b is inserted from the lateral inner side of the laminated lamp support member 74 through the bolt hole 74c of the laminated lamp support member 74 to the bolt hole of the attitude determining arm 71c. 71 is held in the use position by a set bolt 74b. When the stacked lamp 71 is in the retracted position, the receiving part 75a formed on the cover 75 supported by the stacked lamp support member 74 receives and supports the free end side of the stacked lamp 71 from below, and the stacked lamp 71 , is held in the retracted position by the cover 75. The cover 75 is supported by the laminated lamp support member 74 and is configured to cover the support portion of the laminated lamp 71 and the front sonar ECU 64A from the lateral outer side.

The stacked light 71 is provided on the outer periphery of the right spare seedling storage device 17A as the outer periphery of the self-propelled vehicle, but is not limited thereto. For example, it may be provided above the hopper 25 of the fertilizer application device 4. Alternatively, it may be supported via a support by a handrail 76 (see FIGS. 1 and 2) that is provided on both lateral outer sides of the driving section 14 and located on the outer periphery of the rear portion of the self-propelled vehicle. In this case, it may be supported by each of the left and right handrails 76. In this embodiment, the stacked light 71 is supported by the preliminary seedling support frame 17, but the present invention is not limited to this, and a dedicated support frame for supporting the stacked light 71 may be provided. It is preferable to configure the structure so that the mounting height of the stacked light 71 can be changed.

In this embodiment, the stacked light 71 has indicator light sections of pink 71P, green 71G, and blue 71B stacked, as shown in FIGS. 3, 28, and 29. The pink 71P, green 71G, and blue 71B indicator light sections are stacked in the order in which the green 71G is located under the pink 71P, and the blue 71B is located under the green 71G, but the invention is not limited to this. For example, they may be stacked in any order, such as pink 71P being located between green 71G and blue 71B. In addition, the present invention is not limited to the three-color indicator light section, and may include a two-color indicator light section, or a display section of four or more colors.

As shown in FIGS. 1, 2, and 3, a center mascot 20 is provided in front of the driving section 14. An indicator light section 20A that displays the control mode of the control unit 30 is formed in the upper part of the center mascot 20 that is easily visible from the operating section 14. In this embodiment, the indicator light section 20A is provided with red, green, amber right, and amber left indicator lights (not shown). In this embodiment, the indicator light section 20A is formed on the center mascot 20, but the indicator light section 20A may not be formed.

In this embodiment, the stacked light 71 and the indicator light section 20A of the center mascot 20 are controlled by the control unit 30 to the display state shown in FIG. The "●" mark shown in FIG. 30 indicates that the stacked light 71 and indicator light section 20A are turned on, "-" indicates that the stacked light 71 and indicator light section 20A are turned off, and "● (flashing)" indicates that The blinking in the stacked light 71 is shown.

A part of the display state of the indicator light section 20A shown in FIG. 30 will be explained next.
In the indicator light section 20A, when automatic operation can be started with the control unit 30 selected in the manned automatic mode, and when automatic operation can be restarted with the control unit 30 selected in the manned automatic mode, When possible, red, green, amber right and amber left are all lit.

In the indicator light section 20A, when the control unit 30 is selected in the unmanned automatic mode and the automatic operation start condition is not satisfied, all of the red, green, amber right, and amber left lights are turned off.

A part of the display state of the stacked lamp 71 shown in FIG. 30 will be explained next.
In the stacked light 71, automatic operation can be started with the control unit 30 selected in the manned automatic mode, and automatic operation can be restarted with the control unit 30 selected in the manned automatic mode. When this is the case, all of the pink 71P, green 71G, and blue 71B indicator lamps are turned off.

In the stacked light 71, when the control unit 30 is selected in the unmanned automatic mode and the automatic operation start condition is not satisfied, all the pink 71P, green 71G, and blue 71B indicator light sections are turned off. When automatic operation can be started with the control unit 30 selected in the unmanned automatic mode, and when automatic operation can be resumed with the control unit 30 selected in the unmanned automatic mode, pink 71P, green All the indicator lights 71G and blue 71B are lit. When an obstacle is detected with the control unit 30 selected in the unmanned automatic mode, and when GPS positioning is not possible with the control unit 30 selected in the unmanned automatic mode, pink 71P is displayed. Only the light section is lit.

The stacked light 71 is used only in unattended automatic mode. While conditions are being adjusted to start automatic operation, none of the indicator lights are lit. During automatic operation, only the bottom indicator light section is lit, and if automatic operation is permitted (pause during automatic operation, state before starting point guidance), three color indicator lights are lit, and automatic operation is enabled. If the vehicle is unable to operate (obstruction detected, mechanical error), only the top indicator light is lit. Since the information that automatic operation is not possible is the most important, when automatic operation is not possible, the indicator lamp located at the highest position is lit. The stacked light 71 may be turned on when the control unit 30 selects the manned automatic mode. In the stacked light 71, the combination of indicator light parts that are turned on in accordance with the control mode and the combination of indicator light parts that are turned off in accordance with the control mode can be changed to combinations other than those shown in FIG. 30. be. The stacked light 71 may not be displayed in any mode other than the automatic driving mode. Various displays by the stacked light 71 may be performed in conjunction with audio notifications, virtual screen notifications, and the like. In the stacked lamp 71, an abnormality in the stacked lamp 71 can be detected by detecting the current (voltage) of the stacked lamp 71.

[Support for positioning unit, antenna and receiving device]
An antenna 72p that receives a wireless command signal from a remote control 90 (remote control device) is linked to the receiving device 72. The receiving device 72 receives the wireless command signal via the antenna 72p. The positioning unit 8, the antenna 72p, and the receiving device 72 are supported by the upper end side portion 17b of the preliminary seedling support frame 17, as shown in FIGS. 1, 2, and 3.

Specifically, as shown in FIGS. 1, 2, and 3, the upper end side portion 17b extends from a frame portion 17y extending in the vehicle width direction at the upper front portion of the driving portion 14, and from both lateral ends of the frame portion 17y. It has an arm part 17t that extends toward the lower end side part 17a of the preliminary seedling support frame 17 and is supported on the upper part of the lower end side part 17a. As shown in FIG. 25, a mounting base 77 is supported by the frame portion 17y, and the positioning unit 8 and the receiving device 72 are mounted on the mounting base 77 in a state lined up in the vehicle width direction, and are attached to the mounting base 77 by connecting bolts. It is configured to be tightened and fixed. As shown in FIGS. 2 and 3, the positioning unit 8 and the receiving device 72 are mounted and fixed side by side, with the receiving device 72 being located laterally outward of the vehicle body than the positioning unit 8. As shown in FIG. 25, the antenna 72p of the receiving device 72 is configured to be supported by an antenna support portion 77a provided on the mounting table 77 while being located in front of the receiving device 72. The antenna 72p is detachably supported on the antenna support portion 77a by attraction of a magnet (not shown) provided at the base portion of the antenna 72p. Although a magnet is employed in this embodiment, the present invention is not limited to this. For example, it is possible to employ a suction cup. When the antenna 72p extends from the receiving device 72, the antenna 72p may be made detachable by configuring the receiving device 72 to be detachable.

As shown in FIGS. 25, 26, and 28, the extending end of the right arm portion 17t at the upper end side portion 17b of the preliminary seedling support frame 17 is formed at the right lower end side portion 17a of the preliminary seedling support frame 17. It is configured to be supported by the support portion 78 via a pivot shaft 78a. The left arm portion 17t of the upper end side portion 17b is configured to be supported by the lower end side portion 17a by the same configuration as the right arm portion 17t is supported by the right lower end side portion 17a. The upper end side portion 17b is configured to be supported by the left and right lower end side portions 17a in a swingable state using the pivot shaft 78a as a swing fulcrum. The upper end side part 17b is swung around the pivot shaft 78a as a swinging fulcrum, so that the frame part 17y is positioned above the lower end side part 17a as shown by the solid line in FIG. 1, the posture is changed to a lowered posture in which the frame portion 17y is located behind the lower end side portion 17a, as shown by the two-dot chain line. When the right arm part 17t is held and the upper end side part 17b is swung, the right arm part 17t passes inside the stacked lamp 71 in the lateral direction of the vehicle body, so that the stacked lamp 71 does not become an obstacle.

As shown by solid lines in FIGS. 1 and 3, by changing the attitude of the upper end side portion 17b to the raised position, the antenna 72p, the receiving device 72, and the positioning unit 8 are located in the raised use position, and the lower end side portion 17a It will be located at a higher position. As shown by the two-dot chain line in FIGS. 1 and 3, by changing the attitude of the upper end side part 17b to the lowered position, the receiving device 72 and the positioning unit 8 are located in the lowered storage position, and the upper end side part 17b is placed in the lowered storage position. It is in a state where it is lower than the upper end and lower than the raised use position. When the receiving device 72 and the positioning unit 8 are located in the lowered storage position, the vertical orientation of the receiving device 72 and the positioning unit 8 is opposite to the vertical orientation when located in the raised use position. When lowering the receiving device 72 and the positioning unit 8 to the lowered use position, the antenna 72p is removed from the antenna support portion 77a so that the antenna 72p does not hit surrounding members and become an obstacle to the downward swinging of the upper end side portion 17b. be able to. When the antenna 72p, the receiving device 72, and the positioning unit 8 are in the raised position, as shown in FIG. 26, by installing the set bolt 79 across the arm portion 17t and the first bolt hole 78b of the support portion 78, The upper end side portion 17b is held in the raised position by the set bolt 79, and the antenna 72p, the receiving device 72, and the positioning unit 8 can be held in the raised use position. When the receiving device 72 and the positioning unit 8 are in the lowered storage position, as shown in FIG. 17b is held in the lowered position by the set bolt 79, and the receiving device 72 and positioning unit 8 can be held in the lowered storage position.

[Notification device]
As shown in FIGS. 1, 3, and 31, the voice alarm generating device 100, which serves as a notification device for notifying the control executed by the control unit 30, is installed in the front upper part of the driving section 14 with the sounding section 100a facing the driving section 14. It is set in place. The lower end of the voice alarm generator 100 is located above the upper end of the driver's seat 16, the upper end of the steering wheel 10, and the upper end of the engine bonnet 2B. In this embodiment, the voice alarm generating device 100 is employed as the notification device, but the present invention is not limited to this. For example, it is possible to employ various notification devices, such as a device that provides notification using sound or light, or a device that provides notification using images or text.

The voice alarm generating device 100 is provided below the positioning unit 8 so as to be covered from above by the positioning unit 8, as shown in FIGS. 1, 3, and 31. The positioning unit 8 prevents rainwater, car wash water, etc. from splashing onto the voice alarm generating device 100 from above.

The voice alarm generating device 100 is supported by a preliminary seedling support frame 17, as shown in FIG.
Specifically, as shown in FIGS. 1 and 31, a mounting table is provided on the upper end side part 17b of the preliminary seedling support frame 17, on which the positioning unit 8 is mounted and fixed while being supported by the frame part 17y on the upper end side part 17b. 77 is provided. A support member 101 extends downward from the mounting table 77. The voice alarm generating device 100 is supported inside a box portion 101a formed at the bottom of the support member 101. The voice alarm generating device 100 is supported by the upper end side portion 17b of the preliminary seedling support frame 17 via the support member 101 and the mounting table 77.

In this embodiment, the voice alarm generating device 100 is controlled by the control unit 30 and generates the voice alarm shown in FIG. 32. In the present embodiment, as shown in FIG. 32, the voice alarm generating device 100 generates a voice alarm to notify the control executed by the control unit 30, and also a voice alarm to notify the running of the self-propelled vehicle. A voice alarm is generated to inform about the seedling planting device 3. Note that [CH] shown in FIG. 32 is a channel.

While turning, going backwards, or under unmanned automatic control, the main gear shift lever (operation to neutral, forward/backward operation), planting part down (when the operator raises it during automatic operation, the starting end of each side of the outermost periphery) Continuously notify with voice alarm. In the case of a manned automatic system, a voice alarm will be sounded to prompt the driver to operate the gear shift lever in the direction of travel of the route. Between the start of automatic driving and the start of the next automatic driving, if there is a temporary switch between forward and backward travel (backing up) due to flow (changeover, etc.), a voice alarm will prompt you to operate the main gear shift lever accordingly. do not have. In the case of an unmanned automatic system, if the main gear shift lever is accidentally operated to a position other than neutral, a voice alarm will prompt the operator to shift the main gear shift lever to neutral. When the seedlings are out or the fertilizer is out (materials are out), automatic operation will remain disabled. At this time, the voice alarm generating device 100 notifies the situation. Encourage workers to take action. In the voice alarm generating device 100, when the automatic operation start switch is turned on and operated, it is checked whether there is any abnormality. If there is an abnormality, the system will be restrained from entering automatic operation, and will be informed of how to resolve or avoid the abnormality (encouraging manual work). During automatic operation, a voice alarm alerts you before the vehicle starts moving. After that, they stop broadcasting and start moving. Or move with the announcement. In addition to employing the voice alarm generating device 100, the laminated light 71, and the center mascot 20 as the notification means, it is possible to employ a remote control, a smartphone, a mobile device, a virtual machine, a work machine light, a notification sound, and vibration.

At the rear of the driving section 14, a voice alarm generating device 100 is provided above the hopper 25, above the seedling table 21, on the handrail 76, etc. When moving forward, the voice alarm generating device 100 at the front operates, and when moving backward, the voice alarm generating device 100 at the front operates. The voice alarm generating device 100 may be configured to operate. Further, the voice alarm generating device 100 may be provided in a total of four directions, front, rear, left, and right of the driving section 14. The voice alarm generating device 100 may be provided within the case of the positioning unit 8. Further, the voice alarm generating device 100 may be surrounded by a special case, and in this case, a hollow part may be provided in the special case so that the sound can be sufficiently transmitted to the surroundings. Further, in consideration of ease of wiring, the voice alarm generating device 100 may be provided between the battery sides in the left and right direction of the aircraft. It is preferable to configure the remote controller to be notified when the voice alarm generating device 100 breaks down.

〔Remote controller〕
This rice transplanter is equipped with a remote control 90 shown in FIG. 33, and the rice transplanter can be remotely controlled using this remote controller 90. This remote control 90 includes seven buttons and two indicators. Note that in this specification, buttons should be interpreted in a broad sense and include various operating bodies such as switches and keys, and also include software buttons and hardware buttons. The first button 90a is a power ON/OFF button. The second button 90b causes the aircraft 1 to temporarily stop while maintaining the automatic travel mode by a single press operation. Furthermore, when the second button 90b and the function button 90g are pressed simultaneously, the aircraft 1 is stopped and the automatic travel mode is ended. At this time, do not stop the engine. The third button 90c accelerates the aircraft 1 when pressed single-handedly, and moves the aircraft 1 forward at a slow speed when pressed simultaneously with the function button 90g. The fourth button 90d decelerates the aircraft 1 when pressed single-handedly, and causes the aircraft 1 to move backward at a very slow speed when pressed simultaneously with the function button 90g. The fifth button 90e starts automatic driving when pressed simultaneously with the function button 90g. The sixth button 90f starts the planting work when pressed simultaneously with the function button 90g. The first indicator 90x indicates the remaining battery power, and when the remaining battery power becomes low, the display color changes from green to red. The second indicator 90y indicates ON/OFF of communication. In other words, the second indicator 90y indicates that the remote controller 90 has been operated. Further, the second indicator 90y can also display that the operation by the remote controller 90 has been accepted by the control system of the rice transplanter.

The functions of each button that can be achieved by pressing the function button 90g at the same time may be realized by pressing each button for a long time or by pressing the button twice. Alternatively, the aircraft 1 may be configured to be stopped by the first button 90a, which is a power button. In order to temporarily stop the aircraft 1 in the automatic travel mode, the second button 90b is single-pressed. The second button 90b may be pressed for a long time or twice to stop the aircraft 1 and terminate the automatic travel mode. When the engine is stopped for idling stop, the engine may be restarted by operating a button on the remote control 90. Note that the function realized by pressing the function button 90g and each button simultaneously, the function of each button, and the function of each button realized by a single pressing operation of each button may be interchanged. In addition, in this embodiment, the remote control 90 was equipped with seven buttons and two indicators, but each number may be changed arbitrarily.

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

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

[Information terminal]
The information terminal 5 is provided in the driving section 14 so that a worker (including a driver, a supervisor, etc.) seated in the driver's seat 16 can perform manual operation, visual confirmation, and voice confirmation. The information terminal 5 has a network computer function. As shown in FIG. 34, a touch panel 50 and a hardware button group 5a consisting of a plurality of operation keys are incorporated into the housing 5A. Furthermore, substantially the same operation keys are displayed on the touch panel 50 as a software button group 50a. When the display contents of the touch panel 50, such as a map screen or a route screen, are enlarged by operating the enlarge key, the software button group 50a is deleted, but operations on the software button group 50a are replaced by the hardware button group 5a. It is possible. Therefore, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation is required by the operator, the corresponding operation key of the software button group 50a is alerted by flashing or lighting. At this time, if the operation keys of the hardware button group 5a are also valid, the corresponding operation keys of the hardware button group 5a blink or light up. Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed in black on a white background as much as possible.

[Graphic interface of information terminal]
This rice transplanter can automatically perform seedling planting work in the field. Information necessary for this purpose is displayed on the touch panel 50 of the information terminal 5. The information terminal 5 is equipped with a graphic interface for displaying information to the worker and inputting operations by the worker through the touch panel 50. At this time, an icon representing a rice transplanter is displayed on the touch panel 50 to indicate the running state of the rice transplanter. Since this rice transplanter can automatically run in a manned or unmanned mode, the shape and/or color of the rice transplanter icon is changed in each case. The operator inputs various commands while being guided by information displayed on the screen of the touch panel 50. In automatic work driving, the following processes are carried out,
(1) Sensor/remote control check processing,
(2) Preparation processing;
(3) Map creation process,
(4) Route creation process,
(5) Work travel setting processing,
(6) Driving assist processing,
etc., and information necessary for each process is displayed on the information terminal 5.

[Sensor/remote control check processing]
This rice transplanter is equipped with four front sonar 61, two rear sonar 62, and two lateral sonar 63 (simply sonar SU is used as a general term for these) as object detection sensors. A sensor check is performed in a timely manner to check whether or not the sonar SU is malfunctioning. In the sensor check, a worker walks around the rice transplanter holding a reflective object that acts as a pseudo obstacle. The sonar check here is to find malfunctions caused by foreign matter such as mud or water droplets adhering to the sonar SU. If there is a malfunctioning sonar SU, the operator removes the foreign matter.

In addition to the sonar SU, the object detection sensor includes a laser sensor, an electromagnetic wave sensor, a camera sensor, and the like. Alternatively, two types of object detection sensors may be combined. Further, in object detection using these object detection sensors, particularly using a camera sensor, it is convenient to use machine learning as an object detection algorithm. Therefore, the following description is not limited to sonar SU, but is also applicable to other object detection sensors.

A sensor check control system that controls this sensor check is shown in FIG. Functional elements used for this sensor check include an aircraft position calculation unit 311 built into the control unit 30, an obstacle detection unit 641 built into the sonar ECU 64, a touch panel 50 of the information terminal 5 as a graphic display, and a touch panel 50 of the information terminal 5 as a graphic display. This is a sonar management section 51 as an incorporated sensor management section.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The obstacle detection unit 641 detects obstacles based on the detection signal from the sonar SU. The sonar management unit 51 manages sonar operation checks. The sonar management section 51 includes a sonar check execution section 51a as a sensor check execution section and an effectiveness determination section 51b. The sonar check execution unit 51a executes a sonar check process when a predetermined condition is satisfied. The validity determination unit 51b records (validates) an operation confirmation flag indicating that the operations of all sonar SUs have been confirmed through the sonar check process. Further, the validity determination unit 51b determines whether to maintain (validate) or cancel (invalidate) the recorded operation confirmation flag (validity determination).

An example of the flow of control in sonar check is shown in FIG. In this flow, the rice transplanter manually travels to the field, automatically travels within the field to plant seedlings, and when the work is finished, leaves the field manually.

First, the main switch is turned on to start the rice transplanter (#S01). As a result, the initial processing of the control system is performed, and the effectiveness determining unit 51b sets the operation confirmation flag (simply indicated as a flag in FIG. 36) to "0" (#S02). The sonar management unit 51 outputs an initial sonar check request command (initial sensor check request command) (#S03), and asks the operator whether to perform a sonar check through the screen of the touch panel 50 (#S04). When the operator instructs to perform a sonar check (#S04 Yes branch), the sonar check process is executed (#S05).

The flow of sonar check processing is shown in FIG. First, the sonar management unit 51 displays a screen as shown in FIG. 38 on the touch panel 50 and requests the operator to sequentially place pseudo reflectors within the detection range of each sonar SU (#C1). . This screen shows the mounting position of each sonar and the detection range of each sonar in accordance with the actual situation, so the operator can easily understand the mounting position of each sonar and the detection range of each sonar. I can do it. The operator starts positioning the pseudo reflectors so that the ultrasonic waves from each sonar SU are reflected by the pseudo reflectors and the reflected waves are received by the sonar SUs (#C2). A check screen showing the sonar check state shown in FIG. 39 is displayed, and when the sonar SU receives (confirms) the reflected wave from the pseudo reflector (#C3 Yes branch), the first visual symbol is displayed at the sonar position to be operated on the check screen. A small check mark CI1 is displayed (#C4). At the same time, operation confirmation may be notified through a notification device using sound, light, or vibration. In this case, when using sound, it is preferable to assign a different tone to each sonar SU. When using light, a stacked light or an information terminal 5 can be used. When this sonar check operation is performed using the remote control 90 or a mobile phone, the vibration function of the remote control or mobile phone can be used to notify the operation confirmation. Such operation confirmation work is sequentially performed for each sonar SU.

When the operation of all sonar SUs is confirmed (#C5 Yes branch), a large check symbol CI2 as a second visual symbol is displayed in the illustration showing the aircraft on the check screen (#C6). By displaying this check symbol CI2, the operator knows that the sonar check process is completed. The completion of this sonar check process can also be notified by sound, light, or vibration. When the operations of all sonar SUs are confirmed, the validity determining unit 51b sets an operation confirmation flag (simply indicated as a flag in FIG. 37) to "1" (#C7).

The notification may not be made each time the operation of an individual sonar SU is confirmed, but the notification of the operation confirmation may be made when the operation of all sonar SUs is confirmed.

To position the pseudo-reflector, the worker may take the pseudo-reflector and go around the rice transplanter, or the operator may operate the pseudo-reflector at the operating section 14 like a fishing rod to which the pseudo-reflector is attached. You can also move the pseudo reflector around by manipulating the stick. Alternatively, a pseudo reflector may be attached to the drone and the drone may be flown so that the pseudo reflector circles around the rice transplanter.

Returning to the flow of FIG. 36, when the rice transplanter manually moves toward the entrance/exit of the field, it is checked whether the rice transplanter has reached the vicinity of the field based on the machine position calculated by the machine position calculation unit 311. (#S06). Note that if the sonar check is canceled by the operator in step #S04 (No branch of #S04), the process jumps to step #S06 without performing the sonar check process. If the aircraft position has reached the vicinity of the field (#C6Yes branch), a pre-work sonar check request command (pre-work sensor check request command) is issued, so first check whether the operation confirmation flag is invalid, that is, check the operation. It is checked whether the flag is set to "0" (#S07). If the operation confirmation flag is set to "0" (#S07 Yes branch), it is necessary to complete the sonar check before automatic driving. , the operator is asked whether or not to perform a sonar check (#S08). When the operator instructs to perform a sonar check (#S08 Yes branch), the sonar check process is executed (#S09). When the sonar check process is completed, the process waits for the driving mode to be switched from manual driving mode to automatic driving mode (#S10). If the operation confirmation flag is set to "1" in the check in step #S07, or if the operator cancels the current sonar check in step #S08 (#S08 No branch), sonar check processing is performed. is not performed, and the process jumps to step #S10.

When the driving mode is switched to the automatic driving mode (#S10 Yes branch), it is checked whether the operation confirmation flag is set to "0" (#S11). If the operation confirmation flag is set to "0" (#S11 Yes branch), sonar check processing is forcibly executed (#S12). When the sonar check process is completed, automatic work driving becomes possible (#S13). If the sonar check process has already been executed since the rice transplanter started and the operation confirmation flag is set to "1" (#S11 No branch), automatic work operation is possible immediately ( #S13).

When automatic driving is started, it is checked whether the driving mode can be switched from automatic driving mode to manual driving mode (#S14). When the driving mode is switched to manual driving mode (#S14 Yes branch), the worker is asked whether automatic driving is temporarily interrupted or automatic driving ends due to the completion of field work (#S15). . If the automatic travel ends (#S15 end branch), the operation confirmation flag is set to "0" (#S16), and the process shifts to manual travel (#S17). If automatic driving is interrupted (#S15 interruption branch), the operation confirmation flag is not set to "0" and the process directly shifts to manual driving (#S17).

When shifting to manual travel, a check is made to see if the travel mode is switched to automatic travel mode (#S18), and a check is made to see if the rice transplanter has left the field (#S19). When the automatic driving mode is switched (#S18 Yes branch), the process jumps to step #S11, and the state of the operation confirmation flag is checked. When the rice transplanter leaves the field (#S19 Yes branch), the operation confirmation flag is set to "0" (#S20). Furthermore, when the main switch of the rice transplanter is turned off (#S21 Yes branch), this routine ends.

In addition to the above, the operation confirmation flag can be reset (invalidated) by replacing the contents of the operation confirmation flag that was set to "1" (enabled) with "0" when the set expiration date expires. You can. Alternatively, in cases other than automatic driving at night, the operation confirmation flag may be invalidated at the timing when the activation date of the operation confirmation flag moves forward (timing when the date changes). In addition, unless you leave the field, if automatic driving is performed in one field, the operation confirmation flag is not disabled, or automatic driving is performed in multiple predetermined fields. If so, it would be convenient to have a setting that does not invalidate the operation confirmation flag.

Although not shown in FIG. 36, when a work end command is given to end a work, the operation confirmation flag is canceled (invalidated); If so, the operation confirmation flag is maintained.

Along with the sonar check described above, an operation check of the remote control 90 is also performed. Note that if it is selected not to use the remote controller 90, this remote controller check can be omitted. In an example of the remote control check, buttons to be operated with the remote control 90 are sequentially displayed on the touch panel 50 of the information terminal 5. The operation check progresses by operating the corresponding button accordingly. When the operations of all buttons are confirmed, the operation check ends. At this time, it is convenient if a visual symbol indicating the completion of each button's operation or a visual symbol indicating the completion of the operation of all buttons is displayed on the touch panel 50, similar to the sonar check. The invalidation of the operation confirmation flag indicating that the operation check of the remote control 90 has been completed can also be carried out by utilizing the invalidation of the operation confirmation flag in the sonar check described above.

Check processing (such as a sonar check, a remote control check, a stacked light check, and a voice alarm check) performed before the start of automatic driving may be canceled after confirming the operator's intention. Further, cancellation of such check processing may be limited to automatic driving with a manned vehicle.

[Preparation process]
In the preparation process, four warning screens shown in FIG. 40 (marked with symbols (a), (b), (c), and (d), respectively) are sequentially displayed. The screen in (a) is a warning screen that prohibits automatic travel along cliffs or waterways when the aircraft 1 is tilted beyond the permissible range. The screen in (b) is a warning screen that requests that when automatically driving seedling planting work along the outermost periphery of the field, a worker must get into the driving section 14 and perform manned automatic driving. . The screen (c) is a warning screen requesting that a new map be created without reusing the previous map. The screen (d) is a warning screen that prohibits automatic driving if the field is deformed beyond allowable limits or if there are obstacles to travel inside the field. A "confirm" button is arranged on each screen, and by pressing the "confirm" button, the next screen is displayed.

These warning screens as preparation before automatic driving are displayed each time the automatic driving mode is selected, but may also be displayed at predetermined times or every time the date changes. Further, when the same worker performs automatic driving, the alert screen may be configured to be continuously displayed in an animated manner without pressing the "confirm" button. Although FIG. 40 shows four attention-calling screens that are individually displayed on the touch panel 50, these attention-calling screens can be arbitrarily integrated. For example, the screen (a) and the screen (b) may be combined to form one alert screen.

In general, various processes that are performed along with information display on the touch panel 50 move to the next process by pressing the "Next" button, but in the process of displaying this alert screen, the display of all alert screens and the Screen transitions using the "Next" button are disabled until the "" button is pressed. Therefore, the operator cannot move on to the next process unless he or she confirms all the warning screens. However, if the work is done on the same day or for a short time, or if it is determined that the work is performed by the same worker, a control may be provided to omit this "confirmation" operation.

[Map selection process]
Map selection processing in the rice transplanter will be explained. FIG. 41 is a functional block diagram showing functional units in map selection processing. As shown in FIG. 41, in the map selection process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is equipped with an aircraft position calculation section 311, and the information terminal 5 includes a display device 551 (touch panel 50), a map information storage section 552, a map information display section 553, an input area determination section 554, An input position information calculation section 555, a thumbnail display section 556, an operation determination section 557, an area calculation section 558, and a notification section 559 are provided. Each functional unit is constructed of hardware, software, or both, with the CPU as a core component, in order to perform processing related to map selection.

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

The map information storage unit 552 stores map information indicating the shape of the work site based on position information indicating the position of the work site and time information indicating the time when the map information was created. The shape of the working area is the shape of the field where the rice transplanter performs the planting work, and corresponds to the external shape of the field. In this embodiment, information indicating the external shape of such a field is treated as map information. The position of the working area is the position of the field, and may be the position of the outer periphery of the field, or the position of the entrance where the rice transplanter enters and exits the field. Furthermore, the position may be in the center of the field. Further, the time information indicating the time when the map information was created may be a timestamp indicating the time when the above-mentioned location information was acquired, or the time information indicating the time when the map information was stored in the map information storage unit 552. It may also be a timestamp indicating the time. The map information includes position information that defines the position of the farm field using latitude information, longitude information, altitude information, etc., as well as time information that defines the time when the map information was created.

Display device 551 has a display screen. In this embodiment, the touch panel 50 of the information terminal 5 corresponds to the display device 551. In this embodiment, the touch panel 50 also serves as a display screen. Therefore, unless there is a particular distinction, the display screen will be described as the touch panel 50.

The map information display unit 553 causes the touch panel 50 to display map information extracted from the map information stored in the map information storage unit 552 based on the aircraft position, position information, and time information. As described above, map information is stored in the map information storage unit 552, and the map information includes location information and time information. The machine position is the position of the machine body 1 in real space calculated by the machine position calculation unit 311, and specifically is the current position of the rice transplanter. The map information display unit 553 displays map information indicating the outer shape of the field including the current position of the rice transplanter from among the map information stored in the map information storage unit 552, and displays the latest time based on time information. Map information having a stamp is extracted, and the extracted map information is displayed on the touch panel 50. Thereby, when the rice transplanter is in a field, it becomes possible to automatically display the latest map information indicating the shape of the field on the touch panel 50.

FIG. 42 shows map information related to the field where the rice transplanter currently exists, which is displayed on the touch panel 50. In order to facilitate understanding, the map information displayed by the map information display section 553 is shown as map information 5531 in FIG. Further, in FIG. 42, an image 560 of the rice transplanter is also shown at a position corresponding to the current position of the rice transplanter in the map information 5531. Further, FIG. 42 also shows map information 5532 indicating the shape of a farm field within a predetermined distance from the farm field corresponding to map information 5531. It is also preferable that the map information 5532 is extracted from the map information storage section 552 by the map information display section 553 and displayed on the touch panel 50.

In addition, if the rice transplanter does not exist in the field or if there is no map information corresponding to the current position of the rice transplanter, map information indicating the shape of the field adjacent to or in the vicinity of the rice transplanter's current position is displayed. It is preferable to display this on the touch panel 50.

In FIG. 42, map information 5531 is displayed in the lower layer (back side) of image 560. That is, the rice transplanter exists in the field corresponding to the map information 5531. In such a case, it is preferable to provide an index 5533 so as to surround the map information 5531 along the outer edge. Although not shown in FIG. 42, information indicating the date and time when the map information 5531 was created and the area of the field corresponding to the map information 5531 may be displayed on the touch panel 50.

Returning to FIG. 41, the input area determination unit 554 determines the input area in which the user has performed an operation input in the map information displayed on the display screen. As described above, map information is displayed on the touch panel 50 in this embodiment. A user is a worker. In this embodiment, the operation input corresponds to an input performed by an operator touching the touch panel 50 with a finger. Therefore, the input area corresponds to the area touched by the operator's finger on the touch panel 50. Therefore, the input area determining unit 554 determines the area touched by the operator's finger on the touch panel 50 when the operator touches the touch panel 50 with his or her finger to perform an input in the map information displayed on the touch panel 50 .

The input position information calculation unit 555 calculates position information in the map information corresponding to the input area determined by the input area determination unit 554 as input position information. The input area determined by the input area determination unit 554 is the area that the operator's finger touches on the touch panel 50 when the operator touches the touch panel 50 on which map information is displayed to perform input. be. On the other hand, map information is information indicating the shape of a field, and there is a correlation between the coordinates on the map information and the position information of the field. Therefore, the input position information calculation unit 555 calculates the position of the field corresponding to the area touched by the worker's finger in the map information displayed on the touch panel 50. Position information indicating this position corresponds to input position information.

The thumbnail display section 556 extracts the map information stored in the map information storage section 552 based on the input position information and displays it on the touch panel 50 as a thumbnail. The input position information is calculated and transmitted by the input position information calculation unit 555. The thumbnail display section 556 extracts map information of the field including the position indicated by the input position information transmitted from among the map information stored in the map information storage section 552. Displaying thumbnails on the touch panel 50 means displaying them on the touch panel 50 in a reduced size. Here, the map information is displayed in a smaller size than the map information displayed by the map information display section 553. Therefore, the thumbnail display section 556 displays the map information extracted from the map information storage section 552 on the touch panel 50 in a smaller size than the map information displayed by the map information display section 553. At this time, the touch panel 50 displays, together with the map information displayed by the map information display section 553, a plurality of pieces of map information having different time information extracted by the thumbnail display section 556.

In other words, the map information storage unit 552 stores a plurality of pieces of map information for each time information in a layered state (layer storage), and the thumbnail display unit 556 displays input position information calculated by the input position information calculation unit 555. Displays map information (multiple map information) stored in layers based on thumbnails.

At this time, it may be configured to display all map information that at least partially overlaps (has a layered portion) with the selected field (the field based on the input position information calculated by the input position information calculation unit 555). good.

FIG. 43 shows an example in which the operator selects map information 5532 indicating a shape of a field different from the field where the rice transplanter is present. In this case, the outer periphery of the selected map information 5532 is surrounded by an index 5533, clearly indicating that the map information 5532 has been selected. Furthermore, map information 5534, 5535, and 5536 stored in layers with respect to this map information 5532 are displayed as thumbnails.

At this time, it is preferable that the thumbnail display section 556 also display work information indicating work performed at the work site based on the map information displayed as a thumbnail. The information on the work performed at the work site based on the map information is information indicating the details of the planting work performed by the rice transplanter in the past on the field corresponding to the map information displayed on the touch panel 50. Specifically, this includes the date and time when the planting work was performed, the work conditions, etc. Therefore, the thumbnail display section 556 displays the map information displayed in a reduced size on the touch panel 50, as well as the date and time of the planting work performed in the past, work conditions, etc. in the field corresponding to the map information. With this, for example, if a worker is interested in map information displayed as a thumbnail, by touching the map information, the map information extracted from the map information storage unit 552 is replaced with the map information touched by the worker. It is possible to display the image in a larger size.

FIG. 43 also shows an example of displaying work information of map information displayed as such thumbnails. That is, when map information 5534 is selected by operating the cursor 5537 while the map information is displayed as a thumbnail, information indicating the date and time when the map information 5534 was created and the area of the field corresponding to the map information 5534 are displayed. It is displayed on the touch panel 50 (not shown in FIG. 43). Of course, instead of operating with the cursor 5537, the user may operate by directly touching the map information 5534 with a finger.

Further, the thumbnail display section 556 may display the field name, field area (using units specific to each country, such as the shakukanho), and images around the field, along with the map information displayed in a reduced size on the touch panel 50. Furthermore, the name of the worker who performed the previous work, the work time, etc. may be displayed.

Here, when the worker performs an operation input on the touch panel 50, the worker's finger may touch a plurality of pieces of map information 5538 and 5539, as shown in FIG. The present embodiment is configured to be able to appropriately determine which map information has been selected in such a case and display it on the touch panel 50. This will be explained below.

Returning to FIG. 41, the operation determination unit 557 determines whether the input area spans at least two pieces of map information in a state where a plurality of pieces of map information are displayed on the touch panel 50. A plurality of pieces of map information are displayed on the touch panel 50, for example, as shown in FIG. 44. The input area is determined by the input area determination unit 554 described above, and is an area where the operator performs an operation input on the touch panel 50. The operation determination unit 557 determines whether such an operation input covers at least two pieces of map information, that is, whether the area touched by the operator on the touch panel 50 overlaps with a plurality of pieces of map information. Determine whether

The area calculation unit 558 calculates the area of the input area in each piece of map information when the input area spans at least two pieces of map information. The fact that the input area covers at least two pieces of map information can be determined by transmitting the determination result of the operation determination section 557 described above to the area calculation section 558. The input area for each piece of map information corresponds to the area touched by the worker for each piece of map information when the area touched by the worker on the touch panel 50 overlaps with a plurality of pieces of map information. Therefore, when the area touched by the worker on the touch panel 50 overlaps with a plurality of pieces of map information, the area calculation unit 558 calculates the area of the area touched by the worker for each piece of map information.

Specifically, as shown in FIG. 44, the area of a region 5541 where an input region 5540 related to the operator's operation input and map information 5538 in the lower layer (back side) of the input region 5540 overlap with each other is calculated, The area of a region 5542 where the input region 5540 related to the operation input by the operator and the map information 5539 in the lower layer (back side) of the input region 5540 overlap with each other is calculated.

In this case, the input area determination unit 554 determines that the map information of the input area with the largest area among the at least two pieces of map information is the map information on which the operation input was performed. That is, it is determined that the operator has performed the operation input on the map information having the largest area among the areas of each of the plurality of map information calculated by the area calculation unit 558. In the example of FIG. 44, the area of the area 5541 and the area of the area 5542 are compared, and it is determined that an operation input has been performed on the map information 5538 having the area 5541 with the larger area. This makes it possible to appropriately detect the operator's operational input even if the operator mistakenly performs the operational input across a plurality of pieces of map information.

Here, the touch panel 50 may display map information from the map information display section 553 and reduced map information from the thumbnail display section 556 as described above. Further, as shown in FIG. 44, a plurality of pieces of map information may be displayed by the map information display section 553. In such cases, if there is map information created much earlier than the current one among the multiple map information, if workers refer to such map information during planting work, the information may be too old and cause problems. There is a possibility of causing

Therefore, the notification unit 559 calculates the elapsed time since the map information was created based on the time information related to the map information displayed on the touch panel 50, and re-creates the map information according to the elapsed time. It is preferable to configure the system so that the information is notified. Time information related to map information is a timestamp indicating the date and time when map information was created. The elapsed time since the map information was created is the time from when the map information was created to the present. Recreating map information means recreating map information. Therefore, the notification unit 559 refers to the time stamp indicating the date and time when the map information displayed on the touch panel 50 was created, and calculates the time from when the map information was created to the present. If the calculated time is longer than a preset time (for example, 3 months), the notification unit 559 may notify the user to urge re-creation of the map information. This notification may be made by displaying it on the touch panel 50, or may be made by voice. This makes it possible to notify risks of changes in the field. Furthermore, if a longer period of time (e.g., one year) has passed than a preset period of time (e.g., three months), the risk of field changes will be stronger than if a preset period of time (e.g., three months) has elapsed. It is preferable to give a notification (warning) and more strongly urge re-creation of the map information.

Further, the notification unit 559 acquires disaster information indicating disasters that have occurred in the work area, and based on the disaster information and time information regarding the map information displayed on the touch panel 50, the notification unit 559 acquires the disaster information indicating the disasters that have occurred in the work area, and after creating the map information, If it is determined that a work site based on the map information is affected by a disaster, the system may be configured to notify that the map information must be re-created. Disasters that have occurred in the workplace so far are disasters that occurred after the previous work, such as earthquakes, typhoons, wind and flood damage, and the like. Regarding the occurrence status of such a disaster, it is possible to obtain disaster information including information regarding the type of disaster and the date and time of occurrence, for example, from a management server, a web, or the like. The notification unit 559 refers to the disaster information and the time stamp indicating the date and time when the map information displayed on the touch panel 50 was created, and the notification unit 559 refers to the disaster information and the time stamp indicating the date and time when the map information displayed on the touch panel 50 was created. It is determined whether or not a disaster has occurred at the work site where the disaster occurs, that is, whether or not the work site has been affected by a disaster. If a disaster has occurred at the work site between the time the map information was created and the current time, the notification unit 559 may notify the user to urge the user to recreate the map information. This notification may be made by displaying it on the touch panel 50 or may be made by voice.

For example, if the map information manager, work site manager, or worker manager has changed between the time the map information was created and the current time, the notification unit 559 may be configured to notify the user of the map information so as to prompt the re-creation of the map information. In such a case, it is preferable that the map information includes information that allows identification of the map information manager, the work site manager, the worker manager, etc.

In the above embodiment, the display screen is described as being the touch panel 50, but the display screen does not need to be the touch panel 50. In this case, the operator can input the operation by operating a cursor using a touch pad or the like, for example.

In the embodiment described above, when there are multiple input areas by the worker, the input area determination unit 554 determines that the map information of the input area with the largest area is the map information in which the operator has performed the operation input. explained. However, regardless of the area, the map information of the first touched area (position) may be configured as the map information input by the operator, or the latest map information among multiple map information may be configured. The map information may be configured as map information input by an operator. Alternatively, the configuration may be such that the operator is allowed to select all work areas within a predetermined range around the input area as selection candidates. Furthermore, the map information may include usage frequency information indicating how often the map information is used, and frequently used map information may be displayed at the top of the map information displayed as thumbnails. .

In the above embodiment, the thumbnail display section 556 was described as also displaying work information indicating information on work performed at the work site based on the map information displayed as a thumbnail, but it is configured not to display the work information. You may do so.

In the above embodiment, the notifying unit 559 notifies the re-creation of the map information according to the elapsed time since the map information was created, but the notifying unit 559 does not notify the re-creation of the map information. It is also possible to configure Further, it is also possible to configure the calculation of the elapsed time to be performed by a functional unit different from the notification unit 559.

In the embodiment described above, the notification unit 559 notifies the re-creation of the map information when it is determined that the work area is affected by a disaster based on the map information. It is also possible to configure the notification unit 559 not to notify the re-creation of the map information even if the notification occurs.

The map information displayed on the touch panel 50 may be configured to be able to add field information. This field information can be added using, for example, a smartphone, information terminal 5, management server, remote control, or voice input. Further, it is preferable to arrange the map information so that it can be rearranged by each item of field information (date and time, field area, field name, user key, etc.).

In the above embodiment, the map information is stored in the map information storage unit 552, but the map information may be configured to be deleted by the operator via the touch panel 50. In such cases, it becomes possible to deal with cases where the detection accuracy (GPS sensitivity) of the aircraft position at the time of creating map information was poor, or cases where the shape of the field has changed due to land readjustment or the like.

Further, it is preferable to configure a plurality of pieces of map information stored in the map information storage unit 552 so that they can be integrated as one piece of map information. This makes it possible to integrate and easily handle duplicate map information. Further, even if the shape of the field has been changed due to land readjustment or the like, it is not necessary to re-acquire the map information. Furthermore, even when there are limited supply points for materials used for work and it is necessary to manage the field as essentially one field, it can be easily handled.

[Field shape acquisition processing]
The field shape acquisition process in the rice transplanter will be explained. FIG. 45 is a block diagram showing functional units in the field shape acquisition process. As shown in FIG. 45, in the field shape acquisition process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is equipped with an aircraft position calculation section 311, and the information terminal 5 is equipped with a display device 551 (touch panel 50), a position information calculation section 571, a map information creation section 572, and a travel route generation section 573. Be prepared. Each functional unit is constructed of hardware, software, or both, with the CPU as a core component, in order to perform processing related to field shape acquisition.

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

When traveling in each of a plurality of areas divided along the outer periphery of a work area, the position information calculation unit 571 calculates the position of the aircraft and the rear end of the outer peripheral side of the aircraft 1 at the start of traveling in one area. Calculate location information based on the location of. The outer periphery of the working area is the outer periphery of the field where the rice transplanter performs planting work, and corresponds to the inner periphery of the ridges that partition the field. For example, when the field has a polygonal shape, each side of the polygon corresponds to the plurality of regions divided along the outer periphery of the work site. Further, when the outer shape of the field has at least an arcuate portion, the arcuate portion may be regarded as one region and the field may be divided into a plurality of regions. Of course, even when the outer shape is a polygon, one side may be divided and divided into a plurality of regions.

In order to facilitate understanding, the following description will be made assuming that the outer shape of the field as shown in FIG. 46 is a quadrilateral, and each side constitutes one area. Therefore, the plurality of areas divided along the outer periphery of the work area correspond to the four sides of the field having a rectangular outer shape. Below, these four sides will be described as outer peripheral portions 591-594, respectively.

The time when the rice transplanter starts traveling in one region is the time when the rice transplanter starts traveling in each of the outer peripheral portions 591-594. The machine position is the position of the rice transplanter, and is calculated by the machine position calculation unit 311 described above. The position of the rear end on the outer peripheral side of the machine body 1 corresponds to the sliding plate guard 3B on the right side when traveling counterclockwise in each of the outer peripheral parts 591 to 594 of the field in FIG. When traveling clockwise, the left sliding plate guard 3B corresponds. Therefore, the position information calculation unit 571 calculates the position of the rice transplanter calculated by the body position calculation unit 311 and the position of the sliding plate guard 3B when starting traveling in each of the outer peripheral portions 591 to 594 of the field. Calculate location information based on

Specifically, the position information calculation unit 571 stores in advance the deviation between the position of the positioning unit 8 and the position of the sliding plate guard 3B, and determines the direction in which the rice transplanter travels in the field (counterclockwise or clockwise). ), position information may be calculated by adding or subtracting the deviation from the positioning unit 8 to the sliding plate guard 3B corresponding to the traveling direction from the aircraft position.

Further, the position information calculation unit 571 calculates position information based on the body position and the position of the outer peripheral front end of the body 1 at the end of traveling in one area. The end of travel in one region is the time when the rice transplanter ends travel in each of the outer peripheral portions 591-594. The position of the front end of the outer peripheral side of the machine body 1 is defined as the position of the front end of the outer peripheral side of the machine body 1 when traveling counterclockwise around each of the outer peripheral parts 591 to 594 of the field in Fig. 46. The right side end of the seedling storage device 17A) corresponds to this, and when traveling clockwise, the left side spare seedling storage device 17A (the left side end of the left side spare seedling storage device 17A) corresponds. Therefore, the position information calculation unit 571 uses the position of the rice transplanter calculated by the body position calculation unit 311 and the position of the preliminary seedling storage device 17A when finishing traveling in each of the outer peripheral portions 591 to 594 of the field. Calculate location information based on

Specifically, the position information calculation unit 571 stores in advance the deviation between the position of the positioning unit 8 and the position of the spare seedling storage device 17A, and determines the direction in which the rice transplanter travels in the field (counterclockwise or clockwise). ), position information may be calculated by adding or subtracting the deviation from the positioning unit 8 to the spare seedling storage device 17A corresponding to the traveling direction.

Here, the rice transplanter is provided with a work unit that is movable up and down relative to the machine body 1 and performs ground work. The work unit that performs ground work is the seedling planting device 3. In such a case, the position information calculation unit 571 determines that the time when the seedling planting device 3 in the raised position is brought to the lowered state is the start of travel, and the time when the seedling planting device 3 in the lowered state is returned to the raised position. It is preferable to set it at the end of the run. The time when the seedling planting device 3 in the raised position is brought into the lowered state is when the planting mechanism 22 of the seedling planting device 3 is able to plant seedlings on the planting surface (field surface) of the field. This is the time when the soil leveling float 15 is brought close to the planting surface and touches the ground. Such lowering of the seedling planting device 3 can be detected by providing a sensor on the soil leveling float 15, or by detecting the position of the work operation lever 11 that raises and lowers the seedling planting device 3. It is also possible.

Furthermore, the point in time when the seedling planting device 3 in the lowered state is returned to the raised position means that the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the soil leveling float 15 is moved away from the planting surface. This is the time when they separated. Such raising of the seedling planting device 3 can also be detected by providing a sensor on the soil leveling float 15, or by detecting the position of the work operation lever 11 that operates the raising and lowering of the seedling planting device 3. It is also possible.

In this way, the position information calculation unit 571 moves the planting mechanism 22 of the seedling planting device 3 close to the planting surface so that seedlings can be planted on the planting surface of the field, and the soil preparation float 15 is brought into contact with the ground. The time when the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the time when the soil leveling float 15 is separated from the planting surface is the time when the travel ends, so that the position information can be obtained. It becomes possible to calculate the amount appropriately.

Note that it is also possible to configure such that the position information calculation unit 571 cannot calculate the position information unless the planting mechanism 22 descends (the soil leveling float 15 touches the ground). In addition, the start and end of calculation by the position information calculation unit 571 may be determined based on other conditions or a combination of conditions other than the grounding of the soil leveling float 15 (for example, whether the planting clutch is turned on or off). (marker action position, link sensor, rotor on/off, etc.)

Here, for example, when traveling counterclockwise around the outer peripheral part 591, when approaching the intersection of the outer peripheral part 591 and the outer peripheral part 592, the aircraft 1 travels while repeating running and stopping (fine adjustment of the aircraft position) There are times when you drive while driving. In such a case, the planting mechanism 22 of the seedling planting device 3 may also be repeatedly raised and lowered. As described above, the position information calculation unit 571 determines that the time when the seedling planting device 3 in the raised position is brought to the lowered state is the start of travel, and the time when the seedling planting device 3 in the lowered state is returned to the raised position. The time point is the end of the run. However, when traveling while making fine adjustments as described above, there is a possibility that, for example, a plurality of unintended positions at the start of traveling and positions at the end of traveling may be detected while the outer peripheral portion 591 is traveling.

Therefore, if the moving distance of the aircraft 1 from the position at the start of the previous run to the position at the start of the next run is less than or equal to a preset distance, the position information calculation unit 571 calculates It is better to invalidate the starting position. That is, the rice transplanter traveled after the seedling planting device 3 in the raised position was brought into the lowered state, returned to the raised position, and before the seedling planting device 3 in the raised position was brought into the lowered state. If the moving distance is less than a preset distance (for example, several tens of cm), there is a high possibility that the vehicle will travel while making fine adjustments, so it is preferable to invalidate the position at the start of the previous travel. In this case, the position at the end of the run due to the seedling planting device 3 being returned to the raised position before the start of the previous run may also be invalidated.

Specifically, as shown in FIG. 47, the seedling planting device 3 in the raised position at T=1 is brought down, returned to the raised position at T=2, and then raised again at T=3. When the rice transplanter travels until the seedling planting device 3 in the position is lowered, the movement distance 5991 is larger than the preset distance (for example, several tens of cm), so the previous time at T=1 Do not invalidate the position at the start of travel. On the other hand, the seedling planting device 3, which is in the raised position at T=3, is brought down to the lowered position, and then returned to the raised position at T=4, and further returned to the raised position at T=5 in order to travel along the outer peripheral portion 592. If the rice transplanter travels before the seedling planting device 3 is placed in the lowered state, since the moving distance 5992 is less than a preset distance (for example, several tens of cm), the previous time at T=3 The position at the start of travel is invalidated. At this time, it is preferable to also invalidate the position at the end of the run when the seedling planting device 3 was returned to the raised position at T=2 immediately before the invalidated T=3.

In addition, the position information calculation unit 571 calculates a first line 596 virtually extending from the center of gravity position 595 of the aircraft 1 along the width direction of the aircraft 1 from the start to the end of traveling in one area. When position information is calculated based on the intersection of the second line 597, which is virtually extended along the length direction of the fuselage 1 from the most protruding protrusion along the width direction of the fuselage 1, good. The period from the start to the end of running in one region is the period from the start to the end of running for each of the outer peripheral portions 591-594 of the field. In FIG. 48, the first line 596 that extends virtually from the center of gravity position 595 of the aircraft body 1 along the width direction of the aircraft body 1 is the line 596 extending from the center of gravity position 595 of the aircraft body 1 in the width direction of the aircraft body 1. This corresponds to a line extending parallel to the left and right direction. The protruding portion of the fuselage 1 that protrudes most along the width direction of the fuselage 1 corresponds to a portion of the fuselage 1 that protrudes most along the left-right direction, which is the width direction of the fuselage 1. In this embodiment, as shown in FIG. 48, this corresponds to a sliding plate guard 3B. Therefore, in FIG. 48, the second line 597 that extends virtually from the most protruding protrusion along the width direction of the fuselage 1 along the length direction of the fuselage 1 is the sliding plate guard 3B. , corresponds to a line extending parallel to the longitudinal direction of the fuselage 1, which is the longitudinal direction.

Therefore, when the rice transplanter runs counterclockwise around the outer circumference of the field, the position information calculation unit 571 calculates the distance between the first line 596 and the second line 597 set based on the right sliding plate guard 3B. When calculating position information based on the position of the intersection point 598R, and when the rice transplanter runs clockwise around the outer circumference of the field, the position information calculation unit 571 calculates the position information based on the first line 596 and the left sliding plate guard 3B. The position information is calculated based on the position of the intersection 598L with the second line 597 set in . In this embodiment, the second line 597 is set based on the sliding plate guard 3B, but instead of the sliding plate guard 3B, it may be set based on the left and right ends from the GPS antenna. However, it may be set based on the front and rear wheels, etc.

Returning to FIG. 45, the map information creation unit 572 creates map information indicating the shape of the work area based on the position information. The position information is calculated by the above-mentioned position information calculation unit 571 and transmitted to the map information creation unit 572. The map information indicating the shape of the working area corresponds to a map indicating the shape of the field that continuously connects coordinates consisting of latitude information and longitude information indicated by position information obtained by the rice transplanter traveling around the outer periphery of the field. Therefore, the map information creation unit 572 creates a map showing the shape of the field by continuously connecting coordinates consisting of latitude information and longitude information indicated by the position information calculated by the position information calculation unit 571. Since such map information can be created using a known method, a description thereof will be omitted. Note that map information that is currently being created will also be simply described as map information.

Here, when the map information creation unit 572 creates map information, it is also possible to configure the creation status to be displayed on the touch panel 50. For example, the touch panel 50 can be configured to clearly indicate the shape of the field indicated by the map information using a plurality of indicators. An index is a marker displayed on the display screen. Therefore, the map information creation unit 572 can be configured to attach a marker on the touch panel 50 to correspond to the coordinates indicated by the position information calculated by the position information calculation unit 571.

In such a case, it is preferable to configure the display screen so that the position at the start of the run and the position at the end of the run are displayed with different indicators from the indicators indicating positions other than the position at the start of the run and the position at the end of the run. It is. This allows the worker who looks at the display screen to intuitively understand the position at both the start and end of travel, as well as the position from the start of travel to the end of travel. It becomes possible.

Furthermore, it is also possible to configure the display screen so that the position at the start of travel and the position at the end of travel are displayed using different indicators. This allows the worker who looks at the display screen to intuitively understand the position at the start of travel and the position at the end of travel.

Here, as described above, the map information creation unit 572 creates map information using the position information calculated by the position information calculation unit 571, and the position information calculation unit 571 uses the position information calculated by the aircraft position calculation unit 311. Calculate location information based on the aircraft position. The aircraft position is transmitted from the aircraft position calculation unit 311 to the map information creation unit 572 and the position information calculation unit 571, but the map information creation unit 572 and the position information calculation unit 571 calculate all aircraft positions, respectively. If map information and location information are created using this method, the amount of data may increase.

Therefore, it is preferable that the map information creation section 572 creates map information using only the location information transmitted to the map information creation section 572 from among the location information calculated by the location information calculation section 571. This allows the position information calculation unit 571 to thin out the aircraft position from the aircraft position calculation unit 311 to calculate the position information, and create map information using the thinned out position information, thereby suppressing an increase in the amount of data. It becomes possible to do so.

In addition, when the amount of data related to map information exceeds a preset value, the map information creation unit 572 deletes data corresponding to a portion where the amount of change in the shape of the work area is small and displays it on the display screen. It is preferable to clearly indicate the index corresponding to the deleted data so that it can be distinguished from other indexes. The case where the amount of data related to map information exceeds a preset value means the case where the amount of data of map information created by the map information creation unit 572 exceeds a preset value. The portions in which the amount of change in the shape of the working area is small include, in the external shape of the field, portions that are linear, arcuate portions with a constant curvature, and portions that change at a constant rate of change. Therefore, when the data amount of the map information created by the map information creation unit 572 exceeds a preset value, the map information creation unit 572 determines whether linear parts or constant Delete data that shows arc-shaped parts with a curvature of , or parts that change at a constant rate of change. This makes it possible to suppress an increase in the amount of data. Further, even when data is deleted, it is preferable that the index itself indicating the outline of the field displayed on the touch panel 50 is not deleted, and the shape is indicated using an index different from the index for which data has not been deleted. Thereby, when the operator looks at the shape of the field on the touch panel 50, it becomes possible to intuitively understand whether or not data has been deleted. Note that when deleting data, it may be configured to delete data in order from the acquired data with the smallest change in distance or angle.

With the above configuration, map information can be created by the rice transplanter traveling around the outer periphery of the field. The rice transplanter performs seedling planting work based on this map information, and at this time, a travel route is generated by the travel route generation unit 573. At this time, when traveling through the field along the outer periphery, the traveling route generation unit 573 performs seedling planting work based on a position offset toward the center of the field with respect to the outer periphery of the field indicated by the map information. It is a good idea to generate a driving route when doing this. In other words, the travel route that the rice transplanter travels when performing seedling planting work in the field should preferably be set at a position offset by a predetermined distance toward the center from the outline defined by the map information. . Note that the travel route generation section 573 includes a round trip route generation section 522 and a circuit route generation section 524, which will be described later.

Further, when the rice transplanter performs seedling planting work in the outer peripheral area of the field, it is preferable that the rice transplanter travels at the same speed as the machine speed when creating the map information. Therefore, when creating the map information, it is preferable to remember the speed of the aircraft at the time of the creation. As a result, by keeping the aircraft speed at the same speed when creating map information (when running idly) and when planting seedlings on the outer periphery of the field (for example, when planting around the field in the final stage), you can It becomes possible to properly perform seedling planting work without deviating from the position (route) of the seedlings.

Next, an explanation will be given using an image displayed on the touch panel 50. When acquiring the field shape, it is preferable to first display confirmation items (notes) to the operator as shown in FIG. 49. Specifically, as shown in FIG. 49(A), a display of precautions regarding the setting of the start point and end point in the field, as shown in FIG. 49(B), a display of precautions regarding traveling; It is a good idea to display precautions regarding the direction of travel in the field, as shown in (C). Further, in each display, it is preferable to display a "confirm" button along with a cautionary note, and wait for the operator to press the button before displaying the next display.

When the confirmation of the precautions is completed and the rice transplanter completes moving to the above-mentioned starting point, it is preferable to display a state in which the rice transplanter is waiting for the operator to press the "start" button, as shown in FIG. 50. At this time, it is preferable to display a sub-image 581 indicating to the operator whether the right side of the rice transplanter is the reference or the left side is the reference. In FIG. 50, an index 5811 is attached to the rear left end of the rice transplanter shown in the sub-image 581, indicating that the left side of the rice transplanter is the reference.

When the vehicle starts traveling, map information is created in accordance with the vehicle's travel, as shown in FIG. 51. At this time, it is preferable to display a "Positioning Complete" button that the operator presses when the creation is completed, or an "Interrupt" button that interrupts the creation. It is also preferable to display a sub-image 581 and an indicator 5811 indicating that the right side of the rice transplanter is the reference.

Also, while driving, as shown in FIG. 52, an index is attached based on the intersection 598L of the first line 596 and the second line 597, and when the positioning of one side of the field is completed, the left side An index is attached based on the position of the seedling storage device 17A (the left end of the left side spare seedling storage device 17A). When traveling the next outer circumferential portion, as shown in FIG. 53, an index is attached based on the rear left end. Note that, as shown in FIG. 53, it is preferable to attach an index different from the other indexes to the end position of the outer circumferential portion traveled first and the start position of the outer circumferential portion traveled next. FIG. 54 shows a display when the vehicle continues to drive and indicators are added. Map information indicating the shape of the field is created by continuously connecting such indicators.

In the above embodiment, it has been described that the map information is created by driving around the outer periphery of the field, but the map information may be created while planting the outer periphery of the field. In this case, although some seedlings may be trampled, it is possible to efficiently plant seedlings and create map information.

In the embodiment described above, the position information calculation unit 571 calculates the position information by traveling in each of a plurality of areas divided along the outer periphery of the field, but for example, when the rice transplanter is turning, Alternatively, the position information may be calculated only for the center of turning, and the intersection point where the position information before the start of turning and after the end of turning is virtually connected may be regarded as the corner of the field. This makes it possible to easily create map information.

Further, during the calculation of the position information, it is also possible to calculate the calculation for both the left and right sides of the aircraft 1, and to switch between which of the left and right position information to adopt. Further, among the position information calculated based on a plurality of positions of the aircraft 1 (GPS antenna, front and rear wheels, left and right ends of the center of gravity, etc.), the one with the least blur (fewer errors) may be adopted.

Furthermore, the configuration may be such that the position information is calculated during so-called tracing travel, and the tracing control may also be performed when transitioning from one region to another (when turning back).

In the created map information, if there is an area that is not closed, it is also possible to complete the map information by connecting the end points. In addition, if there is an area that is not closed, it is possible to configure the field map to be completed by estimating the shape of the field from the information (size, position, direction, etc.) of the aircraft 1, It is also possible to configure the shape of the field to be completed by supplementing the map information between the position at the start of travel and the position at the end of travel.

[Route creation process]
The target driving route (route) for automatic driving is an internal reciprocating route IPL for planting seedlings in the inner area IA of the field, and a circular route for planting seedlings in the outer peripheral area OA of the field. , a starting point guidance route for moving from the guidance startable area GA set near the entrance/exit E to the starting point (work starting point) S of the internal reciprocating route IPL. Note that the outer peripheral area OA of the field is an area where seedling planting work is performed by traveling along the circuit route, and the inner area IA is an area left inside the outer peripheral area OA. The route creation process here includes a round trip route creation process, a seedling supply route creation process, a circular route creation process, and a starting point guidance route creation process.

Functional units necessary for various processes related to route creation are built in the information terminal 5, as shown in FIG. The information terminal 5 is connected to a control unit 30 that includes functional units such as a body position calculation unit 311, a travel control unit 312, and a work control unit 313 through a communication line such as an in-vehicle LAN. The control unit 30 is also connected to the traveling equipment 1D and the working device 1C. The functional units built in the information terminal 5 include a reference edge setting unit 521, a round trip route creation unit 522, a traveling direction determination unit 523, a replenishment edge setting unit 531, a replenishment control management unit 532, a circuit route creation unit 524, and a driving mode. They are a management section 525, a starting point setting section 541, and a starting point guidance route creation section 542.

The reference side setting unit 521 sets one side of the outer shape of a farm (field, etc.) where the working machine works as a reference side. The reciprocating route creation unit 522 creates an internal reciprocating route IPL including a plurality of straight routes extending in a predetermined direction with respect to the reference side. The running direction determination unit 523 sets the running direction on the internal reciprocating route IPL. The supply side setting unit 531 sets a specific side of the farm's outline as a material supply side for materials consumed by working machines. The supply control management unit 532 controls the operation of the work machine from the terminal area of the straight route of the internal reciprocating route IPL traveling toward the material supply side, from the start area of the straight route traveling next, or from both areas. It manages replenishment travel control in conjunction with the travel control unit 312 to bring the materials closer to the material supply side. The circuit route creation unit 524 creates at least one circuit route in the outer peripheral area of the farm based on the travel locus in the contour calculation run along the boundary line of the farm field in order to calculate the contour of the farm. The driving mode management unit 525 allows selection from manned automatic driving, unmanned automatic driving, and manual driving as the driving form of the circuit route. The starting point setting unit 541 sets the starting point S of the work travel using the internal reciprocating route IPL. The starting point guidance route creation unit 542 creates a starting point guidance route SGL for automatically guiding a working machine that satisfies the guidance conditions to the starting point S.

The program that implements the functional unit related to route creation is installed in the information terminal 5, as described above. Various processes proceed based on the contents displayed on the screen of the touch panel 50 of the information terminal 5 and operations on the touch panel 50.

When creating a route in the internal area IA, as shown in FIG. 56, a reference side for planting and a planting direction are selected. In this example, the outer shape of the field obtained by the map creation process is a quadrilateral, and each side of the field and the entrance/exit side of the entrance/exit E are candidates for the planting reference side. A numerical value is assigned to the side that is a candidate for the planting reference side. The operator selects a desired side as the reference side, and further selects whether the planting direction is parallel or perpendicular to the reference side. This planting direction is the direction of the straight path in reciprocating travel in the interior area IA. In reciprocating travel, a combination of a straight route and a turning route is used, but this straight route is not limited to a straight line, but may be a large curve or a meandering shape.

[Reciprocating process]
Regarding the selection of the planting direction, it may be configured such that when the reference side is selected, a planting direction that reduces the number of reciprocations in reciprocating travel is automatically selected. In addition, when selecting the same or similar field for the first time, the default planting direction is set to be parallel to the longest side of the field, and when selecting the planting direction thereafter, the previous selection result will be set as the default. It may be configured to be set as the default.

Note that the field shape is not limited to a rectangle, but may be a quadrilateral such as a trapezoid or a rhombus, or may be a triangle or a polygon of pentagon or more. Therefore, the reference sides are not limited to the four sides of the rectangle, but sides whose opposing sides are non-parallel may be selected. Further, when a curved side is selected as the reference side, a travel route along that side may be set, or a route gradually adjusted to a straight line may be set. On the other hand, in such a case, the error will be large, so it may be arranged so that it cannot be selected as the reference side.

[Seedling supply]
When working in the internal area IA by traveling back and forth, it is necessary to replenish seedlings during the work. Note that seedling supply here can be read as other material supply (medicines, fertilizers, fuel, etc.). FIG. 57 shows a selection screen regarding this seedling supply. To replenish seedlings, the rice transplanter must stop its round trip and approach the ridge, but the rice transplanter can automatically stop at a position where it can approach the ridge for seedling replenishment. It is possible to select whether or not to perform an automatic stop (automatic stop on the seedling supply side) for approaching the ridge through this screen. Furthermore, the side to which seedlings are replenished is the side of the field that intersects the straight route during round trip travel, and this side can also be selected through this screen. The number of sides that can be selected may be one or two sides. Furthermore, in a deformed field, two adjacent sides may become candidates for supply sides.

If the field is special, it is necessary to select a material supply side candidate from among all the field sides. For this reason, when such special fields are considered, the configuration is such that the material supply side can be selected from among all the field sides.

Seedling replenishment may also be necessary during work travel along a circular route in the outer peripheral area (surrounding planting travel). Even in this case, the aircraft 1 is automatically stopped near the field. At this time, if the aircraft 1 is more than a predetermined distance away from the field side, the aircraft 1 is brought sideways to the field side and then automatically stopped. When it automatically stops, a notification will be sent to prompt replenishment.

Regarding the selection of the seedling supply side, it may be configured such that when the reference side is selected, the seedling supply side for the surrounding planting run is preferably automatically determined, or the seedling supply side is selected and then the seedling supply side is selected. The reference side may preferably be configured to be automatically determined.

In seedling supply, the front of the aircraft 1 generally needs to approach the ridge (supply side), so it moves toward the ridge before or during the turn. After replenishment, the vehicle enters the next straight route by moving backward and turning. In the turning control performed when entering the next straight route, it is convenient to control the turning radius to be fixed. In this case, the aircraft 1 returns in reverse to the position where normal turning travel is performed on the original straight path, and from there enters the next straight path by normal turning travel. For drug replenishment, etc., it is necessary for the rear of the aircraft 1 to approach a ridge, so a backward turning ridge approach run in which the aircraft turns and then moves backward is adopted as the ridge approach run. After replenishing supplies, move forward to enter the next straight path. These series of seedling supply runs can also be remotely controlled using the remote controller 90 or the like.

If seedling replenishment is performed near a deformed ridge, there is a possibility that the aircraft 1 approaches the ridge during turning when returning to the next straight route after seedling replenishment. In such turning, the turning start position is set farther from the ridge than in normal turning, or the turning radius is changed.

If the material replenishment route includes a straight route, it is also possible to create a reference line from the travel trajectory obtained in the preceding straight run and automatically travel along the straight route based on this reference line. .

If the material replenishment location is not a replenishment side but a limited replenishment point, the ridge approach driving for replenishing materials is performed automatically with this replenishment point as the target point.

When automatic stop for seedling replenishment is selected, the vehicle automatically travels straight to the outer peripheral area (also referred to as headland) OA on the replenishment side side. For this automatic travel, an extended route generated by extending the straight route of the internal reciprocating route IPL is used. While traveling along the extended route, work such as planting, sowing, and fertilization is not performed, and the machine 1 automatically stops at a processing position close to the ridge.

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

In addition, regardless of whether or not an automatic stop for replenishment is selected, there is a control mode that automatically stops and resumes running in order to give the operator time to decide whether to replenish materials during a temporary stop. There may be. This stop allows the remaining amount of supplies to be visually checked.

When remote control is performed using the remote controller 90 or the like, the remaining amount of supply materials is checked using a remaining amount sensor rather than visually checked by an operator, and the detection result or material shortage is transmitted to the remote controller 90. Alternatively, a configuration may be adopted in which the information is notified to the surrounding area by voice. If the remaining amount sensor detects that the material is out of stock (material shortage), it can be automatically stopped. Such automatic stop and notification of material shortage (material shortage) can be performed not only during work travel in the inner area IA, but also during work travel in the outer peripheral area OA. At that time, a configuration may be adopted in which a material replenishment route to the material replenishment position is created.

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

If the remaining amount of materials can be estimated, it is determined whether it is possible to travel to the next replenishable position based on the estimated remaining amount. Based on this determination result, the aircraft 1 is stopped for material reinforcement, and the predicted position for starting material replenishment travel is notified.

[Surrounding planting process]
In this embodiment, work driving (surrounding planting driving) in the outer circumferential area OA includes an inner circumferential route IRL located inside the outer circumferential area (headland) OA and an outer circumferential route IRL located outside the outer circumferential area OA. This is carried out along the circular route ORL. Travel along the inner loop route IRL is called inner loop drive or inner circumference drive, and drive along the outer loop route ORL is called outer loop drive or outer circumference drive. The map is created so as to substantially match the travel trajectory traveled by the aircraft 1. The inner circular route IRL is a route between the internal reciprocating route IPL and the outer circular route ORL. The inner lap run and the outer lap run can be performed automatically, unmanned, or manually.

FIG. 58 shows a screen for selecting whether to run the inner lap run or the outer lap run automatically or manually. On the right side of the screen, an automatic/manual selection area is displayed, and on the left side of the screen, a schematic driving route is displayed. Although only one circuit route is displayed, in this embodiment, the inner circuit route IRL and the outer circuit route ORL are displayed as the circuit routes.

Even during actual work travel, an inner loop route IRL and an outer loop route ORL similar to those shown in FIG. 58 are displayed. However, the loop route for which manual travel was selected is deleted from the screen. The area that has been worked on is filled in with the working width as a planting mark. Alternatively, when manual travel is selected, the corresponding circuit route may be deleted from the screen and the planting marks may not be displayed. Furthermore, the display forms of the manually traveled route and its planted traces, and the automatically traveled route and its planted traces may be displayed in a manner that allows them to be identified. Note that the display format of routes and planting marks on the screen includes display colors, display line types, and the like. Routes and planting marks with different attribute values can be identified by changing their display colors and display line types. Therefore, in the present invention, the expression changing the color on the screen includes changing the line type, and conversely, changing the line type on the screen also includes changing the color.

When the inner circumferential route IRL is set to manual travel, the outer circumferential route ORL is also switched to manual travel, and the travel route is no longer displayed. However, since the travel route can serve as a guide in manual travel, at least the outer circumferential route ORL may be left displayed for use as a guide even in manual travel.

In this embodiment, the outer loop route ORL is specified to be manned and automatic even if it is an automatic drive, but the outer loop route ORL is based on the travel trajectory of the teaching drive in map creation, Since the vehicle travels with the seedling planting device 3 lowered, there is little possibility that a problem will occur even in unmanned automatic travel. For this reason, the configuration may be such that unmanned automatic travel can be selected also for the outer circumferential route ORL. Further, since the inner loop route IRL and the outer loop route ORL are set as separate routes, the algorithm tends to be complicated, but a connecting route between the two routes may be provided from the beginning. Alternatively, a route may be provided that guides the user from the end point of the inner loop route IRL toward the start position of the outer loop route ORL.

In this embodiment, in order to secure enough space for turning during reciprocating travel, the circular route formed in the outer peripheral area OA is defined as a two-round circular route. However, depending on the model and the number of workpieces, one circular path is sufficient. Therefore, a configuration may be adopted in which it is possible to select that the circular route is formed by one circular route. However, if the circuit path is formed by one circuit path, the turning path used for reciprocating travel may include a turning path using reverse movement, or two angular turning paths with a connecting straight path that exceeds the working width. It is preferable to adopt a connecting turning route. At that time, when driving on the connecting straight route, driving control will be performed to follow the circular route, but special measures will be taken, such as expanding the permissible range for border crossing determination that defines the distance between the ridge and the ridge. Furthermore, if there is a risk of interference with a ridge during a turn, a turning retry function is also adopted in which the vehicle gradually turns by turning back multiple times using reverse motion or the like.

59 and 60 illustrate the above-mentioned special turning travel (turning route). FIG. 59 shows an example of a connecting turn. This connecting turn is a transition run for transitioning from one straight route to the next straight route, rather than to an adjacent straight route. This connecting turn consists of a first turning path (designated Q1 in FIG. 59) that changes direction by approximately 90 degrees, a straight path (designated Q3 in FIG. 59), and a second turning path (designated Q3 in FIG. 59). route (designated Q2 in FIG. 59). The length of the straight path is calculated according to the position of the destination straight path. FIG. 60 shows an example of turning back using reverse movement. A turn-back is used when the vehicle is moving from a straight route to an adjacent route by turning and the space for the turning (distance to the ridge: width of the outer peripheral area OA) is small. The turnback shown in FIG. 60 consists of a first turning route (designated R1 in FIG. 60), a reverse reverse turning route (designated R2 in FIG. 60), and a second turning route (designated R2 in FIG. 60). In FIG. 60, the code R3 is given). The first turning path and the reverse reverse turning path realize what is called turning back, and by increasing the number of turning turns, the space required for turning can be reduced.

When the turning retry function is executed, the turning trajectory of machine body 1 is estimated when turning, and based on the estimated turning trajectory, the work equipment turns within a limited space or at a predetermined interval up to the ridge. It is determined whether it is possible. If the result of the determination is that the vehicle can turn, the vehicle continues to turn, but if the result of the determination is that the vehicle cannot make a turn, the vehicle continues to turn back using reverse until the result of the determination is that the vehicle can make a turn. At this time, if the determination result is that turning is not possible, the operator may be notified and the automatic travel may be shifted to manual travel, or the vehicle may automatically turn and travel.

Since planting around the area involves driving near the ridge, there is some information that the worker should be aware of before doing so. For this reason, at a stage before the surrounding planting run is started, a notification is given to alert the operator, and at least a notification is given that the outside running will be carried out by a man. It is advantageous to have a warning based on experience in round trips before a round trip. At that time, it is preferable that at least a notice is issued on the screen of the information terminal 5 to call attention to the situation. As another form, it may be possible to select whether the outer lap traveling is performed manned or unmanned. Furthermore, the notification may be made using audio, stacked lights, or the like.

When the outside lap is performed manually, it is preferable to draw a marker that serves as a guide for the outside lap when the inside lap is performed first. These marker marks assist the operator in manually maneuvering the outer circumference.

The inner loop route IRL and the outer loop route ORL are a combination of a straight route and a direction change route. When performing surrounding planting travel using these circular routes, since seedling planting in the inner area IA has already been completed, the inner area is already a planted area. Therefore, by setting the planting end position on one straight path to a position that is aligned with the already planted area, there is a non-planted space between the planting end position and the ridge that is the same as that between the already planted area and the ridge. occurs. This non-planted space can be used as a space for changing direction (turning back) for traveling using the next straight route, so the changing direction becomes easy.

In an area where the end position of the straight path during reciprocating travel in the internal area IA is different from the end position of other straight paths, that is, in an area where there are recesses or protrusions in the corner area of the internal area IA, the inner circumferential path is The IRL will be bent into a crank shape. For this reason, the seedling planting marks caused by traveling along the outer circumferential route ORL, which extends to cover the outside of the inner circumferential route IRL, overhang the seedling planting marks caused by traveling along the inner circumferential route IRL. In order to avoid this, each row clutch control is performed to turn off each row clutch corresponding to a planting nail that becomes an overhang.

Here, planting work traveling accompanied by each row clutch control will be described using FIG. 61. In (a) of FIG. 61, all of the planting mechanisms (planting claws) 22 for eight rows are in operation (all clutches for each row are turned on), and eight rows of planting marks are formed. In (b), the planting mechanism 22 for two rows on the left is inactive (each row clutch is turned off), and six rows of planting marks are formed. In (c), the planting mechanism 22 for four rows on the left side is inactive (each row clutch is turned off), and four rows of planting marks are formed. Various planting marks can be formed by such individual row clutch control. For example, in (d) in FIG. 61, a triangular planting mark is formed by sequentially deactivating the planting mechanism 22 from the left side. Furthermore, as shown in (e) in FIG. 61, by sequentially deactivating the planting mechanism 22 from the left side and then sequentially activating it, a planting trace having a curved side surface is formed. Alternatively, although not shown, it is also possible to form a planting trace having stepped, convex, or concave side surfaces.

The inner loop route IRL is created along each end position of the straight route during reciprocating travel, and during automatic travel, the inner loop route IRL is set as the target route and control is performed to minimize the deviation from the target route. be exposed. On the other hand, the outer circumferential route ORL is created based on the travel locus in the teaching drive for map creation, and the control of automatic travel using the outer circumferential route ORL is control that imitates the teaching drive. The outer circumferential path ORL in which this tracing control is adopted can reliably prevent contact with the ridge. However, in order to further reduce the risk of contact, the vehicle is set back further inward from the teaching travel trajectory. A function is provided for selecting zero or reduction of this setback amount. Instead of reducing the amount of setback, the control of the outer circumferential run does not target the outer circumference route ORL created based on the travel locus during teaching drive, but instead targets the outer circumference of the field (the boundary between the ridge and the field surface). line).

As described above, the route creation process includes a round trip route creation process, an inner loop route IRL creation process, an outer loop route ORL creation process, and a starting point guidance route creation process. Although all of these processes are performed at once, a configuration may be adopted in which each process is performed individually.

If the round trip route creation process and the inner loop route IRL creation process are performed without considering the outer loop route ORL, the outer loop route ORL and the inner loop route IRL overlap, so a normal outer loop route ORL cannot be formed. This will cause inconvenience.

[Starting point guidance]
Next, starting point guidance will be explained using FIG. 62. Starting point guidance means guiding the rice transplanter to the starting point S, which is the starting point of the internal reciprocating route IPL, where the seedling planting work in the field begins. When the teaching drive for forming the field map is completed and the route creation process is also completed, the rice transplanter performs the seedling planting work by automatic running. The planting work in automatic driving starts from the starting point S of the internal reciprocating route IPL. A starting point guidance route SGL, which is a travel route for automatically driving the rice transplanter to the starting point S, is set in the route creation process, and an automatic driving start enabling condition that permits automatic driving using this starting point guidance route SGL is set. It is set. The condition for starting automatic travel is that the position and orientation of the rice transplanter are within a permissible range. Simply put, the automatic travel start possible condition may be that the rice transplanter enters the guidance start possible area GA. This guidance start area GA is also displayed on the screen displayed on the touch panel 50.

When performing the operation to start automatic travel, if the rice transplanter is located within the guidance start area GA (or if the position and orientation of the rice transplanter are within the permissible range), the guidance will start. When the rice transplanter is not located within the startable area GA (or when the position and orientation of the rice transplanter are not within the permissible range), the display color of the guidance startable area GA displayed on the touch panel 50 changes. different. Whether or not the rice transplanter is located within the guidance start area GA is notified by lighting a lamp, sound, etc.

For example, as shown in FIG. 62, if the vehicle is not located within the guidance start possible area GA and the automatic travel start possible conditions are not satisfied, a notification is given so that the automatic travel start possible conditions are met. At this time, the reason why the condition is not satisfied (for example, positional deviation, azimuth deviation, etc.) is notified, and the method for resolving the problem (for example, forward/backward movement instruction, left/right steering wheel operation instruction, etc.) is notified. When this solution method is carried out and the conditions for starting automatic driving are satisfied as shown in FIG. 63, a notification to that effect is made and starting point guidance driving in automatic driving is started. In FIG. 63, the postures of two rice transplanters are shown. On the other hand, in the posture of the rice transplanter, the front part of the rice transplanter butts against the ridge in order to supply seedlings, and from this posture, it is possible to guide the starting point in the turning FL using a predetermined backward turning and forward movement. By acquiring the route SGL, a starting point guided run is performed. In the other posture of the rice transplanter, the starting point guidance route SGL can be captured, so the starting point guidance travel is performed along the starting point guidance route SGL immediately after entering the farm.

The following is added regarding the determination of the automatic driving start possible conditions using the guidance start possible area GA.
(1) If most of the aircraft 1 is within the guidance start area GA, at least the front part of the aircraft, for example in front of the front wheel 12A, will be determined to be within the guidance start area GA even if it is out of the guidance start area GA. . From this, the guidance startable area GA may protrude outside the field (outside the field boundary line).
(2) Basically, the entrance/exit E, the starting point S of the internal reciprocating route IPL, and the seedling supply side (seedling supply ridge) are related as shown in FIG. It is set near the side or entrance E of the field. Of course, if it is possible to automatically travel from outside the field to the starting point S by passing through the entrance/exit E, the guidance startable area GA can be set outside the field.
(3) The starting point guidance route SGL essentially consists of a turning route that connects to the starting point S and a straight route that connects to the turning route, but as shown in FIGS. 62 and 63, the guidance start possible area GA does not cover all straight paths. As a condition for starting automatic travel (starting point guidance condition), in order to smoothly capture and enter the starting point guidance route SGL, a predetermined distance (several This is because it is desirable to secure a straight path for a length of 100 m or more. This predetermined condition is based on the turning radius and 1/2 wheelbase distance of a general rice transplanter, and this predetermined distance is changed for rice transplanters with different specifications.
(4) At least a portion of the straight route of the starting point guidance route SGL is within the guidance startable area GA. It is preferable that the length of the starting point guidance route SGL of the guidance startable area GA along the straight path is longer because the start area conditions for automatic driving are relaxed.
(5) The starting point guidance route SGL is set parallel to the seedling supply side. If there are multiple candidates for the seedling supply side, the first candidate is the seedling supply side near the entrance, and the guidance start area GA is set for that seedling supply side. (6) The starting point guidance route SGL is the outer circumferential route ORL. may be generated so as to be parallel to this outer circumferential path ORL. The starting point guidance route SGL may be provided across a plurality of ridges. In that case, two guidance startable areas GA may be set corresponding to these plurality of ridges, or these may be connected to form one area. For example, if a guidance startable area GA is formed on each of two adjacent ridges, assistance from the guidance startable area GA that is farther from the starting point S to the guidance startable area GA that is closer to the start point S A starting point guidance path is formed. The work equipment that has entered the guidance startable area GA that is farther from the start point S moves to the guidance startable area GA that is closer to the start point S using the auxiliary start point guidance route, and then moves to the guidance startable area GA that is closer to the start point guidance route SGL. can be used to reach the starting point S. Since the starting point guidance route SGL is formed in the outer peripheral area OA, it is possible to avoid roughness of the field due to overlapping of the ruts generated by traveling using the starting point guidance route SGL and traveling using the circular route. In order to do this, it is preferable that the starting point guidance route SGL is set with an interval from the outer circumferential route ORL and the inner circumferential route IRL. When seedling planting work using the inner circumferential route IRL is performed with a working width narrower than the working width of all rows, it is preferable that the starting point guidance route SGL set in the outer circumferential area OA is closer to the inner area IA. . However, in order to reduce the control burden, the outer loop route ORL or the inner loop route IRL may be used as is (combined) and set as the starting point guidance route SGL.
(7) In FIGS. 62 and 63, the starting point guidance route SGL is set in the outer peripheral area OA, but if only one loop route is generated and the width of the outer peripheral area OA is narrow, the starting point guiding route SGL is set in the outer peripheral area OA. It may at least partially penetrate into the internal area IA.
(8) Since the outer circumferential route ORL is generated as full-row planting, the planting traces based on the inner circumferential route IRL are between the planting traces based on the outer circumferential route ORL and the planting traces based on the internal reciprocating route IPL. It will be occupied. For this purpose, the working width of the working machine on the inner circumferential route IRL is adjusted. Alternatively, the straight route in the internal reciprocating route IPL may be extended to the outer circumferential area OA, and the planting traces caused by straight travel may be expanded. In addition, if the planting marks have to be partially adjusted, traveling using the individual row clutch control described using FIG. 61 is executed.

[Guidance to area GA where guidance can start]
When a worker performs an operation to start automatic travel when the rice transplanter is located outside the guidance startable area GA, a guidance screen for moving to the guidance startable area GA is displayed on the touch panel 50. In addition, audio, stacked lamps, remote controls, etc. may also be used to notify the user. The vehicle may automatically travel to the guidance start area GA while giving the notification.

An example of the guide screen is shown in FIGS. 64 and 65. FIG. 64 shows that the body position of the rice transplanter is outside the guidance startable area GA, and the body orientation is also outside the permissible range. In FIG. 64, the recommended machine direction (seedling supply direction) is shown as a guide arrow. It is also possible to illustrate a guide arrow in which the orientation of the aircraft 1 facing the starting point S is the orientation of the starting point guidance route SGL. FIG. 65 shows that the body position of the rice transplanter is within the guidance startable area GA, and the body orientation is also within the permissible range. In this position, it is possible to move to a screen for starting automatic driving. Note that in FIG. 64, the guidance startable area GA is drawn in a color indicating that the aircraft position is out of tolerance, for example, red. In FIG. 65, the guidance startable area GA has changed to a color indicating that the aircraft position is within tolerance, for example, blue.

Other examples of guide screens are shown in FIGS. 66, 67, and 68. In this example, a plurality of guidance start possible areas GA are set, and are indicated by thick arrows perpendicular to the seedling supply side. The direction of this arrow indicates the reference direction. FIG. 66 shows that the body position of the rice transplanter is outside the guidance startable area GA, and the body orientation is also outside the permissible range. FIG. 67 shows that although the machine direction is within the permissible range, the machine position of the rice transplanter is outside the guidance start area GA. FIG. 68 shows that the body position of the rice transplanter is within the guidance startable area GA, and the body orientation is also within the permissible range. Again, in FIGS. 66 and 67, the aircraft position is drawn in a color that is outside the allowable range, for example red, but in FIG. 68, the guidance start area GA indicates that the aircraft position is within the allowable range. The color has changed to indicate, for example, blue.

When automatic travel is requested to plant seedlings from the guidance start area GA through the starting point S, a determination is made regarding the aircraft equipment. Condition items used for this determination include communications, sensors, motors, and the like. Conditions that are not satisfied in the determination result are displayed on the touch panel 50. At that time, a recovery method for conditions that are not satisfied may be displayed. Furthermore, conditions that are satisfied may also be displayed in the determination result.

When all the conditions for automatically running seedling planting work are met, a confirmation screen for basic settings for seedling planting work (plant spacing, amount of seedlings taken, number of horizontal feeds, amount of fertilizer, amount of chemical spray, etc.) will be displayed. . A work simulation is performed using the settings set on this basic settings confirmation screen, and if it is estimated that material replenishment work is required at a location far from the seedling supply area, a guidance screen appears that recommends automatic, manned driving. This guidance screen is displayed even during actual work driving. Specifically, during round-trip driving, if it is estimated that one seedling is not enough before returning to the next seedling replenishment area, this guidance screen will be displayed, and the driver will be able to choose between manned automatic driving or unmanned driving. A selection screen for automatic driving will be displayed.

If each material is equipped with a means for detecting the amount of materials that need to be resupplied, that is, a means for detecting the remaining amount of materials, the choice between manned automatic driving or unmanned automatic driving that takes this material replenishment into consideration is , can be done automatically. The material loading amount detection means includes a seedling outage sensor (for example, a pressure-type seedling outage sensor), a hopper weight sensor or an optical sensor, and a seedling consumption detection encoder (for example, a seedling outage sensor that detects the amount of movement of the seedling mat by the amount of rotation). It can be configured with a consumption amount detection encoder), a camera (for example, a camera that analyzes images to determine whether the remaining amount of seedlings is below a predetermined value), and the like. If the replenishment material is fuel, the minimum required refueling amount calculated based on the remaining amount of fuel and the distance that must be traveled thereafter is notified to the worker.

The amount of fuel consumption per trip estimated before the start of work travel is often different from the amount of fuel consumption per trip calculated after the actual start of work travel. For this reason, it is preferable that the guidance timing for refueling is corrected sequentially.

[Interruption/termination of automated driving, postponement of driving line, resumption of automated driving from interruption]
If a situation occurs during automatic driving that makes automatic driving difficult, automatic driving will be interrupted or terminated, and driving control will shift to manual mode. When automatic driving is terminated, it is impossible to resume work using automatic driving, but when automatic driving is interrupted, it is possible to resume work using automatic driving. In automated driving, the history of automated driving (travel routes traveled, etc.) is recorded. After automatic stop is interrupted, when restarting automatic travel after traveling at the same aircraft position or using manual travel, the aircraft position where automatic travel was interrupted and the ID of the travel route for that aircraft position are stored in memory, etc. Read out. In the case where the interruption position and the restart position are different, if the interruption position and the restart position are on the same line, a restart instruction can be given using the touch panel while the aircraft overlap on the line. If the interruption position and restart position are on different lines, the travel route displayed on the touch panel 50 is used to advance the set travel route (referred to as line forwarding) and travel to the current position of the aircraft 1. Match routes. When such line feeding is performed on the screen of the touch panel 50, which has a limited display area, it becomes difficult to identify each route, especially in an area where the circular routes and internal reciprocating routes IPL are crowded or overlap. For this reason, it is preferable to identify each travel route by color, line pattern, or the like.

Additional items regarding the screen display of the travel route on the touch panel 50 are as follows.
(1) The driving route where automatic driving was interrupted is drawn in a characteristic color such as red. In this case, the color of the route section to be changed is preferably for each straight route, but it may be a partial section of the straight route that includes an interruption point.
(2) If multiple routes exist near the interruption point of automatic driving, the operator selects the travel route to be processed.
(3) The color of the travel route is changed depending on the work attribute of the travel route. For example, along the driving route, there are routes where seedling planting work has been completed, routes where seedling planting work is being carried out, routes where seedling planting work is to be carried out, and routes where the seedling planting work is not performed, which is called a free running route. Each route is colored so that it can be identified. Further, the area around the route where the seedling planting work has been completed may be colored according to the work width (each row unit).
(4) Even in manual travel, the travel locus is matched with the travel route map, and the work traces traveled during manual travel are also displayed as a completed work area.
(5) In order to make it easier to postpone the driving route when automatic driving is interrupted and automatic driving is resumed after manual driving along multiple driving routes, the driving route fast-forward and fast-reverse functions are available. Provided.
(6) When restarting automatic driving, it is necessary to select the driving line to restart. In order to facilitate the selection process, when resuming automatic driving, one of the following routes will be selected as the default restart route: the interrupted driving route, the next driving route after the interrupted driving route, or the driving route immediately before the interrupted driving route. Set.

The selection to terminate automatic driving is confirmed through the selection screen for selecting interruption or termination of automatic driving. Additional notes regarding the termination of automatic driving are as follows.
(1) It is not possible to resume automatic operation after pressing the end button. This is because although the work is generally not finished, the end button is expected to be pressed before or after the start of the outer lap, and if the outermost circumference deviates slightly, it may end up outside the field. It is said that it will be impossible to resume autonomous driving. However, it may be possible to resume automatic driving even if the end button is pressed before entering the outside travel route.
(2) When restarting automatic driving, the driving route can be selected not only in units of driving routes, but also in units of one point on the driving route, in units of multiple lines, or in units of internal reciprocating route IPL or circular route. When multiple routes are selected, the travel route for actually restarting automatic travel can be narrowed down and selected.
(3) When the work equipment is moved from the interruption point where the work was interrupted by automatic driving to replenish materials, etc., the work equipment is moved from the moving place to the interruption point by automatic driving and restarts the work by automatic driving. It is also possible to adopt At that time, the control technology for starting point guided travel can be used for automatic travel up to the point where automatic travel is resumed.
(4) If malfunction information is detected during the transition from automatic driving to manual driving or from manual driving to automatic driving, a notification is provided including countermeasures.
(5) Even when ending automatic driving is selected, the configuration may be such that the option of suspending automatic driving or new automatic driving (regenerating the driving route) remains.
(6) In the case of automatic driving on the outer loop route ORL, if automatic driving is interrupted, automatic driving cannot be resumed and only manned manual driving is permitted, but automatic driving can be resumed. A configuration that allows this may be adopted.

[Idle running control and row spacing adjustment]
As shown in the basic traveling route diagram in FIG. 4, generally, the starting point S of the internal reciprocating route IPL and the end point G, which is the planting end point of the internal reciprocating route IPL, are located on the same side. However, the end point G of the reciprocating route and the transition route from the internal reciprocating route IPL to the circular route are located near the entrance and exit of the field. In order to satisfy this condition, it is good if the number of straight routes in the internal reciprocating route IPL is an even number, but if the number of straight routes is an odd number, the end point G of the internal reciprocating route IPL is on the opposite side of the entrance/exit E. Become. In order to avoid this inconvenience, as shown in FIG. 69, a straight route other than the final straight route (labeled Ln in FIG. 69), for example, a straight route labeled Ln-1 in FIG. After driving the next straight route (the final straight route marked with the symbol Ln in Fig. 69) while not working (non-seedling planting work), perform the seedling planting work on the straight route that was idle. while driving. As a result, the end point G of the final straight route is reversed to the entrance/exit side. In the example of FIG. 69, the position of the end point G moves by the planting width. To avoid this, it is recommended to select another straight route as the idle straight route. In this way, traveling on a travel route other than the turning route (straight route) without seedling planting work is referred to as empty travel.

Of course, if the number of straight routes is odd, empty running is not necessary by setting the starting point S of the internal reciprocating route IPL to the opposite side from the ending point G of the internal reciprocating route IPL. In this case, the starting point S of the internal reciprocating route IPL will be far away from the entrance/exit E, and the starting point guidance route SGL will become longer. The extension of this starting point guidance route SGL can be considered as the empty running distance.

Although similar to empty running, one effective method for avoiding an extension of the starting point guidance route SGL is to adjust the distance between rows so that the number of straight routes becomes an even number. Row spacing adjustment means narrowing the working width (seedling planting width). For example, the worked area created when traveling on one straight route with a predetermined working width is the same as the worked area created when traveling on two straight routes with a working width that is half the predetermined working width. becomes. Running with all row clutches off is different from idle running in which the seedling planting device 3 is raised to a non-working position without controlling each row clutch, but the work results are the same. It is. By employing the row spacing adjustment, the number of straight paths in the inner area IA becomes an even number. However, since the row spacing adjustment (adjustment of working width) using the individual row clutch control as explained using FIG. Before entering the target driving route and while traveling on the relevant driving route, a notification to that effect (voice, message display, lamp, etc.) is provided.

In row spacing adjustment, the working width is changed on a row-by-row basis by off-control of each row clutch, making it possible to make adjustments that would not be possible with idle running. In other words, if the width of the internal area IA where the internal reciprocating route IPL is set is not an integral multiple of the working width, by using row spacing adjustment, the straight route is set so that the interval between the straight routes is shortened and becomes an integral multiple of the working width. be done. In this case, generally speaking, the intervals between the straight routes are adjusted evenly, but the adjustment width of each route is changed, for example, the interval near the entrance/exit E is close to the standard, and the distance toward the side far from the entrance/exit is adjusted. You may also gradually narrow it down. Alternatively, the distances may be adjusted uniformly at intervals close to the standard up to a predetermined distance from the entrance/exit E, and after the predetermined distance, the intervals may be slightly shorter than those on the entrance/exit E side and adjusted evenly. In any case, in order to adjust the width of the internal area IA to an integral multiple of the working width, it is sufficient to adjust the interval between any of the straight paths. However, when emphasis is placed on yield, it is preferable to adjust the row spacing in the direction of dense planting as much as possible (up to about 3 cm). On the other hand, if emphasis is placed on reducing man-hours and materials, it is preferable to adjust the spacing toward sparse planting.

When a route to which idle running, row spacing adjustment, etc. is applied is displayed on the touch panel 50 in an identifiable manner, the screen may be difficult to see depending on the screen resolution. Therefore, only the circular route or the internal round trip route IPL may be displayed. If the reciprocating process is almost over, the current position may be determined and only the circuit route as the next travel line to be worked on may be displayed. Furthermore, when automatic driving is interrupted and resumed, only the driving route that has already been worked may be erased. Note that it is preferable to store the immediately preceding work history when restarting an interruption, and to perform work based on the same work history when restarting, thereby ensuring continuity of work.

When an empty running route or a running route subject to row spacing adjustment is set, the running route is displayed on the screen of the touch panel 50 so that it can be identified by changing the display color or the like. Additionally, while driving, if you approach an empty running route or a running route with adjusted row spacing, a message such as "Next running route is empty running (row spacing adjusted driving)" is displayed on the screen of the touch panel 50. be done. The travel traces of the empty travel route or the travel route with the row spacing adjusted are filled in by the corresponding working width. Of course, in the case of empty running, only the driving route is displayed without being filled in.

Although the row spacing adjustment and idle running can be carried out on all working travel routes, the row spacing adjustment that involves control of each row clutch may be limited to only the lap route.

In the area where the internal reciprocating route IPL transitions from the straight route to the turning route, a zero row planting route is set that has a length close to the distance between plants. The zero-row planting route is a route for reliably planting the seedlings held by the planting claws at that time while traveling on this short route, thereby suppressing floating seedlings.

[Travel route in modified field]
In the case of a deformed farm field where the lengths of each side are different, the inner circumferential route IRL may also be matched with the outer circumferential route ORL by a route that follows the shape of the field. In this case, if the internal reciprocating route IPL is generated assuming that the internal area IA is rectangular, the work trace (area where seedlings were planted along the straight route of the internal reciprocating route IPL) and the inner When the circumferential route IRL is used, a deformed unworked area or an overlapping work area with inclined sides as shown in FIGS. 70 and 71 is generated between the work trace and the work trace. There are two methods to solve this problem. One is the generation of an internal reciprocating path IPL in which each end of the straight path of the internal reciprocating path IPL becomes longer in sequence, and the other is by controlling the individual clutches while traveling straight. be. As described above, the row clutches are sequentially turned on or off as the vehicle travels, so that one or both sides of the work trail (already planted area) becomes an inclined side. Furthermore, if the individual clutches are precisely controlled, curved work traces are also possible.

An example of how to run a straight route with different lengths at each end is shown in FIGS. 70 and 71. FIG. 70 shows an example in which the ends of the straight route are sequentially shortened, and the illustrated internal reciprocating route IPL consists of a forward straight route Y1, a turning route Y2, and a next straight route Y3. The straight route Y3 is divided into a first route portion Y31 and a second route portion Y32. The straight ahead route Y1 and the second route portion Y32 are seedling planting travel, and the turning route Y2 and the first route portion Y31 are non-seedling planting travel. FIG. 71 shows an example in which the end of the straight route is gradually lengthened, and the illustrated internal reciprocating route IPL consists of the forward straight route W1, the turning route W2, the next straight route W3, and the next straight route IPL. The straight route W3 includes a first route portion W31 and a second route portion W32. The first route portion W31 and the second route portion W32 overlap with the final portion of the turning route W2. The first route portion W31 is a backward route. The forward straight route Y1, the second route portion W32, and the next straight route W3 are seedling planting travel, and the turning route W2 and the first route portion W31 are non-seedling planting travel. In the example shown in Fig. 71, the turning path is a path with a predetermined turning radius, so the straight path enters the turning path and it is necessary to reverse, but a smaller turning radius is used. When a special turning or a special turning is performed, the distance of the turning path becomes short, so the first path portion W31 and the second path portion W32 become unnecessary. The special turning here includes a turning turn, a turning using the speed difference between the left and right wheels, and the like, and can be realized by turning control based on GPS coordinates, steering angle, wheel rotation speed, etc.

In the case of a modified farm field, since the outer circumferential route ORL is a route that follows the shape of the farm field, the number of connection points (hereinafter referred to as plot points) between a straight line route and the next straight line route increases. When the inner loop route IRL is generated along the outer loop route ORL, the number of plots for the inner loop route IRL is set to be smaller than the number of plots for the outer loop route ORL, but The number of plots is greater than the number of plots of the inner loop route IRL generated along the outer shape.

[Another embodiment]
(1) The travel route is set by non-working travel along the outer periphery of the field. The driving route can be generated by the information terminal 5 or the control unit 30. In this case, the information terminal 5 or the control unit 30 may be provided with a route setting section as an independent functional block. Alternatively, a configuration may be adopted in which both the information terminal 5 and the control unit 30 are provided with a route setting section, and it is selectively determined which of the information terminal 5 or the control unit 30 should perform the route setting. Alternatively, a configuration may be adopted in which a driving route is generated by an external server or the like, and the information terminal 5 or the control unit 30 can receive the generated driving route. Various data obtained during work driving of the work equipment (data created by map shape acquisition processing, route creation processing, etc., obstacle data related to obstacles detected while driving, driving status data obtained while driving, work status data, field status data, etc.) may be uploaded to an externally installed central computer or cloud service computer. Furthermore, such registered data may be downloaded prior to operation.

(2) The control unit 30 can be subdivided into arbitrary functional blocks. For example, an automatic travel control unit that controls travel during automatic travel, a manual travel control unit that controls travel during manual travel, a work equipment control unit that controls various work equipment, information terminal 5, and other equipment. a communication unit that sends and receives information between the two; an obstacle detection unit that controls the sonar sensor 60 and detects obstacles; and an obstacle control unit that issues commands to the automatic travel control unit and manual travel control unit according to the obstacle detection results. , a stacked light control section that controls the stacked light 71 , a transmission operation section that controls the main shift lever 7A, the motor 45, and the like may be provided individually as functional blocks of the control unit 30.

(3) In each of the embodiments described above, the notification device that performs various notifications performed by the rice transplanter is not limited to the information terminal 5 or the voice alarm generating device 100, but various notification devices can be used. For example, the remote control 90 may be provided with an LED and various information may be notified by lighting patterns, or the remote control 90 may be provided with a monitor and various information may be displayed. In addition, notification can be provided by lighting patterns of the laminated light 71, center mascot 20, lights, and other light emitters, display and vibration on a smartphone, mobile terminal, personal computer, etc. owned by the worker, vibration of the remote control 90, etc. can. In addition, various notifications performed by the notification device are carried out by the control unit 30, an notification control section built into the control unit 30, or an notification control section provided outside the control unit 30, which detects the running state, work state, and various sensors. It is controlled according to the state etc.

(4) As shown in FIG. 72, the outer circumferential contour line LL0 of the field indicated by the map information of the farm field acquired by the field shape acquisition process is changed to the corrected outer circumferential contour line LL1, which is offset by a predetermined offset amount toward the center of the field. Based on this, a driving route is formed. The modified outer circumferential contour line LL1 is substantially the same as the outer circumferential route ORL, which is the outermost circumferential route. An inner circular route IRL and an internal reciprocating route IPL are created inside the outer circular route ORL. At this time, as shown in FIG. 72, if the convex part ZA exists in the field outline, the outer circumferential route ORL and the inner circumferential route IRL will also exhibit a bent shape that follows the shape of the convex part ZA. However, if the amount of protrusion of the convex portion ZA into the field is small, the curved shape may be replaced with a straight line at least in the inner circumferential route IRL. The area where the curved shape is replaced with a straight line in this way is herein referred to as a special planting area SNA. The shape of a field with a plurality of special planting areas SNA is a complicated polygon, but if the curved path portion in this special planting area SNA can be replaced with a straight line, the shape of the field becomes a simple shape. As a result, the inner circumferential route IRL can be formed in a straight line, and the envelope of the inner reciprocating route IPL can also be formed in a straight line. At this time, if seedling planting overlaps in traveling on the outer circumferential route ORL and the inner circumferential route IRL, the traveling on the outer circumferential route ORL may be idle running, or may be planted in layers. Such a special planting area SNA often occurs in a corner area of a field, especially at the entrance/exit E, but by making the path in the special planting area SNA straight, the path design becomes easier. However, it is preferable that the linearization of the route in this special planting area SNA can be selected by the operator.

Note that when the size of the above-mentioned bent shape is larger than a predetermined value, the above-mentioned straightening becomes difficult. That is, the straightened inner loop route IRL enters the outer loop route ORL, and the special planting area SNA becomes an overlapping special planting area included in both the outer loop route ORL and the inner loop route IRL. In this case, the planting work for this overlapping special planting area is performed by traveling on the inner loop route IRL. Furthermore, when traveling through this overlapped special planting area on the outer circumferential route ORL, the vehicle runs with empty planting and passes through the overlapped special planting area. In addition, if a redundant special planting area occurs around entrance/exit E, planting will be done by driving using the inner loop route IRL, and the outer loop route ORL will pass through this redundant special planting area. Instead, pass through entrance E and escape from the field.

(5) If the location where a fuel shortage, battery shortage, or shortage of materials such as planted seedlings, fertilizers, and chemicals has occurred, or a location where such occurrence is predicted to occur, will be notified. The position of the material shortage (material shortage) may be displayed on the touch panel 50, preferably on the travel route.

(6) In each of the above embodiments, a rice transplanter was used as an example. However, the present invention is applicable to rice transplanters, direct sowing machines, management machines (spreading chemicals, fertilizers, etc.), tractors, harvesting machines, etc. The present invention can be applied to agricultural working machines and various types of working machines that travel in working areas.

INDUSTRIAL APPLICABILITY The present invention can be applied to a travel route management system for agricultural working machines such as rice transplanters and other working machines.

1: Aircraft 5: Information terminal 50: Touch panel 90: Remote control 522: Round trip route creation section 531: Supply side setting section 532: Supply control management section IPL: Round trip route (internal round trip route)
FL: Turnback run

Claims (9)

A travel route management system for a working machine that can automatically travel on a farm,
a supply side setting unit that sets a specific side consisting of one or more sides of the outline of the farm as a material supply side for materials consumed by the working machine;
a reciprocating route creation unit that creates a reciprocating route including a plurality of straight routes extending toward the material supply side;
Bringing the work machine closer to the material supply side from an end area of the straight path running toward the material supply side, from a start area of the straight path running next, or from both areas. a supply control management department that manages supply travel control for the
A driving route management system equipped with The replenishment traveling control includes a forward bringing mode in which the front end of the work equipment is brought close to the material replenishing side, and in the front bringing mode, the forward end of the working machine is moved from the straight forward route being traveled to the next traveling straight route. The traveling route management system according to claim 1, wherein the transition traveling to is stopped, the working machine continues to travel straight to bring it close to the material replenishing side, and after replenishing the materials, it heads to the next straight route by traveling in reverse. . The travel route management system according to claim 2, wherein a temporary stop of the vehicle body as travel control information is assigned to an end region of the straight route traveling toward the material supply side. 4. The driving route management system according to claim 2, wherein the driving toward the material replenishment side in the forward driving mode is performed by automatic driving using an extended route obtained by extending the straight route as a target route. The replenishment traveling control includes a rear bringing mode in which the rear end of the working machine is brought close to the material replenishing side, and in the rear bringing mode, the straight traveling route that is next traveled from the straight route that is being traveled is 2. The travel route management system according to claim 1, wherein after completing the transition travel to the route, the work machine continues to travel backward to bring it close to the material replenishment side, and after replenishing the materials, travels forward to the next straight route. . A material replenishment management unit is provided that determines the replenishment timing of the replenishment materials based on the calculated remaining amount of replenishment materials, and brings the front end of the work machine closer to the material replenishment side according to the type of material to be replenished. The traveling route management system according to any one of claims 1 to 5, wherein either a front bringing mode or a rear putting mode in which the rear end of the working machine is brought closer to the material supply side is selected. The replenishment travel control is performed by interrupting automatic travel and performing manual travel, and when the next straight route is captured after replenishing materials, automatic travel is resumed. driving route management system. The travel route management system according to any one of claims 1 to 7, wherein the replenishment travel control can be remotely controlled using a remote control. The supply side setting section, the reciprocating route creation section, and the supply control management section are constructed in an information terminal with a touch panel connected to the in-vehicle LAN of the work machine so as to be operable through a graphic user interface, The travel route management system according to any one of claims 1 to 8, wherein selection of a replenishment side and selection of contents of the replenishment travel control are performed through the touch panel.

Images