JP7457898B2 - Work vehicles - Google Patents

Description

The present invention relates to a work vehicle.

Conventionally, for example, for a work vehicle that performs ground work using a work device attached to the vehicle body while traveling in a field, the position information of the start and end of work is acquired when the work device is turned on or off. However, there is one that has a function of creating a reference line from the obtained work start position and work end position and automatically steering the steering wheel along the created reference line (for example, see Patent Document 1).

In such a work vehicle, the positions where the work equipment is turned on and off are obtained as the work start position and work end position, eliminating the need to perform operations to obtain the work start position and work end position.

Unexamined Japanese Patent Publication No. 2016-21890

However, the conventional work vehicle as described above does not take into consideration the display mode of the monitor related to automatic steering.

The present invention has been made in view of the above, and an object of the present invention is to provide a work vehicle that can improve workability and that can have a simple and inexpensive monitor.

In order to solve the above-mentioned problems and achieve the purpose, the work vehicle according to the first aspect includes a steering member (35) for steering the traveling vehicle body (2), and a position coordinate of the traveling vehicle body (2). a position information acquisition device (200) for acquiring position information; an automatic straight-travel device (205) for operating the steering member (35) to cause the traveling vehicle body (2) to travel straight; and a control device (100) for controlling each part. A work vehicle (1) equipped with a monitor (300) for informing a worker of various information related to the automatic straight-ahead state is provided in the control section of the traveling vehicle body (2),
When automatic straight-ahead driving by the automatic straight-ahead device (205) is turned on, the monitor (300) notifies that automatic straight-ahead travel is “on,”
A reference position acquisition unit is provided that performs an operation to register driving reference data that serves as a reference for straight forward driving of the traveling vehicle body (2),
The reference position acquisition unit can register a first reference position (A) that is registered at one point in the field and a second reference position (B) that is registered at another point in the field;
The reference position acquisition unit is a lever member,
By operating the lever member to one side, the first reference position (A) can be registered;
When registering the second reference position (B), if the distance from the position where the first reference position (A) is acquired is a predetermined distance or more, the second reference position (B) can be registered ;
The vehicle is characterized in that when the lever member is operated to the other side, the automatic straight-ahead traveling is turned on .

The work vehicle according to claim 2 is the work vehicle according to claim 1, in which when the lever member is operated to one side for a predetermined period of time, the acquired first reference position (A) and second reference position (B) are changed. It is characterized by deletion .

(delete)

(delete)

According to the work vehicle according to the present invention, various information regarding the automatic straight-ahead state can be notified to the worker. Further, the monitor can be configured simply and inexpensively.

FIG. 1 is a left side view of the work vehicle. FIG. 2 is a plan view of the work vehicle. FIG. 3 is a plan view of essential parts showing the configuration of the traveling vehicle body. FIG. 4 is a rear view of main parts showing the configuration of the control section including the steering member. FIG. 5A is a rear view of main parts showing the configuration of the automatic steering device for the steering member. FIG. 5B is a left side view of a main portion showing the configuration of an automatic steering device for the steering member. FIG. 6 is a functional block diagram showing members related to various controls. FIG. 7 is a flowchart showing control for correcting the acquired position coordinates. FIG. 8 is a flowchart showing automatic straight-ahead control by the automatic steering system. FIG. 9 is a flow chart showing acquisition of the first reference position and the second reference position by operating the automatic straight-line driving setting member and turning on and off the automatic straight-line driving control. FIG. 10 is a flow chart showing the erasing operation of the first and second reference positions. FIG. 11 is a flowchart showing control for erasing the first reference position by operating the handle after acquiring the first reference position. FIG. 12 is a schematic work explanatory diagram showing a first reference position, a second reference position, a reference line, and a target position. FIG. 13 is a flowchart showing a control for erasing the first reference position, the second reference position, and the reference line by traveling on the headland of the field. FIG. 14 is a flowchart (part 1) showing the control for automatically erasing the reference line. FIG. 15 is a flowchart (part 2) showing control for automatically erasing the reference line. FIG. 16 is a flowchart (part 3) showing control for automatically erasing the reference line. FIG. 17 is a flowchart (Part 4) showing control for automatically erasing the reference line. FIG. 18 is a left side view showing another example of the work vehicle. FIG. 19A is an explanatory diagram (part 1) of the antenna frame. FIG. 19B is an explanatory diagram (part 2) of the antenna frame. FIG. 20A is a front view of the antenna frame. FIG. 20B is a perspective view of the antenna frame. FIG. 20C is a perspective view from below of the antenna frame. FIG. 21 is an explanatory diagram of the monitor.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a work vehicle disclosed in the present application will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments described below.

The overall configuration of a work vehicle (seedling transplanter) 1 according to an embodiment will be described with reference to Figures 1 and 2. Figure 1 is a left side view of the work vehicle (seedling transplanter) 1. Figure 2 is a plan view of the work vehicle (seedling transplanter) 1. Note that, for ease of explanation, wheels (front wheels, rear wheels) and the like are omitted from Figure 2. In the following, the work vehicle 1 will be described as an example of a seedling transplanter that plants seedlings in a field while traveling within the field.

In addition, in the following explanation, the front-rear direction refers to the direction in which the work vehicle (hereinafter referred to as the seedling transplanter) 1 moves straight, and the front side in the direction of movement is defined as "front" and the rear side is defined as "rear". ing. Note that the traveling direction of the seedling transplanter 1 is the direction from the cockpit 41 toward the steering member (hereinafter referred to as a handle) 35 when traveling straight (see FIG. 1).

Moreover, the left-right direction is a direction horizontally orthogonal to the front-back direction. In the following, left and right are defined toward the "front" side. That is, when a worker (also referred to as a pilot) is seated in the pilot seat 41 and facing forward, the left hand side is the "left" and the right hand side is the "right". Moreover, the up-down direction is a vertical direction. The front-back direction, the left-right direction, and the up-down direction are orthogonal to each other.

Note that these directions are defined for convenience to make the explanation easier to understand, and the present invention is not limited to these directions. Furthermore, hereinafter, the seedling transplanting machine 1 may be referred to as a machine body.

The riding seedling transplanter 1 shown in FIG. 2 as a work vehicle according to the embodiment has an eight-row planting configuration, but this configuration may be used for rice transplanters with a different number of planting rows. As shown in FIG. 1 and FIG. 2, the seedling transplanter 1 has a seedling planting section that takes seedlings from a seedling tank 53 and plants them in the field with multiple seedling planting devices 55, a sowing device that supplies seeds, or a rotary that tills the field, which can be raised and lowered via a lifting link mechanism 3 at the rear of the traveling body 2, and the main body of the fertilizer applicator 5 is located at the upper rear of the traveling body 2.

First, the main frame 15 that constitutes the traveling vehicle body 2 will be explained. As shown in FIG. 3, the main frame 15 includes a front beam frame 16 at the front of the fuselage, a rear beam frame 17 at the rear of the fuselage, and a central beam between the front and rear beam frames 16 and 17. A frame 18 is provided, and the front beam frame 16 and the central beam frame 18 are connected by a pair of left and right front connecting frames 19, 19, and the central beam frame 18 and the rear beam frame 17 are connected by a pair of left and right rear connecting frames 20. , 20.

Note that the longitudinal direction of the front beam frame 16, the central beam frame 18, and the rear beam frame 17 is the left-right direction, and the longitudinal direction of the front connection frame 19 and the rear connection frame 20 is the front-rear direction. The left and right front connecting frames 19, 19 and the rear connecting frames 20, 20 have substantially the same left-right spacing. Further, the horizontal lengths of the central beam frame 18 and the rear beam frame 17 are longer than the horizontal length of the front beam frame 16. Note that the left and right front connecting frames 19, 19 and the rear connecting frames 20, 20 are welded at the lower part of the central beam frame 18, so the left and right front connecting frames 19, 19 and the rear connecting frames 20, 20 are welded together. It may be constructed from a single piece of metal square material.

In the space formed by the front beam frame 16, the central beam frame 18, and the left and right front connecting frames 19, 19, driving force is transmitted to the left and right front wheels 10, 10, the rear wheels 11, 11, the working device 4, etc. A transmission case 13 and a hydraulic continuously variable transmission (HST) 14 that outputs driving force supplied from an engine 30 to the mission case 13 are provided. At the rear of the rear beam frame 17, left and right lifting frames 21, 21 are provided with a spacing narrower than the left and right spacing between the left and right rear connecting frames 20, 20 and protrude rearward. A rear support frame 22 is attached to the lower part of the upper frames 21, 21.

Rear wheel transmission cases 11a, 11a for driving the left and right rear wheels 11, 11 of the traveling vehicle body 2, respectively, are provided on the left and right sides of the rear support frame 22. Left and right link frames 23, 23 that support 3 are provided facing upward.

The elevating link mechanism 3 includes a pair of left and right lower link arms 24, 24 on the lower side of the left and right link frames 23, 23 and between the left and right, and an elevating cylinder 25 between the left and right lower link arms 24, 24. In addition, an upper link arm 26 is provided above the elevating cylinder 25. Note that the ends of the left and right lower link arms 24, 24, lifting cylinder 25, and upper link arm 26 on the side opposite to the traveling vehicle body 2 are attached to the front side of the body of the working device 4.

Furthermore, front wheel transmission cases 10a, 10a that transmit power to the left and right front wheels 10, 10 of the traveling body 2 are provided in front of both left and right ends of the center beam frame 18 and on the left and right outsides of the left and right front connecting frames 19, 19, respectively, and the left and right ends of the center beam frame 18 and the rear beam frame 17 are connected by left and right extension frames 27, 27, respectively. The left and right extension frames 27, 27 have their longitudinal direction in the front-to-rear direction.

In addition, a central connecting frame 28 in the front-rear direction is provided at the bottom of the central beam frame 18, rear beam frame 17, and rear support frame 22, and front and rear support plates 29, 29 are provided between the front and rear of the central beam frame 18 and rear beam frame 17 and between the left and right rear connecting frames 20, 20 to support the engine 30.

The front and rear support plates 29, 29 are each provided with receiving plates 29a for receiving the engine 30 on both left and right sides of the central connection frame 28. Then, left and right auxiliary frames 31, 31 are provided on both the left and right sides of the front and rear support plates 29, 29, passing under the rear beam frame 17 and protruding rearward, and the rear portions of the left and right auxiliary frames 31, 31 are provided. are connected by a rear auxiliary frame 32 in the left and right direction. Note that the rear end portions of the left and right auxiliary frames 31, 31 are connected to the left and right rear wheel transmission cases 11a, 11a.

The main frame 15 is configured as described above. Of the main frame 15, the front-rear width from the front beam frame 16 to the rear beam frame 17 and the left-right width of the left and right front connecting frames 19, 19 and rear connecting frames 20, 20 are determined by the floor on which the worker rides. Cover in step 33. The floor step 33 may be formed integrally to improve strength or reduce the number of parts, or it may be configured to be separable into front and rear sides, left and right sides, and can be easily attached and detached.

In the above, as shown in FIG. 3, the periphery of the left and right end portions of the center beam frame 18 and the rear beam frame 17, and the left and right extension frames 27, 27 are not covered by the floor step 33 and are exposed. At this time, the floor step 33 may be enlarged to cover the entire main frame 15, but in order to share the floor step 33 between machines with different sizes and number of planting rows, the floor step 33 may be expanded to cover the entire main frame 15. The configuration is such that left and right extension steps 34, 34 are arranged on the left and right sides, respectively.

With the above configuration, the main frame 15 is constructed by connecting a plurality of frame components, so that the strength is improved compared to the conventional structure. In addition, by arranging the central connection frame 28 at the bottom of the front and rear support plates 29, 29 on which the engine 30 is mounted, and connecting the front and rear support plates 29, 29 with the left and right rear auxiliary frames 32, 32, it is possible to carry heavy loads. The engine 30 can be firmly held.

As shown in FIGS. 1 and 2, on the front side of the traveling vehicle body 2, there is a handle 35 at the top for steering the vehicle, a speed change operation lever 36 for operating the continuously variable transmission 14 and the work device 4, and a steering wheel 36 for operating the continuously variable transmission 14 and the working device 4, and a steering wheel 36 for operating the continuously variable transmission 14 and the working device 4. A bonnet 39 is provided on the top thereof, which includes an auxiliary transmission operating lever 37 for operating an auxiliary transmission switching device (not shown) for switching transmission, and a control panel 38 for operating various parts of the aircraft body. A front cover 40 that can be opened and closed is provided on the front side of the bonnet 39, and inside the front cover 40 there are installed a fuel tank, a battery, the left and right front wheels 10, 10 for steering the handle 35, and left and right front wheel transmission cases. An interlocking mechanism (not shown) for rotating the lower portions of 10a and 10a is installed inside.

In addition, in front of the front cover 40, various information such as the working status of the working device 4, the reduction of working materials consumed during work, and the operation or non-operation of the automatic steering device 205, which will be described later, are displayed by lighting LEDs or the like. A center mascot 70 to be displayed is provided. The center mascot 70 is composed of, for example, a work display section 71 disposed on the lower side and the rear side of the machine body, and an automatic straight movement display section 72 arranged on the upper side and the front side of the machine body when viewed from the side. .

An engine cover 30a is provided on the rear side of the aircraft than the bonnet 39 and above the engine 30, and covers the top and sides of the engine 30, and a cockpit 41 in which an operator sits on the top of the engine cover 30a. will be established.

Furthermore, the fertilizer application device 5 is loaded on the rear side of the cockpit 41, specifically on the rear end side of the main frame 15. The driving force of the fertilization device 5 is transmitted by a fertilization transmission mechanism 5a that is disposed toward the fertilization device 5 from one of the left and right sides of the left and right rear wheel transmission cases 11a.

A front transmission shaft (not shown) that transmits power to the left and right front wheel transmission cases 10a, 10a is provided at the front of the transmission case 13, and left and right drive shafts 42, 42 that transmit power to the left and right rear wheel transmission cases 11a, 11a are provided at the rear of the transmission case 13. Side clutch mechanisms 43, 43 that turn on and off the power transmission to the left and right drive shafts 42, 42 are arranged upstream of the left and right drive shafts 42, 42 in the transmission direction, and when the handlebars 35 are turned to turn the traveling vehicle body 2, the side clutch mechanism 43 located on the inside of the turn is turned off, stopping the power transmission to the rear wheel 11 on the inside of the turn.

As shown in FIG. 3, left and right clutch on/off shafts 44, 44 are provided in the vertical direction near the left and right center on the rear side of the mission case 13, and the upper parts of the left and right clutch on/off shafts 44, 44 are mounted on the outside of the body. Clutch on/off arms 45, 45 are provided respectively. Side clutch pedals 43a, 43a for operating the left and right side clutch mechanisms 43, 43 on and off are provided at the lower front side of the cockpit 41 and on one side of the left and right sides.

Further, as shown in FIGS. 1 and 2, a center float 62C and left and right side floats 62L and 62R are provided below the working device 4, and the center float 62C and the left and right side floats 62L and 62R are provided below the working device 4. A grading rotor 63 for grading unevenness in the field is provided on the front side of the machine body rather than the side floats 62L and 62R. The driving force to the ground leveling rotor 63 is transmitted by a ground leveling transmission shaft 65 provided in the left and right rear wheel transmission cases 11a. Furthermore, a ground leveling clutch that turns on/off transmission to the ground leveling rotor 63 is provided in the rear wheel transmission case 11a on one side of the left and right sides.

The center float 62C is provided with a rotation potentiometer 64 (see FIG. 6) that detects the rotation angle of the center float 62C, and when the rotation angle of the rotation potentiometer 64 changes by a predetermined angle or more, the depth of the field increases. It is determined that the change has occurred, and the control device 100 expands and contracts the lifting cylinder 25 to move the lifting link mechanism 3 up and down, so that the vertical height of the working device 4, that is, the working position, corresponds to the depth of the field. .

When using the working device 4 in the field to perform work such as planting seedlings, sowing seeds, or fertilizing or weeding after the seedlings have grown, the vehicle body 2 moves from one side of the field to the other. It is common for the vehicle to run straight ahead. However, when the wheels of the traveling vehicle body 2 are oriented in a direction that deviates from the straight direction due to the unevenness of the tiller in the field or the viscosity of the top soil, the traveling vehicle body 2 may gradually move in the deviated direction. Further, depending on the operating technique of the operator, the traveling vehicle body 2 may not be aligned with the straight traveling direction and may be moved in a direction deviated from the straight traveling direction.

As a result, the work trajectory for planting and sowing seedlings, weeding, and top-dressing becomes diagonal, and the areas where seedlings could be planted and sown become empty spaces, allowing workers to manually plant them later. It becomes necessary to sow seeds, which causes extra labor for the worker, and the spacing between planting rows of seedlings and the spacing between sowing rows become narrower than the spacing between rows of the working device 4, resulting in poor ventilation and the occurrence of pests and diseases. Sometimes. Alternatively, when performing post-planting or sowing processes such as weeding and fertilizing, seedlings may be trampled, resulting in a decrease in yield, or by maneuvering to avoid trampling seedlings. Problems that reduce work efficiency may occur.

To solve these problems, it is conceivable to equip the vehicle with an automatic straight-line driving system that automatically steers the vehicle body 2 and maintains a straight-line driving posture without the help of an operator.

First, as shown in FIGS. 1 and 2, an antenna frame 201 on which a GPS (GNSS) antenna 200 as a position information acquisition device is mounted is provided on the traveling vehicle body 2. The antenna frame 201 includes a front frame 201a, which is gate-shaped when viewed from the front, with left and right bases attached to left and right antenna stays 202, 202 provided on the front side of the main frame 15, and a front frame 201a that is connected to the aircraft from the left and right center of the front frame 201a. It is composed of a rear frame 201b facing rearward and toward the left and right center portions of the rear side of the traveling vehicle body 2. It is assumed that the bonnet 39 and the pilot's seat 41 are located behind the space of the gate-shaped front frame 201a.

Further, the vertical height of the antenna frame 201 is set to be the highest in the aircraft. In order to prevent workers from hitting their heads while standing on the floor step 33 and to improve reception accuracy, the upper end of the antenna frame 201 is located approximately 2.5 to 3.5 meters from the ground surface. shall be taken as a thing. This allows the worker to move easily on the floor step 33, improving work efficiency, and also allows the GPS antenna 200 to be spaced upward from the ground surface, thereby improving reception accuracy.

The GPS antenna 200 is attached near the connection between the front frame 201a and the rear frame 201b. The connecting portion between the front frame 201a and the rear frame 201b is near the front and rear of the bonnet 39 and the driver's seat 41, and is near the center of the vehicle body 2 in the front-back direction.

As a result of the above, the installation position of the GPS antenna 200 is near the center of the aircraft in the longitudinal and lateral directions, so the acquired aircraft coordinates are unlikely to be far from the actual aircraft position, and the straight-ahead traveling position determined by the automatic straight-ahead system Settings become appropriate and work accuracy improves.

In addition, by positioning the cockpit 41 behind the space of the front frame 201a, it is possible to prevent the antenna frame 201 from blocking the operator's view, improving visibility and ensuring accurate positioning before driving straight ahead. At the same time, the condition of the field and obstacles in front of the machine can be detected early, allowing the operator to switch to manual operation to ensure safety and prevent shifts in the working position. For the GPS antenna 200, it is preferable to use an independent positioning method, a DGPS (relative positioning) method, an RTK (interferometric positioning) method, etc. that is suitable for the area where the work is to be performed.

However, if the height above the ground of the GPS antenna 200 fluctuates due to the tilt or vibration of the aircraft, a coordinate position different from the actual aircraft position is measured, reducing reception accuracy and causing the aircraft to travel in a direction that deviates from a straight line.

To prevent this, as shown in FIG. 6, an IMU (inertial measurement unit) 203 is provided in addition to the GPS antenna 200. The IMU 203 causes the control device 100 to correct the position coordinates acquired by the GPS antenna 200 based on the difference between the height from the ground surface to the GPS antenna 200 when the traveling vehicle body 2 is inclined and the height from the ground surface to the GPS antenna 200 when it is not inclined.

Note that the height from the ground surface to the GPS antenna 200 is determined by measuring the behavior of the vehicle body 2, such as inclination, using a triaxial acceleration sensor and an angular velocity sensor built into the IMU 203.

In addition, a direction sensor 204 is provided to allow the control device 100 to more reliably determine whether the direction in which the aircraft is traveling by the automatic straight-ahead system is correct. Note that the correction of the position coordinates at this time is as shown in S101 to S105 in FIG. This allows the aircraft's course to be determined based on the measured direction, further improving the accuracy of straight travel.

The position information acquired by the GPS antenna 200 is corrected by the control device 100 based on information detected by the IMU 203 and the orientation sensor 204. Then, the control device 100 compares the current position information with the previously acquired position information, and if the difference in position information exceeds the allowable range, the control device 100 moves the left and right front wheels 100 to return the aircraft to the straight-ahead traveling position. , 10 in the left and right directions.

In order to automate the steering of the left and right front wheels 10, 10, or the turn of a crawler or the like, an automatic steering device 205 is provided that rotates the handle 35 with a steering actuator 206. As shown in S201 to S204 in FIG. 8, the automatic steering device 205 detects the difference between the X coordinate of the current position information calculated by the control device 100 and the X coordinate of the previously acquired reference position information. Based on this, the operating amount of the steering actuator 206 is varied to turn the steering wheel 35 to the left or right in order to direct the aircraft to the straight traveling position, and when the aircraft reaches the straight traveling position, the steering actuator 206 is stopped and the steering wheel 35 is turned automatically. This is to stop the steering.

Note that the steering actuator 206 is composed of an electric or hydraulic motor, or a cylinder.

With the above configuration, the handle 35 is automatically steered according to the difference in the X coordinate of the calculated position information, and the machine can be automatically aligned to the straight traveling position, so that the work position by the work device 4 can be adjusted in the left-right direction. This prevents the field from shifting, making it less likely that there will be areas in the field where work is not performed. This eliminates the need to manually perform work on areas where no work has been done afterwards, reducing the labor of the worker.

In addition, since it is possible to prevent the working positions of the previous process working row and the current working row from overlapping, unnecessary consumption of working materials such as seedlings, seeds and fertilizers is prevented, and work costs are reduced. At the same time, the occurrence of poor growth due to excessive supply of working materials is prevented.

Note that a tractor equipped with a tiller, a seedling transplanter, or a seeding machine travels to the field end of the working row, turns about 180 degrees, and moves to the next working row. If the automatic straight-ahead system is activated while the aircraft is turning, it may determine that the aircraft has deviated from the position where it should be traveling straight and operate the steering actuator 206, which may disturb the turning trajectory. Therefore, the automatic straight-ahead system needs to be configured to be turned off when the aircraft turns. It is conceivable that the automatic straight-ahead system would be turned off when the handle 35 is turned, but if the direction of movement of the machine deviates significantly depending on the field conditions, or the operator turns the handle 35 to avoid an obstacle. The automatic straight-ahead system turns off when the operator makes a large operation that is equal to or greater than the actual operation, so the worker has to turn on the automatic steering system again while driving straight, which increases the worker's effort and reduces the automatic straight-ahead system. The machine does not notice that it has been turned off, and the machine continues to move with its working position shifted, resulting in a problem of reduced work accuracy.

It is also possible to turn on the automatic straight-ahead system by returning the handle 35 from turning to straight-ahead, but when returning from a turn to straight-ahead, it is necessary to adjust the handle 35 finely to adjust the aircraft to the straight-ahead position for the next work line. It is necessary to perform steering operation. If the automatic steering system is turned on during this operation, if the control device 100 determines that the aircraft has deviated from the straight-ahead position, the steering actuator 206 will be activated, and the aircraft will adjust to the position where it should originally be traveling straight. I have a problem where I can no longer do it.

An automatic straight-line driving system that prevents such problems from occurring, drives the vehicle in a straight line in the appropriate direction, and can operate in the appropriate section will be described with reference to Figure 6 and Figures 8 to 11. Note that the position coordinate in the forward/backward direction of the traveling body 2 is the Y coordinate, and the position coordinate in the direction perpendicular to the forward/backward direction of the traveling body 2, i.e., the left/right direction, is the X coordinate.

First, the automatic straight-ahead setting member 207 causes the traveling vehicle body 2 to obtain the coordinates of one side of the field, which is the starting point of the automatic straight-ahead movement, and the other side of the field, which is the end point of the automatic straight-ahead movement, and turns on and off the automatic straight-ahead system. will be established. The automatic straight-travel setting member 207 is equipped with at least one member that can be operated in at least two directions, such as the up-down direction, left-right direction, push-in state and return state, or is equipped with two or more operating members. .

In this embodiment, as shown in FIG. 4, a finger up lever that can be operated in the vertical direction is installed as the automatic straight-ahead setting member 207, but a toggle switch, push switch, joystick, etc. may also be used. As a result, the number of parts can be reduced, and the acquisition operation of the reference positions (first reference position A, second reference position B) and the on/off operation of the automatic steering device 205 can be automatically performed with one hand on the same side. Since it is only necessary to operate the straight travel setting member 207, operability is improved.

As shown in FIG. 4, when the automatic straight-ahead setting member 207 is operated in the first direction W1, which is upward of the aircraft in this embodiment, the GPS antenna 200 is acquired at the operated position, and the IMU 203 and direction sensor 204 The position coordinates calculated by the control device 100 using the detection results are recorded. Note that the operation of the automatic straight-ahead setting member 207 in the first direction W1 corresponds to the operation of the reference position acquisition member.

When the automatic straight-ahead setting member 207 is operated, as shown in S301 to S302 in FIG. 9, if no other position coordinates are recorded, the calculated position coordinates are recorded as the first reference point A, and the first reference point is When point A is recorded, the calculated position coordinates are recorded as second reference point B. If the automatic straight travel setting member 207 is operated while the first reference point A and the second reference point B are being recorded, no position coordinates are recorded.

In addition, if the automatic straight movement cannot be performed accurately during work in the field, it is necessary to reacquire the first reference point A and the second reference point B. As shown, in this case, when the automatic straight-ahead setting member 207 is operated in the first direction W1 for a predetermined period of time (for example, 2 to 3 seconds), the recorded first reference point A and second reference point It is recommended that the setting be such that B is deleted. Alternatively, a recording deletion button (not shown) may be provided that, when operated, deletes the first reference point A and the second reference point B.

The closer the distance between the first reference point A and the second reference point B, which are the reference positions for straight-ahead driving of the automatic straight-ahead system, the smaller the deviation in the X coordinate will be. It is possible to drive roughly straight even without it. Moreover, when the distance between two points becomes short, a situation is conceivable in which the operator unintentionally touches the automatic straight-ahead setting member 207 and acquires the second reference point B.

In order to prevent such problems from occurring, when operating the automatic straight-ahead setting member 207 to obtain the second reference point B, the distance from the position where the first reference point A was obtained is less than a predetermined distance, for example, If the distance is less than 8 to 12 m, the control device 100 deletes the second reference point B and does not record it. After that, the automatic straight-ahead setting member 207 is operated again, and if the distance from the position where the first reference point A was acquired is a predetermined distance or more, the control device 100 records the second reference point B.

Note that, as shown in FIG. 11 (S501 to S505), when the first reference point A is obtained, the handle 35 is operated by a predetermined amount or more within a predetermined time without obtaining the second reference point B, and the vehicle is driven. When the vehicle body 2 is turned, the control device 100 deletes the recorded first reference point A. Thereafter, when the automatic straight-ahead setting member 207 is operated in the first direction W1, the control device 100 records the position coordinates of the location acquired by the GPS antenna 200 as a first reference point A, and It may be configured to prevent the line connecting the Y coordinate of point A and the Y coordinate of second reference point B from becoming straight.

As a result, the first position is set at predetermined positions at one end and the other end of the field, for example, the position where the traveling vehicle body 2 starts turning after finishing straight traveling, and the position where the working device 4 is lowered and starting straight traveling after finishing turning. The reference point A and the second reference point B can be set, and the automatic straight-travel system is activated at the position where the work device 4 is lowered and travels straight, and the work position is not shifted left or right with respect to the direction of travel, and the height is Precision work becomes possible.

In addition, since it is possible to prevent the second reference point B from being different from the actual position due to operator error, there is no need to re-obtain the first reference point A and the second reference point B in the next work. , it is possible to increase the number of working rows that use automatic straight forward movement and further improve the accuracy of work in the field.

In addition, in the first work row to be worked on after entering the field, the automatic straight movement setting member 207 is operated in the first direction W1 at a predetermined position to obtain the above-mentioned first reference point A and second reference point B. Therefore, the operator operates the handle 35 to make the aircraft move straight without using the automatic straight-ahead function.

As described above, when the first reference point A and the second reference point B are obtained by operating the automatic straight-ahead setting member 207, the reference point connecting the Y coordinates of the first reference point A and the second reference point B Line R is the line that serves as a guideline for automatic straight-ahead motion, and it is determined whether the X coordinate of the position of the moving aircraft matches the X-coordinate of the line that serves as a guideline for automatic straight-ahead motion, and it must match. For example, by automatically steering the steering wheel 35 in a matching direction by the automatic steering device 205, automatic straight-ahead traveling can be realized.

The automatic straight-ahead travel described above is performed by operating the automatic straight-ahead setting member 207 in the second direction W2, which in this embodiment is directed downward to the aircraft body, with the first reference point A and the second reference point B being recorded. will be started. When the automatic straight-ahead setting member 207 is operated in the second direction W2, the control device 100 compares the Y coordinate of the position coordinate acquired by the GPS antenna 200 with the Y coordinate of the reference line R, and operates the steering actuator 206. Control is started by rotating the handle 35 in the left and right directions to move the vehicle body 2 to a position where it should travel straight. Note that the operation of the automatic straight-ahead setting member 207 in the second direction W2 corresponds to the operation of the on/off member.

This automatic steering control ends when the handle 35 is operated to an angle that turns the traveling vehicle body 2 within a predetermined time, or when the automatic straight-ahead setting member 207 is operated in the second direction W2. The steering angle of the handle 35 is detected by a handle potentiometer 35a. Note that the automatic straight-ahead control may be configured to end when the traveling vehicle body 2 reaches a location that matches the Y coordinate of the first reference point A or the second reference point B.

As described above, the automatic straight-line control ends when the steering wheel 35 is turned or when the vehicle reaches the start point of the turning movement at the edge of the field. The position where the traveling vehicle body 2 turns is close to the edge of the field, so if the operator leaves the automatic straight-line control to perform work other than steering, a delay in turning operation will result in seedlings being planted in an unplanned position, and the traveling vehicle body 2 will move to the edge of the field, making it necessary to reverse until the turning position is reached, resulting in a problem of reduced work efficiency. Note that FIG. 12 is a schematic diagram showing the first reference position A, the second reference position B, the reference line R, and the target position and the current position of the vehicle.

In order to prevent such a problem, as shown in FIG. 6 etc., a work detection sensor 209 is provided which detects whether the earth leveling rotor 63 is turned on or off due to the on (actuation) or disengagement (stop) of the earth leveling clutch. When the sensor 209 detects the turning on (operation) of the ground leveling rotor 63, the control device 100 acquires the target position coordinates (end reference position), which are the position coordinates (X coordinate and Y coordinate) of the traveling vehicle body 2. Note that the target position coordinates can be held at least for two locations simultaneously in the control device 100 or in a memory area attached to the control device 100.

Note that the target position coordinates (end reference position) are acquired by the work detection sensor 209 by raising or lowering the working device 4, turning on or turning off transmission to the working device 4, or by turning on or off the handle 35, instead of turning on or off the earth-levelling rotor 63. It may be configured such that the turning start steering or the turning end steering is performed as a condition.

Then, when operating the automatic steering device 205 to cause the traveling vehicle body 2 to automatically travel straight in a work line next to the work line for which the position coordinates have been acquired, the control device 100 controls the current position coordinates acquired by the GPS antenna 200. The distance from the Y coordinate to the Y coordinate of the target position coordinate obtained in the immediately previous work line (nearest work line) is calculated one after another. At this time, the control device 100 may be configured to correct the X coordinate of the target position coordinate to the X coordinate of the current position coordinate.

When the traveling vehicle body 2 reaches a notification position where the distance from the current position coordinates to the target position coordinates is a predetermined distance, for example, 8 to 12 m, the traveling vehicle body 2 is approaching the edge of the field, and the automatic straight-ahead setting member A notification device 208 is activated, which displays a buzzer, a lamp, or numerical values or characters on a screen to inform the operator that the automatic straight-ahead control must be terminated by operating the steering wheel 207 in the second direction W2. shall be.

Note that numerical values and characters can be displayed on the notification device 208 by providing a display panel (not shown) on the traveling vehicle body 2 or by transmitting information to an information terminal (smartphone, tablet, etc.) brought by the worker. A possible configuration is possible.

In addition, in a work line for which target position coordinates have not been acquired, the distance between the traveling vehicle body 2 and the target position cannot be calculated, so the worker visually checks the edge of the field and moves to a position where automatic straight-ahead control is determined not to be necessary. It is necessary to operate the automatic straight-ahead setting member 207.

Regarding the distance from the current position coordinates to the target position coordinates, rear wheel rotation sensors 210, 210 are provided to detect the rotation of the left and right drive shafts 42, 42 to the left and right rear wheels 11, 11, and the control device 100 calculates the travel distance based on the number of rotations detected by the rear wheel rotation sensors 210, 210 from the position where the ground leveling rotor 63 is turned on, calculates the distance between the travel distance and the Y coordinate position of the position where the ground leveling rotor 63 is turned on, and activates the alarm device 208 if it is within a predetermined distance.

However, even if the notification device 208 is activated, the traveling vehicle body 2 cannot be turned at an appropriate position unless the operator notices and ends the automatic straight-ahead control. In order to cope with this, the vehicle body 2 moves forward for a predetermined distance (for example, 2 to 5 m) after the notification device 208 is activated, without the automatic straight-ahead setting member 207 being operated in the second direction W2. When traveling, the control device 100 rotates the trunnion shaft 14a of the continuously variable transmission 14 to decelerate the traveling vehicle body 2.

Alternatively, instead of the distance, the traveling vehicle body 2 may be moved for a predetermined period of time (for example, 2 to 5 seconds) after the notification device 208 is activated without the automatic straight-ahead setting member 207 being operated in the second direction W2. When traveling forward, the control device 100 reduces the output of the continuously variable transmission 14 to decelerate the traveling vehicle body 2.

To decelerate the traveling vehicle body 2, the HST servo motor 211, which rotates the trunnion shaft 14a of the continuously variable transmission 14 via a trunnion arm (not shown), is activated to rotate the trunnion shaft 14a toward the deceleration side. It is done by letting

As a result, the traveling speed of the traveling vehicle body 2 decreases when approaching the edge of the field, allowing the worker to recognize that the turning position of the edge of the field is approaching, and the vehicle can turn along an appropriate trajectory. This prevents the working device 4 from performing redundant ground work on the four sides of the perimeter of the field, the so-called pillow areas, and thus prevents excessive consumption of work materials (seedlings, fertilizer, chemicals, etc.).

In addition, the position where the leveling rotor 63 is turned on and leveling work begins after turning can be aligned with the position where leveling work ended before turning, preventing the occurrence of areas where leveling work is not performed by the leveling rotor 63 and areas where ground work is not performed by the work device 4. This prevents problems such as inconsistent planting depth of seedlings, different penetration of fertilizer, and irregular travel in areas where leveling work was not performed, and reduces the labor of the worker as there is no need for the worker to manually work in areas where ground work was not performed.

The automatic deceleration described above assumes that the traveling speed gradually decreases over time, and if the control configuration is such that the speed is gradually decelerated, the accuracy of ground work by the work device 4 and the accuracy of the ground leveling rotor 63 may decrease, and the is prevented from being shaken. Alternatively, if a control configuration is adopted in which rapid deceleration is performed once or multiple times at predetermined time intervals after the start of automatic deceleration, the shaking of the traveling vehicle body 2 makes it easier for the operator to notice that the edge of the field is approaching.

In addition, if the automatic straight-line control is released by operating the automatic straight-line setting member 207 within a predetermined time (second predetermined time) during which the automatic deceleration control is being performed, the control device 100 may be configured to maintain the travel speed at that time. This allows the work travel to be continued without stopping, and allows for a quick transition to turning travel at the edge of the field, preventing a decrease in work efficiency.

Alternatively, the control device 100 operates the HST servo motor 211 of the continuously variable transmission 14 to change the speed to a preset traveling speed or a traveling speed at the time when automatic deceleration is started. It is also possible to have a configuration in which the rotation speed is increased. Since the traveling speed is automatically increased, there is no need for the operator to increase the traveling speed by operating the speed change operation lever 36, thereby improving operability.

In addition to the operation of the notification device 208, the automatic deceleration control of the traveling vehicle body 2 described above is expected to enable the traveling vehicle body 2 to recognize the edge of the field, specifically, the turning position near the edge of the field. It is conceivable that the operator may not notice the automatic deceleration of the traveling speed because the operator is immersed in another task or has fainted.

Therefore, automatic deceleration control of the traveling vehicle body 2 is performed until the continuously variable transmission 14 enters a neutral state in which neither the forward nor the reverse traveling speed is increased or decreased. At this time, the engine 30 is not stopped. As a result, the traveling vehicle body 2 can be stopped on the spot, which prevents the machine from moving forward until it comes into contact with the edge of the field, so-called ridges. It can be suppressed.

When the traveling vehicle body 2 automatically stops traveling due to approach to the edge of the field, when the speed change operation lever 36 that controls the increase/decrease in the traveling speed of the traveling vehicle body 2 and the forward/backward movement is returned to the neutral position, the control device 100 starts the continuously variable transmission. The device 14 is placed in a state where it can accept operations to increase or decrease the traveling speed. Then, when the speed change operating lever 36 is operated to the forward side, the running of the traveling vehicle body 2 is resumed. Of course, when the auxiliary transmission operating lever 37 is operated to the neutral position and the driving force is not transmitted to the driving system, driving will not continue until the auxiliary transmission operating lever 37 is operated to the position where traction transmission is performed. Will not start.

The first reference point A and the second reference point B, and the reference line R connecting the first reference point A and the second reference point B, which serve as the reference for the automatic straight-ahead control described above, are used to move straight from one end of the field to the other. Necessary for work travel and straight work travel from the other end of the field to one end.

However, although the work travel on the four sides of the field, the so-called headland, is straight work travel, there is one work side whose traveling direction is different from the above-mentioned straight work travel, and the reference line R is used on that work side. However, automatic straight-line control cannot be performed.

Furthermore, when moving the aircraft to the bed of a transport truck outside the field or storing it in a barn, it is possible to accidentally operate the automatic straight-ahead setting member 207 in the second direction W2, causing the automatic steering system to 205 is in the operable state, when moving the aircraft, the X coordinate of the reference line R and the aircraft's It is possible that the vehicle will be put on autopilot. As a result, the route of the aircraft is shifted from the route it should originally travel, resulting in extra effort in loading and storing the aircraft.

One example of how to prevent this is to erase the first reference point A, the second reference point B, and the reference line R before the aircraft leaves the field. As shown in FIGS. 6 and 13 (S601 to S606), when the vehicle body 2 travels on three sides of the field, including at least one side in the direction of travel perpendicular to the direction of travel in which it travels straight for work, After determining that headland work has been performed, the control device 100 deletes the first reference point A, the second reference point B, and the reference line R.

The direction of travel of the traveling vehicle body 2 on the headland is determined by successive changes in the X-axis or Y-axis coordinates of the position coordinates of the traveling vehicle body 2 acquired by the GPS antenna 200. This makes it possible to delete the first reference point A, the second reference point B, and the reference line R while the vehicle is traveling in the field, so that automatic straight travel is not performed even if the automatic straight travel setting member 207 is operated after leaving the field, and travel in a direction deviating from the planned travel direction is prevented, preventing a decrease in work efficiency and improving work safety.

In addition, when the machine is moved to another field, the first reference point A, the second reference point B, and the reference line R are not recorded, so the machine automatically Since it is possible to prevent straight-ahead control from being performed, the accuracy of automatic straight-ahead travel is improved.

When moving outside the field, the sub-shift operating lever 37 is operated to the traveling position in order to quickly move it to a transport truck or to a barn. A sub-shift position detection switch 37a is provided to detect the operation of the sub-shift operation lever 37 to the travel position, and when the sub-shift position detection switch 37a detects that the sub-shift operation lever 37 is operated to the travel position, the first The reference point A, the second reference point B, and the reference line R may be deleted.

By removing the first and second reference points A and B, and the reference line R, by operating the sub-transmission lever 37 to a driving position that is not used in the field, the first and second reference points A and B, and the reference line R can be reliably removed when they are not removed while traveling on the headland, so that automatic straight-line control is not performed when the traveling body 2 moves or when working in another field, and a decrease in work accuracy is prevented.

Furthermore, since it is possible to prevent the first reference point A, the second reference point B, and the reference line R from being deleted in the field due to an erroneous operation of the sub-shift operation lever 37, the first reference point A and the second reference point This prevents automatic straight-line movement from becoming unusable due to the work line that reacquires point B, improving work accuracy. Alternatively, using the IMU 203 or the inclination sensor 212 that detects the inclination of the traveling vehicle body 2 in the longitudinal and lateral directions, the control device 100 may have a configuration in which the first reference point A, the second reference point B, and the reference line R are deleted.

When leaving the field, the traveling vehicle body 2 passing through the entrance to the field is tilted forward at an angle that is almost impossible during work, so when this tilt angle is detected, it is time to leave the field. It can be determined that As a result, if the first reference point A, the second reference point B, and the reference line R are not deleted when driving on a headland, they can be reliably deleted, so you can move the vehicle body 2 or work in another field. Automatic straight-line control is not performed at times, which prevents a decrease in work accuracy.

In addition, depending on the field and the type of work, it may be necessary to reverse the traveling vehicle body 2 to exit the entrance/exit, so the control configuration may be such that the first reference point A, the second reference point B, and the reference line R are deleted based on not only the front upward tilt angle but also the rear upward tilt angle.

In addition, when moving to another field after completing work in a field, if the reference line R (i.e., traveling reference data) used in the work in the previous field remains when starting work in the other field, For example, if the automatic steering function is turned on by mistake, the machine will travel in a direction that is inappropriate for the field where it is being worked, reducing work efficiency. Furthermore, since the direction in which the machine is traveling is a direction that is not intended by the operator, the operator is forced to perform extra operations.

To prevent this, the control device 100 performs control to automatically erase the reference line R when certain conditions are met. The automatic erasure control of the reference line R, which will be explained below, makes it possible to detect the headland more accurately than the automatic erasure control described above. Next, the automatic erasure of the reference line R will be explained with reference to Figures 14 to 17. Figures 14 to 17 are flowcharts showing the control to automatically erase the reference line (traveling reference data). Note that the following control by the control device 100 is control when the machine is performing ground work in a field.

As shown in FIG. 14, the control device 100 detects the automatic straight-ahead driving of the vehicle (traveling vehicle body 2) (step S701). If the vehicle is automatically traveling in a straight line (step S701: Yes), the control device 100 detects a driving state of the vehicle other than straight-ahead driving by the detection means (step S702). When the control device 100 detects a driving state of the vehicle other than straight-ahead driving by the detection means (step S702: Yes), it performs control to erase the acquired reference line R (step S703).

Note that in the process of step S701, if the control device 100 does not detect automatic straight-ahead travel of the aircraft (step S701: No), this process is repeated until automatic straight-ahead travel is detected. Further, in the process of step S702, if the control device 100 does not detect a running state of the aircraft other than straight running (step S702: No), this process is repeated until it detects a running state other than straight running.

With this configuration, when the detection means detects a driving state other than a straight-ahead driving state of the machine, the reference line R is erased, and the reference line R of the previous field is not used for work in another field, so that automatic steering can be prevented from operating in a direction that is not suitable for the field being worked on or in a direction that is not intended by the operator. This improves workability and prevents unnecessary operations from occurring, resulting in labor savings.

Further, the control device 100 detects a running state of the aircraft other than straight traveling, for example, by detecting a deviation angle of the aircraft from the reference line R. In this case, the control device 100 determines that the above-described traveling state is established when the detection means detects a deviation angle of a predetermined value (for example, 45 degrees) or more from the reference line R.

In this case, as shown in FIG. 15, if the aircraft is automatically traveling straight ahead (step S801: Yes), the control device 100 detects a deviation angle of a predetermined value or more with respect to the reference line R using the detection means (step S802). . When the control device 100 detects a deviation angle of a predetermined value or more with respect to the reference line R by the detection means (step S802: Yes), the control device 100 performs control to erase the obtained reference line R (step S803).

In the process of step S801, if the control device 100 does not detect the vehicle's automatic straight-ahead driving (step S801: No), this process is repeated until automatic straight-ahead driving is detected. In addition, in the process of step S802, if the control device 100 does not detect a deviation angle of a predetermined value or more (step S802: No), this process is repeated until a driving state other than straight-ahead driving is detected.

Further, the control device 100 may erase the first reference position A and the second reference position B in addition to the reference line R acquired in the field.

Note that the detection means for detecting the deviation angle of the aircraft from the reference line R by a predetermined value or more include a means for calculating and determining a travel route from position information acquired by the GPS antenna 200, as well as a direction sensor 204, an inclination sensor 212, etc. (see FIG. 6), etc. can be used.

According to this configuration, by detecting a deviation angle of the aircraft body with respect to the reference line R that is equal to or greater than a predetermined value, it is possible, for example, to perform so-called headland planting work, which is the final step of planting work in a field, such as planting the outer edge of the field. can be recognized. By recognizing the headland planting work, it becomes clear that it is no longer necessary for the machine to travel straight in the field where it is being worked, so by erasing the reference line R, it can be used while moving to or working in another field. In addition, it is possible to prevent the automatic steering from operating in a direction unsuitable for the field being worked on or in a direction unintended by the operator, thereby improving work efficiency. Further, since there is no need to manually erase the reference line R, the effort required for the reference line R can be saved. Thereby, operability can be improved.

Further, in a state other than the traveling state of the aircraft, when the aircraft is automatically traveling straight ahead, the working state of the working device 4 may be detected (recognized) and the reference line R may be erased. As shown in FIG. 16, the control device 100 detects automatic straight traveling of the aircraft (step S901). When the aircraft is automatically traveling straight ahead (step S901: Yes), when the detection means detects a deviation angle of a predetermined value or more with respect to the reference line R (step S902: Yes), the control device 100 sets the work equipment as being in operation. When the detection means detects the working state set as working on the working device 4 (Step S903: Yes), the control for erasing the acquired reference line R is performed. (Step S904).

In addition, in the process of step S901, if the control device 100 does not detect automatic straight-ahead travel of the aircraft (step S901: No), this process is repeated until automatic straight-ahead travel is detected. Further, in the process of step S902, if the control device 100 does not detect a deviation angle greater than or equal to the predetermined value (step S902: No), this process is repeated until a deviation angle greater than or equal to the predetermined value is detected. Further, in the process of step S903, if the control device 100 does not detect the working state of the working device 4 (step S903: No), this process is repeated until the working state is detected.

According to this configuration, by detecting the working state of the work device 4 (headland planting work), it is possible to recognize the headland planting work of planting the outer edge of the field, which is the final step of the planting work in the field. . By recognizing the headland planting work, it can be seen that it is no longer necessary for the traveling vehicle 2 to travel straight in the field where the work is being done. During work, it is possible to prevent the automatic steering from operating in a direction unsuitable for the field being worked on or in a direction unintended by the worker, thereby improving work efficiency. Further, since it is not necessary to manually erase the reference line R, the effort required to erase the reference line R can be saved. Thereby, operability can be improved.

Further, the control device 100 may erase the reference line R by detecting (recognizing) the working state of the working device 4 and then detecting that the machine body is traveling at a predetermined value or more. As shown in FIG. 17, the control device 100 detects whether the aircraft is automatically traveling straight ahead (step S1001). When the aircraft is automatically traveling straight ahead (step S1001: Yes), when the detection means detects a deviation angle of a predetermined value or more with respect to the reference line R (step S1002: Yes), the control device 100 sets the work equipment as being in operation. The detected working state is detected by the detection means (step S1003). When the control device 100 detects the working state of the working device 4 set as working (step S1003: Yes), the control device 100 detects continuous travel of the machine over a predetermined value (for example, 5 m) (step S1004). ). When the control device 100 detects continuous travel of the aircraft at a predetermined value or higher (step S1004: Yes), the control device 100 performs control to erase the acquired reference line R (step S1005).

In the process of step S1001, if the control device 100 does not detect the machine's automatic straight-ahead travel (step S1001: No), this process is repeated until automatic straight-ahead travel is detected. In the process of step S1002, if the control device 100 does not detect a deviation angle of a predetermined value or more (step S1002: No), this process is repeated until a deviation angle of a predetermined value or more is detected. In the process of step S1003, if the control device 100 does not detect the working state of the working device 4 (step S1003: No), this process is repeated until a working state is detected. In the process of step S1004, if the control device 100 does not detect the machine's traveling of a predetermined value or more (step S1004: No), this process is repeated until traveling of a predetermined value or more is detected.

Note that the rear wheel rotation sensor 210 (see FIG. 6) or the like can be used as a detection means for detecting that the aircraft is traveling at a speed exceeding a predetermined value.

Further, the detection means detects the working state of the working device 4 by turning on/off the work detection sensor 209 (see FIG. 6). In this case, the detection means for detecting the working state of the working device 4 is preferably, for example, a planting clutch on/off sensor that detects on/off of the planting clutch. When the on/off sensor of the planting clutch is turned on, it can be recognized that the headland planting work has started as the above-mentioned work state.

In addition, when the vehicle is automatically traveling in a straight line, the control device 100 may use the detection means to detect a traveling state of the vehicle other than traveling in a straight line, and then erase the acquired reference line R when the detection means detects a working state set as the working device 4 is in operation.

According to this configuration, by detecting the working state of the working device 4 and detecting that the machine is traveling at a speed exceeding a predetermined value, headland planting is performed at the outer edge of the field, which is the final process of planting work in the field. Work can be recognized more reliably. By recognizing the headland planting work, it becomes clear that it is no longer necessary for the machine to travel straight in the field where it is being worked, so by erasing the reference line R, it can be used while moving to or working in another field. In addition, it is possible to prevent the automatic steering from operating in a direction unsuitable for the field being worked on or in a direction unintended by the operator, thereby improving work efficiency. Further, since it is not necessary to manually erase the reference line R, the effort required to erase the reference line R can be saved. Thereby, operability can be improved.

In addition, when the control device 100 detects a deviation angle of the machine body from the reference line R, when it detects the working state of the working device 4, or when it detects both, it erases the travel distance that was set to detect travel of a predetermined value or more. This makes it possible to prevent malfunctions during work after the reference line R is erased.

Further, when erasing the reference line R, the control device 100 may control the notification device 208 (see FIG. 6) to emit a notification sound for a predetermined period of time (about 2 seconds), for example. This allows the operator to recognize that the reference line R has been erased. Further, when erasing the reference line R, the control device 100 may control the monitor to display characters, for example. This allows the operator to recognize that the reference line R has been erased.

The working device 4 is configured to be able to simultaneously plant seedlings and sow on multiple rows, but it is equipped with multiple partial row clutches (also referred to as ridge clutches) that turn on and off the device for each working row. When the drive of a part of the working strips is stopped and work is performed only on the remaining working strips, the detection means detects that some of the partial strip clutches are in a disengaged state. Based on this, the reference line R may be deleted. The detection means in such a configuration may be configured to detect the disengaged state of the partial clutch in addition to the detection function of the detection means described above.

Further, with reference to FIG. 18, another example of the working vehicle (seedling transplanter) will be described. FIG. 18 is a left side view showing another example of the work vehicle (seedling transplanter). As shown in FIG. 18, a seedling transplanter according to another example includes a rearview camera 400 and a monitor (tablet monitor) 401 instead of or in addition to a rearview mirror. The back camera 400 is provided on the rear frame 201b of the antenna frame 201 to which the GPS antenna 200 is attached. The monitor 401 is provided on the front frame 201a of the antenna frame 201.

With this configuration, in addition to being able to check the rear of the machine, it is possible to check the planting marks behind the machine in the field and the machine's straight-line driving state. In addition, by processing the image captured by the rear camera 400, it is possible to recognize continuous stalks missing behind the machine. For example, the alarm device 208 (see FIG. 6) may be configured to emit an alarm sound when continuous stalks are missing. This allows the operator to recognize that continuous stalks are missing.

Moreover, the seedling transplanter according to another example includes a seedling reduction switch 403 in the working device (planting device) 4 that detects a reduction in the number of loaded seedlings. When the aircraft automatically travels straight ahead, if the seedling reduction switch 403 detects a reduction in seedlings during seedling planting work, the control device 100 (see FIG. 6) controls the aircraft to automatically decelerate using the HST (electric HST) 14, for example. do. According to this configuration, the machine body can safely supply seedlings at a safe speed (for example, a speed of 0.3 m/s or less).

Moreover, in the seedling transplanting machine according to another example, rolling of the machine body is detected using, for example, a gyro sensor in the GPS antenna 200. When the aircraft is automatically traveling straight ahead, if the rolling of the aircraft exceeds a predetermined value due to irregularities in the field during seedling planting, for example, the control device 100 uses the HST (electric HST) 14 to move the aircraft at a predetermined speed (for example, 0. 5m/s). According to this configuration, the straight-line stability of the aircraft can be improved.

In addition, as shown in FIGS. 3, 4, 5A, and 5B, even when the automatic steering device 205 causes the vehicle body 2 to automatically travel straight, the amount of work materials consumed by the work equipment 4, etc. is reduced. For replenishment work or when some kind of problem occurs with the machine or the field, the operator must stop the machine. This driving stop operation is performed by operating the speed change operation lever 36 to the neutral position to put the continuously variable transmission 14 in neutral, by depressing the brake pedal to apply the brakes, and by depressing the side clutch pedal 43a to disengage the side clutch mechanism 43. One possible method is to put it in a state.

Even when the traveling vehicle body 2 is stopped by any of the methods described above, the control device 100 is configured not to stop the automatic steering device 205. This makes it possible to immediately return to automatic straight-ahead driving when the stoppage is released, such as by operating the gear shift operation lever 36 forward or releasing the brake pedal or side clutch pedal 43a, thereby improving work efficiency. This prevents a decrease in

However, if the steering wheel 35 is manually steered while stopped, or if the automatic steering device 205 is activated and the steering wheel 35 is automatically steered, the direction of travel when automatic straight-ahead travel resumes deviates from the direction of travel when stopped. , there is a possibility that the traveling direction of the traveling vehicle body 2 will not be straight. In particular, when the traveling vehicle body 2 is stopped, the position coordinates acquired by the GPS antenna 200 are easily affected by the rotation of the earth, the revolution of the GPS satellites, etc., and may be at a different position from the actual location of the traveling vehicle body 2. Coordinates may be obtained, making it easy to be mistaken as being at a position far from the reference line R.

In order to prevent this, a lever potentiometer 36a that detects the operating position of the gear shift operation lever 36 and a depression detection switch 213 that detects depression of the brake pedal or clutch pedal are provided, and an operation to stop the vehicle during automatic straight-ahead travel is detected. When this happens, the control device 100 is configured to not reflect the steering operation of the steering wheel 35 or to make the steering wheel 35 immobile.

The configuration that does not reflect the steering operation of the steering wheel 35 means that the steering actuator 206 is not activated even if the X coordinate of the position coordinate of the traveling vehicle body 2 when the vehicle is stopped deviates from the X coordinate of the reference line R by more than a predetermined value. . Furthermore, the configuration in which the handle 35 is immobilized means increasing the operating torque of the steering actuator 206 to bring the handle into a locked state.

With the above configuration, it is possible to prevent the traveling direction from being deviated after the restart of travel, so that the work travel is performed in a straight line, and the work accuracy is improved.

The steering wheel 35 is automatically steered by the steering actuator 206 during automatic straight-ahead travel, but the field condition on the path is not suitable for automatic straight-ahead travel (rough, deep field, etc.), or there are obstacles. In such situations, it is necessary to take evasive action by manual operation. The steering operation of the handle 35 by the steering actuator 206 is performed by the following configuration. An input gear 352 is provided at the bottom of a handle shaft 351 that rotates in conjunction with the steering operation of the handle 35, and an output gear 353 is provided on the steering actuator 206.

The input gear 352 and the output gear 353 are housed in a steering gear case 354 disposed below the handle 35 and the steering actuator 206. A relay gear 355 is provided between the input gear 352 and the output gear 353, which transmits driving force by changing the transmission ratio.

The gear ratios of the input gear 352, output gear 353, and relay gear 355 are set so that the torque generated by manual operation is strong even when the steering actuator 206 is operating, in order to prevent interference with manual operation of the handle 35. do. This prevents the force required to manually operate the handlebar 35 from increasing even during automatic straight-ahead travel, improving operability and reliably avoiding fields and obstacles that may affect travel. This ensures work safety.

Further, in the seedling transplanter 1, a GNSS unit including a built-in GPS antenna 200 (see FIG. 1) is disposed in the traveling vehicle body 2. The GNSS unit can obtain position information on the earth at predetermined intervals by obtaining GNSS coordinates at predetermined time intervals using the GPS antenna 200. In addition to the GPS antenna 200, the GNSS unit also includes an inertial navigation device that uses a gyro sensor or an acceleration sensor, and a control board that controls these devices.

19A and 19B are explanatory diagrams of the antenna frame 201. Note that FIG. 19A shows the front of the seedling transplanter 1, and FIG. 19B shows the left side of the seedling transplanter 1. Moreover, FIG. 20A is a front view of the antenna frame 201. FIG. 20B is a perspective view of the antenna frame 201. FIG. 20C is a perspective view of the antenna frame 201 from below.

As shown in FIGS. 19A and 19B, the GNSS unit with built-in GPS antenna 200 has an antenna frame whose base end is connected to the front end side of the traveling vehicle body 2 so as to be located directly above the axle 10b of the front wheel 10. It is attached to the top of 201. The height of the antenna frame 201 in the normal state is set to a height that does not interfere with the head of a standard general male even if he stands up on the floor step 33.

As shown in FIGS. 20A to 20C, the antenna frame 201 includes a lower part of the left and right front frames 201a (front lower frame 201aa), an upper part of the front frame 201a (front upper frame 201ab), and an upper L-shaped frame 201c. It is composed of a rear frame 201b.

A pair of brackets 201e, 201e are provided at the base ends of the left and right front lower frames 201aa, 201aa, and the front lower frame 201aa is attached to the bumper 500 of the traveling vehicle body 2 via the brackets 201e, 201e.

The front upper frame 201ab is a roughly U-shaped frame in a plan view, with left and right vertical frames 2011, 2012 whose base ends are rotatably connected to the left and right front lower frames 201aa, 201aa via pivot connectors 201f, 201f.

The left and right rotation connectors 201f, 201f are connected and fixed with knob bolts 201g, as shown in FIGS. 20A to 20C, and there is a gap between the rotation connectors 201f, 201f and the front cover 40 (see FIG. 19B). A reinforcing frame 201h (see FIG. 19B) is spanned therebetween. In this way, the simple structure prevents the front lower frames 201aa, 201aa and the left and right vertical frames 2011, 2012 from wobbling.

As shown in FIG. 19A, the left and right front lower frames 201aa, 201aa are erected obliquely inward to such an extent that their upper ends do not come into contact with the front cover 40. Therefore, a space is formed between the control section 41 and the spare seedling platforms 501, 501 arranged on the left and right sides of the machine, such that the worker M can move between the front of the machine and the floor step 33, for example. .

The GNSS unit (GPS antenna 200) is mounted on an aluminum block 201i that is suspended between the upper parts of the left and right vertical frames 2011, 2012. In this way, by interposing the aluminum block 201i between the GNSS unit and the steel pipe antenna frame 201, the reception sensitivity is improved compared to when the GNSS unit is directly attached to the GPS antenna 200.

The upper L-shaped frame 201c has a distal end connected to the rear end of the front upper frame 201ab, and wiring such as a harness extending from the GNSS unit is routed along the upper L-shaped frame 201c.

The rear frame 201b has its lower end connected to the rear step on the rear side of the cockpit 41. Behind the cockpit 41, storage hoppers 5b of the fertilizer applicator 5 are arranged on the left and right, respectively.Since the rear frame 201c is located between the left and right storage hoppers 5b, the storage hoppers 5b are not connected to each other. There is no interference when opening and closing.

In this way, the antenna frame 201 for arranging the GNSS unit is connected to the bumper 500 and the front cover 40 on the front side, and to the rear step on the rear side, and is supported at three points for structural stability. It can be attached to the traveling vehicle body 2 in an extremely stable state.

A connecting portion 201j that detachably connects the other end of the upper L-shaped frame 201c is provided at the upper end of the rear frame 201b, and connects the upper L-shaped frame 201c detachably. The connecting portion 201j includes, for example, a pin insertion hole (not shown) formed at the connecting end of the upper L-shaped frame 201c and the rear frame 201b, and a fastening pin (not shown) that can be inserted into and removed from the pin insertion hole. (not shown). In this way, with a simple configuration, the upper L-shaped frame 201c and the rear frame 201b can be detachably connected.

In this way, the upper L-shaped frame 201c is separated from the rear frame 201b, and as shown in FIG. By simply rotating the antenna frame 201c toward the rear and downward, the height of the antenna frame 201 can be lowered, as shown in FIG. 19B.

Therefore, for example, if the thickness of the GNSS unit becomes a height obstacle when transporting the seedling transplanter 1 or storing it in a barn, etc., the overall vehicle height can be lowered without removing the GNSS unit. can.

In addition, the antenna frame 201 (front upper frame 201ab and upper L-shaped frame 201c) can be rotated with a simple configuration using a rotation connector 201f, which prevents costs from increasing and minimizes wobbling of the entire antenna frame 201. Moreover, it is convenient because the rotation can be performed with a single action.

Further, as shown in FIG. 19B, a frame holder 201k formed in a substantially Y shape is provided near the upper end of the rear frame 201b. Therefore, when the antenna frame 201 is folded to reduce its height, it can be stably held by locking the upper L-shaped frame 201c to the frame holder 201k.

Further, as shown in FIGS. 20A and 20B, the upper parts of the front frames 201a, 201a of the antenna frame 201, that is, the front upper frames 201aa, 201aa, are viewed from the front toward the upper L-shaped frame 201c, which is the tip side. They are formed so that the intervals are narrow. This increases the strength of the antenna frame 201.

The seedling transplanter 1 also has a monitor 300 on the control section that informs the operator of the above-mentioned automatic straight-line driving state. Figure 21 is an explanatory diagram of the monitor 300. The monitor 300 is provided with a straight-line assist lamp 301 that turns on when the machine is performing automatic straight-line driving, an A point lamp 302, and a B point lamp 303. The monitor 300 informs the operator of various information related to the automatic straight-line driving state by the display mode of these three lamps 301, 302, and 303. This allows the monitor 300 to be constructed simply and inexpensively.

On the monitor 300, for example, if the orientation of the aircraft is shifted to the right, the A point lamp 302 blinks. By flashing the A point lamp 302, the operator is prompted to turn the handle 35 (see FIG. 1) to the left. Further, on the monitor 300, for example, when the orientation of the aircraft is shifted to the left, the B point lamp 303 blinks. By flashing the B point lamp 303, the operator is prompted to turn the handle 35 to the right. In this way, by displaying the A point lamp 302 and the B point lamp 303 in the same manner as a direction indicator, it is possible to clearly inform the operator of the direction in which the steering wheel 35 should be turned.

Further, in the monitor 300, when the aircraft is in a state where it can automatically travel straight ahead, both the A point lamp 302 and the B point lamp 303 are lit. In addition, when turning on automatic straight-ahead driving, for example, if the grading rotor 63 is off, automatic straight-ahead driving cannot be turned on. At the same time, the straight-ahead assist lamp 301 in the center blinks, for example, twice. This display mode notifies the operator that automatic straight-ahead travel is not possible. Therefore, the monitor 300 can be configured simply and inexpensively.

In addition, on the monitor 300, when the vehicle is in a state where automatic straight-line driving is possible, both the A point lamp 302 and the B point lamp 303 are lit, and furthermore, when automatic straight-line driving is turned on, for example, when GPS reception by the GPS antenna 200 is poor, automatic straight-line driving cannot be turned on. In this case, for example, an alarm sound (warning sound) is emitted from the alarm device 208 (see FIG. 6), and the central straight-line assist lamp 301 flashes, for example, three times. This display mode informs the operator that automatic straight-line driving is not possible. This allows the monitor 300 to be constructed simply and inexpensively. Also, by changing the number of flashes of the straight-line assist lamp 301 from other warnings, the operator can be informed of the contents of the warning by the display mode.

Additionally, the monitor 300 is provided with a GPS lamp 304. The GPS lamp 304 has three display lamps, and the number of display lamps is changed according to the GPS reception state. The monitor 300 notifies the operator of the GPS reception status using this display mode. Therefore, it is possible to prevent automatic straight-ahead driving in a state where GPS reception is poor. Note that the lamps 301, 302, 303, 304, the notification device 208, and the like described above are controlled by the control device 100 (see FIG. 6).

Further advantages and modifications can be easily deduced by those skilled in the art. Therefore, the broader aspects of the invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various changes may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

1. Work vehicle (seedling transplanter)
2 Traveling vehicle body 35 Handle (steering member)
100 Control device 200 GPS antenna (position information acquisition device)
205 Automatic steering device (automatic straight-line driving device)
300 Monitor A First reference position B Second reference position

Claims (2)

A steering member for steering the traveling vehicle body;
A position information acquisition device for acquiring position coordinates of the traveling vehicle body;
In a work vehicle including an automatic straight-line driving device that operates the steering member to drive the traveling vehicle body straight, and a control device that controls each part,
A monitor is installed in the control section of the vehicle to inform the operator of various information related to the automatic straight-line driving state.
When the automatic straight-line driving by the automatic straight-line driving device is turned on, the monitor notifies the user that the automatic straight-line driving is turned on;
a reference position acquisition unit that performs an operation to register driving reference data that is a reference for straight driving of the traveling vehicle body;
The reference position acquisition unit can register a first reference position that is registered at one point in the field and a second reference position that is registered at another point in the field,
the reference position acquisition unit is a lever member,
When the lever member is operated to one side, the first reference position can be registered,
When registering the second reference position, if a distance from a position at which the first reference position is acquired is equal to or greater than a predetermined distance, the second reference position can be registered ;
A work vehicle characterized in that the automatic straight-line driving is "ON" when the lever member is operated to the other side . The work vehicle according to claim 1 , wherein when the lever member is operated to one side for a predetermined period of time, the acquired first reference position and second reference position are deleted .