KR20220127228A - Driving path management system of working machine - Google Patents

Abstract

A driving path management system for a work machine capable of automatically running a farm, based on a driving trajectory in an external shape calculation driving running along a boundary line of the farm to calculate the external shape of the farm, at least one or more rounds in the outer periphery of the farm The number of winding paths comprising: a winding path creating unit 524 for creating a path; and a reciprocating path creation unit 522 for creating a reciprocating path including a plurality of straight paths in an inner region located inside the outer peripheral region. is determined by the area required for turning travel from the traveling straight path to the next straight path to be driven.

Description

Driving path management system of working machine

It relates to a travel route management system for a work machine that performs work while automatically traveling with respect to a work place such as a pavement.

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

Japanese Patent Laid-Open No. 2019-154394

There is a demand for a travel route management system for further improving the convenience of such a work machine in automatic work travel.

(1) The travel route management system for a work machine capable of automatically running on a farm according to the present invention, based on the running trajectory in the outline calculation running running along the boundary line of the farm, to calculate the outline of the farm, A reciprocating path creating unit for creating at least one or more circling paths in the outer periphery of the farm, and a reciprocating path generating unit for creating a reciprocating path including a plurality of straight paths in an inner region located inside the outer periphery region, The number of the circling paths is determined by an area required for swiveling travel from the traveling straight path to the next straight path to be driven.

In this configuration, the number of circling travel can be limited to as small a number as possible on condition that an area necessary for swiveling travel is ensured when transitioning from the straight-forward path to the straight-forward path on the reciprocating path. Considering that the direction change performed in the corner area of the pavement in the round trip becomes a complicated route, and that running using a reciprocating route that connects a plurality of straight paths in a turning run becomes a simple route, the number of round trips is reduced. It is preferable to make less.

In one preferred embodiment of the present invention, the reciprocating route is created based on the travel trajectory in the contour calculation travel running along the boundary line of the farm. In this configuration, the traveling trajectory obtained by manually traveling in order to calculate the external shape of the farm shows the external shape of the farm in the current state. Therefore, if a reciprocating route is created in the widest possible range based on this farm outline, efficient operation is possible.

In one preferred embodiment of the present invention, as the driving mode of the circling route, a driving mode management unit capable of selecting between manned automatic driving and unmanned autonomous driving is provided. In this configuration, the circling route, which is the driving closest to the boundary line of the pavement such as the ridge, can be driven in an appropriate driving mode during the manned automatic driving and the unmanned autonomous driving. In unmanned automatic driving, if the work machine can imitate the round route that has been achieved in the outer shape calculation run performed earlier, the desired automatic run will be achieved, but the accuracy of the imitative run depends on the automatic run control technology. . If the working machine is automatically driven so as not to deviate from a preset allowable range from the circling route, an achievement is obtained in terms of vitalization. However, in order to cope with an unexpected situation due to weather or deterioration of the farm surface, and a situation where there is a risk of contact with an intruder or an intruder, manned automatic driving is preferable even if a worker gets on the work machine. The worker riding on the work machine does not actually drive, but performs emergency processing such as stopping the work machine when an unexpected situation or a contact risk situation occurs. By selecting such a driving mode, ie, manned automatic driving and unmanned autonomous driving, depending on the situation, effective driving is possible even when driving using a circling route under any circumstances. When automatic running is stopped, it becomes manual running. Of course, when a skilled operator drives, it is also possible to manually travel the circling route.

The outer circumferential path, which runs closest to the boundary line of the pavement such as the headboard, has the highest probability of contact with an obstacle such as a headboard or a person or object protruding from the headboard. It is reasonable that the handling of the occurrence of such an emergency or the prediction of the emergency is performed by a worker riding on the working machine. From this, in one preferred embodiment of the present invention, the circumferential path includes an outer circumferential path that matches the travel trajectory in the contour calculation travel, and an inner circumferential path located inside the outer circumferential path, The driving mode of the outer circumferential path is limited to the above-mentioned manned automatic driving or manual driving.

When the winding path is composed of the inner winding path and the outer winding path, the inner winding path is located between the end contour (end envelope) of the straight path of the reciprocating path and the outer winding path. Since the pavement area located between the working area by the end contour and the outer circumferential path is operated by working travel using the inner circumferential path, the inner circumferential path is created to follow the end contour of the straight path and the outer circumferential path, so that the work becomes possible. From this, in one preferred embodiment of the present invention, the inner circumferential path follows the end contours (end envelopes) of a plurality of straight paths created in the inner region located inside the outer circumferential region and the outer circumferential path. is written in the In addition, since the reciprocating route is created in the inner region of the farm, the reciprocating route is also referred to as an inner reciprocating route.

When the working width with respect to the pavement area located between the end contour and the working area by the outer circumferential path fluctuates, adjustment of the working width (in the case of a rice transplanter, each group clutch control) and overlapping work are performed. From this, in one preferred embodiment of the present invention, when the interval between the end contour and the outer circumferential path varies (when the working width changes along with travel), the inner circumferential path is provided as job control information, The on/off (activation or non-operation) of each group clutch for changing the working width in accordance with the change in the interval is assigned.

Various settings in the winding route creation, the setting for allocating the driving mode to the winding route, and the like are performed based on the operation input by the operator. In order to facilitate the operator's operation input to such a work machine, it is preferable if a graphic interface is used. From this, in one preferred embodiment of the present invention, in an information terminal with a touch panel connected to an in-vehicle LAN of the work machine, the round-trip route creation unit, the round-trip route creation unit, and the driving mode management unit include a graphic user It is constructed so as to be operable through an interface, and the circling route is displayed on the screen of the touch panel so as to be identifiable according to the driving mode.

As the driving mode, the route on which the manual driving is executed does not need to be displayed on a screen such as a touch panel, so that by erasing it from the screen, the screen can be suitably used for other purposes. However, even if it is a route in which manual driving is performed, by displaying it on the screen, it can be suitably used as a guide route supporting manual driving.

In the reciprocating route, there is a case where a straight-line route along the circumferential route is used in the turning travel for shifting from the traveling straight route to the next straight route to be driven. In such a case, if a part of the circumferential path is used as a straight path in the turning travel, there is no need to newly create the path. From this, in one preferred embodiment of the present invention, as a part of the turning path for performing turning travel from the traveling straight path to the next straight path to travel, a part of the circling path is used.

(2) The characteristic configuration of the work machine according to the present invention is that it is a work machine capable of running automatically, a machine position calculator that calculates the machine position using satellite positioning, and map information indicating the shape of the work site to display the location of the work site a display device having a map information storage unit for storing position information and time information indicating the time at which the map information was created, and a display screen; and among the map information stored in the map information storage unit, the aircraft position and a map information display unit for displaying on the display screen the map information extracted based on the location information and the time information, and an input for determining an input area to which an operation input by a user has been performed in the map information displayed on the display screen an area determination unit, an input position information calculation unit that calculates position information in the map information according to the determined input area as input position information, and a map stored in the map information storage unit based on the input position information The point is that it is provided with a thumbnail display unit for extracting information and displaying the information as thumbnails on the display screen.

With such a feature configuration, map information according to the position of the aircraft of the working machine can be automatically displayed on the display screen, and map information according to the user's input operation for the displayed map information can also be displayed on the display screen as thumbnails. have. Therefore, since the map information memorize|stored in the map information memory|storage part can be utilized conveniently, it becomes easy for a user to grasp|ascertain map information, for example in an automatic work running, and it becomes possible to improve convenience.

In addition, the display screen is a touch panel, and in a state where a plurality of map information is displayed on the display screen, an operation determination unit that determines whether the input area spans at least two or more map information; and an area calculation unit for calculating an area of the input region in each of the map information when it spans the at least two or more map information, wherein the input region determining unit includes: It is preferable that the map information of the widest input area is the map information to which the operation input has been performed.

With such a configuration, when the input area by the user spans a plurality of map information, it becomes possible to automatically handle the operation input by the user as a thing for the map information of the widest input area. Therefore, convenience can be improved.

Preferably, the thumbnail display unit also displays job information indicating information on a job performed on a job sheet based on the map information displayed by the thumbnail.

With such a configuration, it becomes possible to make it easy for the user to grasp the information of the past work performed at the work site based on the map information together with the map information displayed in thumbnails.

Further, it is preferable to calculate the elapsed time since the map information is created based on the time information regarding the map information displayed on the display screen, and notify the re-creation of the map information according to the elapsed time. .

With such a configuration, when a predetermined time has elapsed after the map information was created, the user can be prompted to re-create the map information. Therefore, since it is not necessary for the user himself to grasp the elapsed time after the creation of the map information, the convenience can be improved.

In addition, disaster information indicating the disasters that have occurred so far in the work site is acquired, and based on the disaster information and the time information regarding the map information displayed on the display screen, the map information is added to the map information after the creation of the map information. When it is determined that a disaster has occurred at the base work site, it is appropriate to notify the re-creation of the map information.

If a disaster occurs at the work site according to the map information after creation of the map information, there is a possibility that the map information differs from the shape or situation of the actual work site. Therefore, with such a configuration, it is possible to prompt the user to re-create the map information according to the occurrence situation of the disaster. Therefore, since it is not necessary for the user himself to grasp the occurrence situation of a disaster, convenience can be improved.

(3) A travel route management system for a work machine capable of automatically traversing a farm according to the present invention includes: a reference side setting unit for setting one side of the outer shape of the farm as a reference side; A reciprocating path creating unit for creating a reciprocating path including a plurality of extended straight paths, and a traveling direction setting unit for setting a traveling direction in the reciprocating path.

In this configuration, a plurality of straight paths extending in a predetermined direction with respect to one side of the farm set as the reference side are surrounded by the inner region of the farm. As a result, since the plurality of straight paths are parallel to each other and extend in the same orientation, their formation and management are easy. At the same time, automatic driving along such a straight path is easier compared to driving on a winding path such as a general road. In addition, by sequentially connecting a plurality of straight-through paths by direction-changing travel of the body, efficient work travel is realized. At that time, the work travel start point and work travel end point are determined according to the travel direction set by the travel direction setting unit. Since the positions of the work travel start point and work travel end point need to be related to the entrance and exit of the farm, the function of setting the travel direction in the reciprocating route is advantageous. In addition, since the traveling direction setting unit may be configured to set the traveling direction or to determine the traveling direction, the traveling direction setting unit is also called a traveling direction determining unit.

Most of the farms are square, almost rectangular. In general, on a map or the like, farms are divided on the basis of the concentration, so it is easier to assume the shape and size of the farm on the basis of the concentration in contact with the farm. For this reason, when the side in contact with the density is selected as the reference side, the long side of the farm is either a side parallel to the reference side or a side perpendicular to the reference side. In one embodiment of the present invention, the straight path is created so as to extend parallel or perpendicular to the reference side. Thereby, formation of a long straight path|route becomes possible. Of course, in a farm with a work direction, a short straight path may be formed.

Working machines such as rice transplanters, fertilizing machines, and chemical sprayers, in order to replenish the materials to be administered to the farm, use one side of the farm exterior, for example, one side in contact with the concentration, as the material replenishment side. will access this material supply side. In addition, in the above-mentioned working machine, the material replenishment is normally carried out in the attitude|position which approached the front-end part or the rear-end part of a base|substrate close to a material replenishment edge|side. If the material replenishment edge is located at the end of the straight forward path, it is preferable because the material replenishment edge can be accessed directly, forward or backward from the traveling posture on the straight forward route. From this, in one preferred embodiment of the present invention, a replenishment side setting unit for setting one side of the outer shape of the farm as a material replenishment side for materials consumed by the working machine is provided, wherein the material replenishment side is the straight path is set to face the extension direction of

In a work machine such as a rice transplanter, after the work run using the reciprocating path, the outer periphery area of the farm used as a space for the turning run for shifting from the straight path to the next straight path is left as an unworked area. For this reason, as a final operation|work, the operation|work travel which goes around the outer peripheral area with the end point of a reciprocating path as a starting point is performed. When this round-trip work travel ends, the working machine comes out of the farm through the farm entrance as it is. From this, it is preferable that the end point of the said round-trip route is close to the entrance and exit of the said farm. Accordingly, in one preferred embodiment of the present invention, the end point of the reciprocating path is set at the end of the straight path that is close to the entrance and exit of the farm.

In a rice transplanter, etc., hair supply as material replenishment is performed in the attitude|position which approached the front-end part of a base|substrate close to a material replenishment side. For this reason, when performing hair replenishment, it is preferable to drive|work the end of the traveling straight path, without shifting from the traveling straight path to the next straight path. In that case, it is preferable to give the operator time to consider whether or not to replenish the material before starting the turning travel for entering the next straight path from the traveling straight path. In addition, chemical|medical agent replenishment etc. are normally performed in the attitude|position which approached the rear-end part of a base|substrate close to a material replenishment edge|side. In this case, the approach travel to the material replenishment side is performed in reverse from the posture before starting the work travel on the next straight path, so the work travel on the next straight path after turning from the traveling straight path. Before entering, it is desirable to give the operator time to consider whether or not to replenish the material. From this, in one preferred embodiment of the present invention, travel control is performed in the end region of the straight path running toward the material supply side, or the start end region of the straight path to be driven next, or both regions. A temporary stop of the vehicle body as information is assigned. In addition, as material replenishment, in a rice transplanter or the like in which only seedling replenishment is performed, a temporary stop of the vehicle body is performed only in the terminal region of the straight path traveling toward the material replenishment side.

As described above, in a working machine such as a rice transplanter, after the work travel using the reciprocating path, the outer periphery area of the farm used as a space for the turning run for shifting from the straight path to the next straight path is left as an unworked area. For this reason, in one preferred embodiment of the present invention, the farm is divided into an outer periphery region in which a circling run is performed along a boundary line of the farm, and an inner region located inside the outer periphery region, A straight path is formed, and in the outer circumferential region, a turning travel for shifting from the traveling straight path to the next straight path to travel is performed. From this, the reciprocating path is also referred to as an internal reciprocating path.

Setting of a reference side, setting of a traveling direction, etc. are performed based on the operation input by an operator. In order to facilitate the operator's operation input to such a work machine, it is preferable if a graphic interface is used. From this, in one preferred embodiment of the present invention, in the information terminal with a touch panel connected to the in-vehicle LAN of the work machine, the reference side setting unit, the reciprocating path creation unit, and the traveling direction setting unit (travel direction) determining unit) is operably constructed through a graphical user interface, and the reciprocating route is displayed on the screen of the touch panel so that a driving mode for the reciprocal route can be identified.

(4) The work machine according to the present invention is characterized in that it is a work machine capable of running automatically, includes a body position calculation unit for calculating the body position, and one of the above-mentioned areas when each of a plurality of areas partitioned along the outer periphery of the work site are run. At the start of traveling in , the position information is calculated based on the position of the aircraft and the position of the rear end of the outer periphery of the aircraft. A point comprising: a position information calculating unit that calculates the position information based on the position of the front end of the outer periphery; and a map information creation unit that creates map information indicating the shape of the work site based on the position information. have.

With such a characteristic configuration, the position at the start of traveling and the position at the end of traveling in each of the plurality of areas partitioned along the outer periphery of the work site are accurately detected, and the position information of each area is accurately calculated based on these positions. can do. Therefore, since map information indicating the shape of the work site can be appropriately created, it is possible to improve convenience by using the map information in, for example, automatic work travel.

In addition, a work unit for performing ground work is provided so as to be able to raise and lower the aircraft, and the position information calculation unit sets the time when the work unit in the raised position enters the lowered state as the travel start time, and enters the lowering state. It is suitable if the time when the said work unit with the said work unit is returned to the said raising position is the said traveling end time.

With this configuration, it is possible to automatically set the start time and end time of travel according to the rising and falling of the work unit. Accordingly, since it is possible to reduce the operation of the user (operator) regarding the setting at the start of traveling and the setting at the end of traveling, it is possible to improve the convenience.

In addition, a work unit for performing a ground work is provided on the base, and when the work sheet is driven along the periphery, a position offset to the center side of the work sheet with respect to the outer periphery of the work sheet indicated by the map information is determined It is preferable to provide a travel route generating unit that generates a travel route when performing the above-mentioned earth work as a reference.

With this configuration, it is possible to generate a travel route in a state in which a margin is secured with respect to the shape of the worksheet indicated by the map information. Therefore, it becomes possible to prevent the entry of a work machine other than a work place.

In addition, the position information calculation unit includes: a first line virtually extending from the position of the center of gravity of the aircraft in the width direction of the aircraft to the end of travel in the one region; It is suitable if the position information is calculated based on the intersection of the second line virtually extending along the longitudinal direction of the body from the most protruding protrusion along the width direction of the body.

For example, when the user manually travels the work machine, it is often driven based on the central portion of the body of the work machine in the longitudinal direction. Therefore, with such a configuration, the position information is calculated based on the position where the first line and the second line intersect during the period from the departure of the travel start position until the travel end position is reached. It becomes possible to calculate the matched positional information.

In addition, there is provided a display device having a display screen, wherein on the display screen, a shape of the work sheet indicated by the map information is specified using a plurality of indices, and the map information creating unit includes: When the amount of data is greater than or equal to a preset value, the data corresponding to a portion with a small change in the shape of the work sheet is deleted, and the indicator corresponding to the deleted data is identified on the display screen from other indicators If possible, it is appropriate.

With such a configuration, it is possible to suppress an increase in the amount of data, and it is possible to clearly indicate to the user that the data has been deleted, so that it is possible to improve the convenience.

In addition, if the movement distance of the aircraft from the position at the previous start of travel to the position at the start of the next travel is less than or equal to a preset distance, if the position at the start of the previous travel is invalidated, Suitable.

For example, when traveling in each of a plurality of regions, in order to adjust the position of the body to a desired position, traveling and stopping may be repeated. Then, if it is set as such a structure, since the result detected as a position at the time of the start of traveling at the time of adjustment of the position of a body can be invalidated, it becomes possible to create map information appropriately.

Further, a display device having a display screen is provided, wherein on the display screen, the shape of the work sheet indicated by the map information is specified using a plurality of indices, and on the display screen, It is preferable if the position and the position at the end of the travel are displayed by an index different from the above index indicating a position other than the position at the start of the travel and the position at the end of the travel.

With such a configuration, it becomes possible to intuitively grasp the position at the start of travel, the position at the end of travel, and other positions for the user who viewed the display screen.

Also, in the display screen, it is preferable if the position at the start of the travel and the position at the end of the travel are displayed by different indicators.

With such a configuration, it becomes possible for the user who viewed the display screen to intuitively grasp the position at the start of the run and the position at the end of the run.

In addition, when a work unit for performing land work is provided on the base body, and when the site work is performed in the outer peripheral area of the work site, it is preferable to travel at the same speed as the base speed when the map information is created.

With such a configuration, it is possible to make it easy to travel along the route traveled at the time of map creation.

In addition, it is preferable that the map information creation unit creates the map information using only the position information transmitted to the map information creation unit out of the position information calculated by the position information calculation unit.

With this configuration, even when the data amount of the aircraft position calculated by the aircraft position calculation unit is larger than the expected amount, the data amount of the map information can be suppressed because it can be used in a thinned state when creating the map information. can do.

(5) A travel route management system for a work machine capable of automatically running on a farm according to the present invention includes: a circumferential path creating unit that creates at least one rounding route in an outer circumferential area of the farm; and a location inside the outer circumferential area a reciprocating path creation unit for creating a reciprocating path including a plurality of rectilinear paths and a turning path connecting the two rectilinear paths in the inner region of and a starting point guiding path creating unit that creates a starting point guiding path for automatically guiding the working machine that has satisfied the guiding condition to the starting point.

In this configuration, when a preset guiding condition is satisfied, the work machine is guided to the starting point of the work travel using the reciprocating path by automatically traveling with the starting point guiding path as the target path, so it is necessary to manually move the work machine to the starting point. disappears Accurately locating the work machine at the starting point of the work travel is a difficult task for an operator who is not skilled in operating the work machine. relieve the burden

In one preferred embodiment of the present invention, the guide condition includes that a difference between a preset guideable orientation and an orientation in the traveling direction of the work machine is within an allowable range. In this configuration, the work machine is guided to the starting point by automatic travel using the starting point guidance path as the target path only by locating its travel destination in a preset direction, so that the burden on the worker is reduced.

In one preferred embodiment of the present invention, the guiding condition includes that at least a part of the work machine is contained in a preset guiding area. In this configuration, when at least a part of the work machine is positioned in the guideable area, which is a preset guide startable area, the work machine can automatically travel to the starting point, so that the burden on the worker is small. By making the guideable area near the entrance to the farm, the working run on the farm is virtually fully automated.

In one preferred embodiment of the present invention, a plurality of the derivable areas are set. In this configuration, if there are a plurality of guideable areas for locating the work machine, which are required for automating work travel, the options are increased. Since an operator can select a simpler guideable area, it is preferable for an operator.

In one preferred embodiment of the present invention, the guideable area is set so that a straight path of a predetermined distance or more can be secured between the center point of the guideable area and the starting point.

In this configuration, since the length (space) for creating the starting point guidance path can be taken as much as necessary, the starting point guidance path capable of seamless automatic travel is created, thereby reducing the burden of automatic control.

In one preferred embodiment of the present invention, at least a part of the starting point induction path uses a part of the circling path. Since the starting point is the starting point of the reciprocating path set in the inner region, the starting point guiding path is formed in the outer peripheral region. Because of this, the starting point derivation path extends along a portion of the circumferential path. For this reason, as at least part of the starting point derivation path, it is possible to simply use a part of the circumferential path. Thereby, the burden of creating the starting point induction path is reduced.

In creation of a revolving route, creation of a reciprocating route, setting of a starting point, creation of a starting point guidance route, etc., input of various information by an operator is required. In order to facilitate the entry of such information, a graphical interface is preferably used. From this, in one preferred embodiment of the present invention, in the information terminal with a touch panel connected to the in-vehicle LAN of the work machine, the winding route creating unit, the reciprocating path creating unit, the starting point setting unit, and the opening Since the viewpoint guidance path creation unit is operably constructed through a graphic user interface, when the guidance condition is not satisfied, a guide for satisfying the guidance condition is displayed on the screen of the touch panel.

In the start of the work travel in the actual automatic travel, it is important for the operator to grasp whether the guidance condition is satisfied. In particular, it is preferable for the operator to characteristically display that the induction condition is satisfied on the screen of the information terminal having a graphic interface. From this, in one preferred embodiment of the present invention, a representation indicating that the induction condition is satisfied is displayed on the screen of the touch panel. Characters may be used as the displayed representation, but it is better if the operator can easily grasp it by using an illustration or a moving image.

The number of straight paths of the reciprocating path determines the positions of the starting point and the ending point of the reciprocating path. For example, if the number of straight paths is odd, the position of the starting point and the position of the ending point are on opposite sides of the inner region, ie, opposite. If the number of straight paths is an even number, the position of the starting point and the position of the ending point are on the same side of the inner region. In other words, by changing the number of straight paths, it is possible to change the positional relationship between the starting point and the ending point, which is important in the overall path creation. From this, in one preferred embodiment of the present invention, the starting point and the reciprocating path are adjusted by adjusting the number of the rectilinear paths and the idle running or the number of rectilinear paths running on one rectilinear path non-work. It is configured to adjust the positional relationship of the end point of the work travel using

This operation can be performed through the screen of the touch panel of the information terminal even during creation of the travel route or during the actual work travel. Specifically, when the starting point and the ending point are on the same side, the number of straight paths is set to an even number, and when the starting point and the ending point are on different sides, the number of straight paths is set to an odd number, It is preferable in path design.

In addition, even if the number of straight-line routes in the reciprocating route is the same, if running without work (referred to as idling or off-road running) and running with work are repeatedly performed for one straight route, the starting point and The positional relationship of the endpoint can be reversed. From this, in one preferred embodiment of the present invention, when the number of the straight-line paths is an odd number, it can be configured such that the start point and the end point are located on the same side so that the idle run is executed. This operation can be performed through the screen of the touch panel of the information terminal even during creation of the travel route or during the actual work travel.

(6) A work machine capable of running automatically according to the present invention includes: a body position calculation unit for calculating a body position using satellite positioning; a plurality of object detection sensors installed on the body to scan the surroundings of the body; An obstacle detection unit for detecting an obstacle based on a detection signal from a sensor, and a sensor management unit for managing an operation check of the object detection sensor, wherein the sensor management unit executes a sensor check process when a predetermined condition is satisfied It has a sensor check execution unit, and a validity determination unit that records operation confirmation flags indicating that operations of all the object detection sensors have been confirmed through the sensor check processing and determines the validity of the operation confirmation flags. In addition, the operation confirmation flag here is interpreted in a broad meaning including not only the meaning of a narrow flag used in programming, etc., but also data (information) etc. which indicate that the object detection sensor is operating.

In the case of performing automatic driving, particularly unmanned autonomous driving, the function of detecting an obstacle is important. When the detection of an obstacle is performed based on the detection signal from the object detection sensor, the sensor management unit determines whether the object detection sensor is not malfunctioning due to adhesion of mud or water droplets, etc., in collaboration with the operator. It is necessary to perform check processing. However, frequently performing a sensor check during automatic driving places a large burden on the operator and the control system. According to the configuration of the present invention, since the sensor check execution unit performs sensor check processing only when a predetermined condition is satisfied, the burden is suppressed. Further, at the point in time when the operation of all the object detection sensors is confirmed, an operation confirmation flag indicating it is recorded. As long as this operation confirmation flag is recorded, it is considered that the operation state of the object detection sensor is good, and automatic driving is performed. However, since the sensor check needs to be performed in a timely manner, the operation confirmation flag once recorded is invalidated at a predetermined timing. The timing at which the recorded operation confirmation flag is invalidated, ie, until when the operation confirmation flag is valid, is determined by the validity determination unit. Since the determination conditions in the validity determination unit differ depending on the type of work, the environmental condition of the work, and the like, they are set based on actual experience and experiments for each type of work machine.

In order to avoid the operator neglecting the sensor check, it is also important to make a habit of performing the sensor check at the start of operation of the work machine. For this reason, in one preferred embodiment of the present invention, an initial sensor check request command for requesting execution of the sensor check processing when the work machine is started is given to the sensor check execution unit, and is applied to the initial sensor check request command. When the operation of all the object detection sensors is confirmed through the sensor check processing based on it, the operation confirmation flag is recorded (overwritten recording) and updated. However, since it is cumbersome to always perform a sensor check when the work machine is started (when the key switch is ON) even when not automatically running, it is preferable to make it possible to stop this sensor check process by manual operation of the operator.

Since this work machine basically performs the work at the work site by automatic running, it is preferable that the sensor check be performed before the work machine enters the work site. From this, in one preferred embodiment of the present invention, when the aircraft reaches an area that can enter the work site to be worked while the operation confirmation flag is invalid, an operation for requesting execution of the sensor check processing A full sensor check request command is given to the sensor check execution unit.

When the work machine leaves the work site, it basically travels manually, so it is unnecessary to detect an obstacle using the object detection sensor. . However, considering the case where the work machine temporarily leaves the work site and then immediately returns to the work site and resumes the work, it is not preferable to cancel the operation check flag immediately after the work machine leaves the work site. From this, in one preferred embodiment of the present invention, when the work machine leaves the work site or after a predetermined time has elapsed from the time point, or when the work machine is separated from the work site by a predetermined distance or more, the operation confirmation flag is Canceled.

This work machine basically shifts from automatic travel to manual travel when work at the work site is finished. Therefore, it is preferable that the recorded operation confirmation flag be canceled in preparation for the next automatic driving accompanying the end of the work. However, if the end of the work is temporary, a sensor check must be performed when the next work is resumed. In order to avoid such a problem, it is necessary to perform sensor check management by dividing the complete work end and the temporary work end (that is, work interruption). From this, in one preferred embodiment of the present invention, when a job end command for job termination is given, the operation check flag is canceled, and when a job stop command for job interruption is given, the operation check flag is maintained. .

The most reliable sensor check is performed by an operator (including a supervisor or the like) by placing a pseudo-obstacle within the detection range of the object detection sensor. Since the sensor check is a collaboration between the control system of the work machine and the human, it is necessary for the operator to recognize the start of the sensor check. In addition, since a plurality of object detection sensors are provided, the operator must grasp the processing result and, if there is an object detection sensor with a malfunction, specify it and investigate the cause of the failure. From this, in one preferred embodiment of the present invention, the sensor check execution unit notifies the start of execution of the sensor check processing and the processing result of the sensor check processing via a notification device.

A work machine capable of running automatically is equipped with a graphic display of a touch panel type for displaying a travel route or the like. For this reason, it is preferable to use a graphic display as the notification device. In that case, a display form in which the processing result of individual object detection sensors or the processing result of the entire object detection sensor can be grasped at a glance is preferable. From this, the notification device is a graphic display (for example, a touch panel), and a first visual symbol indicating the individual processing result of the object detection sensor and a second visual symbol indicating that all the object detection sensors are good are displayed. .

When the sensor check is not performed in a timely manner, the operation confirmation flag becomes invalid, and there is a possibility that automatic driving is performed without a sensor check simply by notifying the operator thereof. In order to avoid this, in one preferred embodiment of the present invention, if the operation confirmation flag is invalid, automatic driving is prohibited. Regardless of whether or not there is actually a malfunctioning object detection sensor, the reliability of automatic running is improved by preventing automatic running by not performing a timely sensor check.

As the object detection sensor, an inexpensive and simple sonar is suitably used. At this time, the sensor management unit is a sonar management unit, and the sensor check execution unit is a sonar check execution unit.

(7) A travel route management system for a work machine capable of automatically traversing a farm according to the present invention is a replenishment in which a specific side made up of one or more sides of the outer shape of the farm is set as a material replenishment side of the material consumed by the work machine. A side setting unit, a reciprocating path creating unit for creating a reciprocating path including a plurality of straight paths extending toward the material replenishment side; , or a replenishment control management unit that manages replenishment travel control for holding the working machine close to the material replenishment edge from the starting end area of the straight path to be driven next, or from both areas. Further, when the reciprocating route is created in the inner region of the farm, the reciprocating route is also referred to as an inner reciprocating route.

Working machines such as rice transplanters, fertilizing machines, and chemical sprayers, in order to replenish the material to be administered to the farm, use the outside of the farm, for example, the side in contact with the concentration, as the material replenishment side. Approach the supply side. In addition, in the above-mentioned working machine, the material replenishment is normally carried out in the attitude|position which approached the front-end part or the rear-end part of a base|substrate close to a material replenishment edge|side. In the above configuration in the present invention, the material replenishment side set by the replenishment side setting unit can be directed forward or backward from the traveling posture on the straight path based on the replenishment travel control, so that access to the material replenishment side is reduced. will be facilitated

In working machines, such as a rice transplanter, hair supply as material replenishment is performed in the attitude|position which approached the front-end part of a base|substrate close to a material replenishment side. From this, in one preferred embodiment of the present invention, the replenishment travel control includes a front-end approach mode in which the front end of the work machine is brought close to the material replenishment side, and in the front-end approach mode, the traveling straight line Transitional traveling from the path to the next straight path to be driven is stopped, the work machine is brought close to the material replenishment side as it is in a straight forward travel, and after replenishing the material, the forward transition travel is performed to select the next straight path Heading. In this configuration, when the front-end approach mode is set, the vehicle travels directly from the traveling straight path toward the material replenishment side to approach the material replenishment side, so that efficient material replenishment is realized.

Further, in one preferred embodiment of the present invention, a temporary stop of the vehicle body as travel control information is allocated to the end region of the straight path traveling toward the material replenishment side. In this configuration, the operator can be given time to consider whether or not to stop the automatic travel and replenish the material at this point before starting the turning travel for entering the next straight line from the traveling straight path.

When the approach travel toward the material supply side is performed automatically by departing from the straight path of the reciprocating path, the extended path extending the departing straight path to the material supply side is used as the target path for the automatic travel. , there is no need to calculate a special path, so the efficiency is good.

From this, in one preferred embodiment of the present invention, the approach travel to the material replenishment edge in the front end approach mode is performed by automatic travel in which the extension path extending the straight path is the target path. Of course, even if the approach travel is performed by manual travel, such an extended route is usable as a guide route supporting the manual travel.

In the chemical|medical agent replenishment etc. in work machines, such as a rice transplanter, hair replenishment as material replenishment is performed in the attitude|position which brought the rear-end part of a base|substrate close to a material replenishment side. From this, in one preferred embodiment of the present invention, the replenishment travel control includes a rear end approach mode in which the rear end of the work machine is brought close to the material replenishment side, and in the rear end approach mode, the travel straight ahead After the end of the traveling from the path to the next straight path to be driven, the work machine is brought close to the material replenishment side as it is in the reverse traveling direction, and after replenishing the material, it faces the straight forward path to be driven next in the forward traveling path. In this configuration, the rear end of the work machine reaches the material replenishment side by reversing as it is in the aircraft posture in which it intends to travel on the next straight path, and thus efficient material replenishment is realized.

In approach travel for material replenishment, the selection of the front end approach mode or the rear end approach mode depends on the type of material to be replenished. The work machine is equipped with a mechanism for detecting the remaining amount of the replenishment material normally loaded. From the detected remaining amount of replenishment material and the material consumption per work run, it is possible to calculate a material shortage or material exhaustion, so that the replenishment timing of replenishment material can be managed. From this, in one preferred embodiment of the present invention, a material replenishment management unit that determines the replenishment timing of the replenishment material based on the calculated remaining amount of replenishment material is provided, and according to the type of material to be refilled, Either a front-end approach mode in which the front end is brought close to the material replenishment edge, or a rear-end approach mode in which the rear end of the work machine is brought close to the material replenishment edge is selected. This makes it possible to automate the approach travel for material replenishment. In addition, the supply control management part may double as a material supply management part.

In the approach travel for material replenishment, the work machine faces a straight path as a travel destination after material replenishment. Even if the approach travel is performed manually, if the straight-line route as the next travel route is captured, it is possible to shift to the automatic travel. From this, in one preferred embodiment of the present invention, the replenishment travel control is performed manually after stopping the automatic travel, and when the next straight path is captured after replenishing the material, the automatic travel is resumed. Thereby, the transition from the manual travel to the automatic travel is simplified, and the burden on the operator is reduced.

In one preferred embodiment of the present invention, the replenishment travel control can be remotely operated using a remote control. In this configuration, at the time of material replenishment, the approach travel is performed manually using the remote control. For this reason, even if the travel using the reciprocating path or the like is an unmanned automatic travel, it is preferable because the operator can manually perform the approach travel from a position spaced apart from the work machine, for example, from the head.

Various settings in the setting of the supply side and creation of the route are performed based on the operation input by the operator. In order to facilitate the operator's operation input to such a work machine, it is preferable if a graphical interface is used. From this, in one preferred embodiment of the present invention, in the information terminal with a touch panel connected to the in-vehicle LAN of the work machine, the supply side setting unit, the reciprocating route creation unit, and the supply control management unit are configured as a graphic user It is operably constructed through an interface, and selection of the material supply side and content selection of the supply travel control are performed through the touch panel.

(8) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that travels by a driving force output from a power source while performing work, and is configured to change the driving force by changing the angle of the swash plate. a continuously variable transmission device; a vehicle speed operation tool for operating the angle of the swash plate; an angle detector for the swash plate for detecting the angle of the swash plate; an operation position detector for detecting an operation position of the vehicle speed operation tool; An actuator for adjusting the angle of the swash plate according to the operation position is provided.

With such a configuration, the vehicle speed operation tool and the continuously variable transmission device are not directly connected to each other. Even in this case, the actuator adjusts the angle of the swash plate of the continuously variable transmission according to the operation position of the vehicle speed operation tool detected by the operation position detector. Then, the angle of the swash plate is detected by the angle detector of the swash plate, and the operation position of the vehicle speed manipulation tool detected by the operation position detector is compared with the detected angle of the swash plate to check whether the angle of the swash plate according to the operation position of the vehicle speed manipulation tool is Therefore, it is possible to determine whether the vehicle speed is the driving vehicle speed according to the operation position of the vehicle speed control tool.

Moreover, you may provide the accelerator lever which increases/decreases the rotation speed corresponding to the driving force output from the said power source, and the accelerator detector which detects the operation position of the said accelerator lever.

According to such a structure, the rotation speed corresponding to the operation position of an accelerator lever can be output with high precision.

In addition, the vehicle speed operation tool is operated in a forward direction and a reverse direction with a neutral position therebetween, the operation path cranks in the neutral position, the vehicle speed operation tool is fixed to the lever holding part, and the lever holding part is integral with the gear a neutral holding mechanism for urging the vehicle speed operating tool in a direction intersecting the forward direction or the reverse direction, wherein the gear swings about an axis in response to the operation of the vehicle speed operating tool. and a holding mechanism may be provided between the gear and the shaft.

The vehicle speed operating tool only moves along a predetermined path, and it is not easy to accurately position the vehicle speed operating tool at a desired position. In addition, if the operation position of the vehicle speed operation tool is moved against the intention, an appropriate operation of the traveling vehicle speed is not performed. As described above, by providing the neutral holding mechanism, it becomes easy to hold the vehicle speed operating tool in the neutral position. In addition, by providing the holding mechanism, it is possible to provide a constant resistance to moving the operation position of the vehicle speed operation tool. Thereby, the operation feeling for moving the operation position of the vehicle speed operation tool is improved, and the vehicle speed operation tool can be operated with high precision.

Moreover, you may provide the information terminal in which the operation position of the said vehicle speed operation tool is converted and displayed by the shift stage.

By displaying the number of shift stages corresponding to the vehicle speed operation tool, the driver can sensibly grasp the traveling vehicle speed, thereby facilitating the operation of the traveling vehicle speed.

Further, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel along a predetermined travel route, and includes an automatic travel control unit for controlling automatic travel, wherein the automatic travel control unit is configured to go straight When shifting from driving to turning driving, the deceleration start position is controlled to start deceleration of the traveling vehicle speed from the front end of the straight travel by a predetermined distance, and the distance is controlled to become longer as the traveling vehicle speed increases. .

The turning driving is driven at a lower speed than the straight driving. In order to decelerate the traveling vehicle speed of the straight travel to the traveling vehicle speed of the turning travel, it is necessary to start the deceleration from the middle of the straight travel. At this time, if the acceleration of the deceleration is sharp, the pavement is ruined, or when the driver is on board, the driver is uncomfortable. By moving the deceleration start position farther away in accordance with the traveling vehicle speed, it is possible to suppress a sharp increase in the deceleration acceleration.

In addition, a maximum vehicle speed of the work travel may be set, and the automatic travel control unit may control the distance to become longer as the maximum vehicle speed increases.

When the maximum vehicle speed is set, the traveling vehicle speed is equal to or less than the maximum vehicle speed. By moving the deceleration start position farther away in accordance with the maximum vehicle speed, it is possible to more accurately suppress a sharp increase in the deceleration acceleration.

Further, the automatic travel includes a manned automatic travel mode and an unmanned automatic travel mode, and the deceleration start position may be adjusted in the manned automatic travel mode.

In the unmanned automatic driving mode, the driver is often not on board, whereas in the manned automatic driving mode, the driver is required to board. According to the above configuration, it is possible to suppress a rapid increase in the acceleration of deceleration preferentially in the driving in the manned automatic driving mode, in which it is necessary for the sudden acceleration of the deceleration to be steeper than that in the driving in the unmanned automatic driving mode.

In addition, the acceleration in deceleration of the traveling vehicle speed may be set.

Depending on the work situation, the pavement situation, and the driver on board, the acceleration of deceleration felt inappropriate is different. With the above configuration, it is possible to decelerate with an appropriate acceleration suitable for the situation.

Further, the automatic travel control unit may notify the effect when the deceleration is started.

With such a configuration, the driver and supervisor can grasp that the aircraft is decelerating, and can contribute to appropriate operation.

In addition, a vehicle speed operation tool for operating the traveling vehicle speed is provided, a turning vehicle speed during turning travel is predetermined, and the automatic travel control unit performs turning travel at the turning vehicle speed regardless of an operation position of the vehicle speed operation tool. You can control it.

With such a configuration, it is possible to perform turning traveling at an appropriate traveling vehicle speed without operating the vehicle speed operation tool.

Further, a work machine according to an embodiment of the present invention is a work machine that performs work while automatically traveling along a predetermined travel route, and includes a driver's seat, a seating sensor for detecting that the driver is seated on the driver's seat, and automatic travel. an automatic travel control unit that controls the vehicle, wherein the automatic travel control unit controls such that, in automatic travel, when the seating sensor does not detect a seated position, a predetermined travel restriction is performed.

With such a configuration, appropriate automatic driving can be performed depending on whether or not the driver is seated.

Further, the travel restriction may be a control in which at least one of a notification for urging a seat, a deceleration of the traveling vehicle speed, and a stop of the travel is performed when the seating sensor does not detect a seated position during automatic driving.

With such a configuration, suitable automatic driving can be performed within a range in which it is permitted that the driver is not seated.

Further, the travel restriction may be a control in which automatic travel is not started when the seating sensor does not detect a seated position at the time of automatic travel start.

With such a configuration, more appropriate automatic travel can be performed.

Further, at least either when turning traveling is started and when backward traveling is started, the automatic travel control unit controls to give a predetermined notification when the seating sensor does not detect a seating position during automatic travel may be done

At the start of the turning travel or the start of the reverse travel, the traveling direction is changed, which may cause discomfort to the driver. With the above configuration, since the driver can recognize in advance that the traveling direction changes, the feeling of discomfort is suppressed.

Moreover, the said driver's seat may be comprised so that rotation is possible, and wiring connected to the said seating sensor may be arrange|positioned along the rotation fulcrum of the said driver's seat.

With such a configuration, it is possible to suppress damage to wirings.

(9) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that travels by driving force output from a power source while performing work, and a battery charged during operation of the power source to supply power and a sensor for detecting the charge amount of the battery; and when the sensor detects that the charge amount of the battery is less than or equal to a predetermined first charge amount when an operation of stopping the operation of the power source is performed, the operation of the power source is continued A charging control unit is provided.

With such a configuration, even when the capacity of the battery is lowered, when the power source is stopped, the operation of the power source can be continued until the capacity of the battery is restored. can be prevented from becoming

Further, the charge control unit may stop the operation of the power source when the sensor detects that the charge amount of the battery becomes a second charge amount equal to or greater than the predetermined first charge amount.

With such a configuration, it is possible to appropriately stop the power source while sufficiently recovering the capacity of the battery.

In addition, the said charging control part may stop the operation|movement of the said power source after continuing for a predetermined time.

Even with such a configuration, it is possible to appropriately stop the power source while sufficiently recovering the capacity of the battery.

Further, the charging control unit may notify the continuation of the operation when the operation of the power source is continued.

When the control to continue the operation of the power source is performed, the operation of the power source is continued against the intention of the driver who performed the operation to stop the power source. At this time, since the notification is made to the effect that the operation of the power source is continued due to the insufficient capacity of the battery, the driver can recognize that the operation of the power source is continuing to charge the battery and understand that the operation is not defective.

Moreover, while the operation|movement of the said power source continues, the traveling and work may be stopped.

It is a premise that the driver has performed an operation to stop the power source in a state in which the work travel is stopped. Therefore, even if the operation of the power source is continued, it is appropriate that travel and work be stopped during that time.

Further, the charging control unit may increase the rotation speed of the power source when the operation of the power source is continued.

The higher the rotation speed of the power source, the better the charging rate of the battery. Therefore, when the operation of the power source is continued to charge the battery, by increasing the rotation speed of the power source, the charging efficiency of the battery is improved.

Further, a vehicle speed operation tool for operating the traveling vehicle speed may be provided, and when the operation of the power source is continued, the vehicle speed operation tool may be in a neutral position.

With such a structure, while the operation|movement of a motive power source is continuing, it can suppress that the body travel|works. In addition, if the vehicle speed operation tool is positioned other than the neutral position when the power source is actuated, the aircraft will start unintentionally. The vehicle speed control tool is in the neutral position while the power source is in operation, and the vehicle speed control tool is in the neutral position even when the power source is stopped. Unintentional oscillation of the aircraft can be suppressed.

Further, when the operation of the power source is continued, it may be notified to set the vehicle speed operating tool to the neutral position.

With such a configuration, setting the vehicle speed operation tool to the neutral position is promoted, and it is possible to suppress the aircraft from traveling with a higher probability.

(10) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, and includes an obstacle detecting device that detects an obstacle using a predetermined area around the body as a detection range. wherein the obstacle detection device includes one or a plurality of front obstacle detection devices having a detection range in front of the aircraft; one or a plurality of rear obstacle detection devices having a detection range in the rear of the aircraft; One or a plurality of lateral obstacle detection devices within the range are included.

When an obstacle is present at the work site, such as a pavement, the aircraft may collide with the obstacle, resulting in damage to the aircraft or the inability to perform an appropriate operation. Therefore, in automatic driving, it is necessary to detect an obstacle and perform control to avoid collision with the obstacle.

With the above configuration, it is possible to detect an obstacle in a required area on all four sides of the aircraft, and it is possible to perform an appropriate automatic travel in consideration of the presence of the obstacle.

The number of the front obstacle detecting devices may be equal to or less than the number of the rear obstacle detecting devices.

With such a configuration, it is possible to accurately detect an obstacle at the rear of the body for which it is difficult to secure an appropriate detection range due to the presence of a working device or the like.

Further, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, and includes an obstacle detecting device that detects an obstacle using a predetermined area around the body as a detection range, the obstacle detecting device comprising: , A plurality of front obstacle detection devices having a detection range in front of the aircraft; one or a plurality of rear obstacle detection devices having a detection range in the rear of the aircraft; device, and the number of the front obstacle detecting devices may be greater than the number of the rear obstacle detecting devices, and more than the number of the lateral obstacle detecting devices may be provided.

The work travel is generally performed by forward travel. By providing a large number of forward obstacle detection devices that detect obstacles in front of the aircraft in forward travel, it is possible to detect obstacles in work travel with higher accuracy.

Further, a detection control device for controlling the obstacle detection device may be provided, and the detection control device may be arranged in the vicinity of the center portion of the body in plan view.

With such a configuration, it is possible to efficiently arrange the wiring connecting the obstacle detection device and the detection control device to be controlled.

In addition, a detection control device for controlling the obstacle detection device is provided, wherein the detection control device controls the obstacle detection device within a predetermined number, and the number of the obstacle detection devices is capable of controlling the detection control device It may be an integer multiple of a number.

With such a configuration, even if a detection control device in which the number of controllable obstacle detection devices is limited is used, it is possible to efficiently provide the obstacle detection device and the detection control device.

Further, the detection control device for controlling the front obstacle detecting device is disposed in a front region of the aircraft in plan view, and the detection control device for controlling the rear obstacle detecting device is arranged in a rear region of the aircraft in plan view. may be placed in

With such a configuration, it is possible to efficiently arrange wiring connecting the obstacle detecting device and the controlling detection control device while providing the number of obstacle detecting devices capable of detecting obstacles with high precision.

Further, the lateral obstacle detecting device and the rear obstacle detecting device may be controlled by the common detection and control device.

With such a configuration, the detection control device can be efficiently provided.

Further, the detection control device for controlling the lateral obstacle detecting device and the rear obstacle detecting device may be disposed in a region surrounded by the lateral obstacle detecting device and the rear obstacle detecting device.

With such a configuration, the detection control device can be provided efficiently, and the length of the wiring connecting the obstacle detection device and the detection control device can be shortened and arranged efficiently.

Further, the detection control device for controlling the rear obstacle detection device may be detachable from the outside of the body.

With such a configuration, the maintenance of the detection control device is facilitated, and the rear obstacle detection device can be mounted later.

Moreover, the said detection control apparatus which controls the said rear obstacle detection apparatus may be provided in the position spaced apart from the hydraulic hose arrange|positioned to the said base body.

Since a hydraulic hose moves with an operation|movement, when wiring adjoins and arrange|positions a hydraulic hose, wiring may be damaged. With the said structure, it can suppress that wiring is damaged by a hydraulic hose.

In addition, a power source for driving the aircraft and an engine frame supporting the power source are provided, wherein four or more front obstacle detecting devices are provided, and two of the front obstacle detecting devices from the center of the aircraft extend from the engine frame. It may be supported by a member that becomes

According to such a configuration, an obstacle in the front center region of the aircraft can be detected with higher accuracy in the travel direction most necessary at the time of work travel.

Moreover, it is provided with a power source for traveling the aircraft, and an engine bonnet in which the power source is accommodated, and at least one of the front obstacle detecting devices may be supported by the engine bonnet.

Even with such a configuration, it is possible to detect an obstacle in the front center region of the aircraft with higher accuracy in the travel direction most necessary at the time of work travel.

In addition, the front obstacle detecting device may be installed upward with respect to the horizontal direction of the base body rather than the orientation in which the rear obstacle detecting device and the lateral obstacle detecting device are installed.

When the aircraft travels forward, a mud lump or a mud surface generated as a result of turning in the turning area may be erroneously detected as an obstacle. With the above configuration, it is possible to suppress such erroneous detection of the mud lump or the mud surface. In addition, by making the front obstacle detecting device face upward, it is possible to suppress the adhesion of mud that is scattered along with running.

In addition, the said lateral obstacle detection device may be supported by the rear part step provided in the rear part area|region of a base|substrate.

According to such a structure, the obstacle on the lateral side of a base|substrate can be detected with high precision.

Further, the lateral obstacle detecting device may be supported in the vicinity of a spare mother support frame on which a spare mother storage device provided on the base is supported, or a positioning unit that receives radio waves from a satellite in order to calculate the position of the base.

Also with such a configuration, an obstacle on the lateral side of the body can be detected with high accuracy.

Moreover, the said rear obstacle detection device may be provided in the non-movable part of the rear part area|region of a base body.

If an obstacle detecting device is provided in a movable part, it becomes difficult to properly detect an obstacle when the part is operating. Moreover, there are many movable apparatuses, such as a work apparatus, in the rear part of a body. With the above configuration, it is possible to detect an obstacle on the rear of the body with high accuracy.

In addition, the said rear obstacle detection apparatus may be provided above the upper part of the mother mounting table provided in the base or the mud cover provided in the chemical|medical agent spraying apparatus.

With such a configuration, it is possible to suppress the mud from adhering to the rear obstacle detecting device, and it is possible to detect the rear obstacle of the aircraft with high accuracy.

In addition, a plurality of the rear obstacle detecting devices may be provided, and the rear obstacle detecting devices may be oriented outward from the front-rear direction of the base body.

With such a configuration, even if the arrangement position is limited and a sufficient number of rear obstacle detection devices are not provided, the detection range necessary for detecting the obstacles behind the aircraft can be easily secured.

In addition, three or more of the rear obstacle detecting devices may be provided side by side on the upper portion of the mother loading table provided on the base body, and each of the rear obstacle detecting devices may be provided in a rearward direction parallel to the front-rear direction of the base body.

With such a configuration, it is possible to provide a required number of rear obstacle detecting devices, and it is possible to detect rear obstacles of the aircraft with high accuracy.

Moreover, the said rear obstacle detection apparatus may be provided in multiple numbers, and may be provided side by side in the left-right direction which intersects the forward-backward direction of a base|substrate through the chemical|medical agent spraying apparatus provided in base|substrate.

The chemical|medical agent spraying apparatus is provided in the position which protruded to the back of body, and it becomes an obstacle at the time of ensuring the detection range of a rear obstacle detection apparatus. With the above configuration, the detection range of the rear obstacle detecting device provided with the drug spreading device interposed therebetween can compensate for the blind spot caused by the drug spreading device, and the detection range for detecting the obstacle at the rear of the body can be easily increased can be obtained

In addition, the said obstacle detection device may be provided in the area|region above the step provided in the base|substrate.

With such a configuration, an obstacle around the base can be detected with high accuracy.

In addition, the said obstacle detection device may be provided in the position which overlaps with the step provided in the base|substrate in planar view.

When the obstacle detecting device is provided at a position protruding from the base, mud or the like tends to adhere, and sufficient obstacle detection may not be possible. With the above configuration, it is possible to suppress the adhesion of mud to the obstacle detecting device, and to continuously detect the obstacle during automatic driving.

(11) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by performing work while performing automatic travel, and detects obstacles using a predetermined area around the body as a detection range. an obstacle detecting device, and an automatic travel control unit configured to control travel according to a detection result of the obstacle detection device, wherein the automatic travel control unit determines whether or not to start traveling at the start of the automatic travel based on the detection result of the obstacle The automatic driving is controlled including a start suppression mode that performs automatic driving and an obstacle detection mode that controls automatic driving according to the detection result of the obstacle during automatic driving.

When an obstacle is present at the work site, such as a pavement, the aircraft may collide with the obstacle, resulting in damage to the aircraft or the inability to perform an appropriate operation. Therefore, in automatic driving, it is appropriate to detect an obstacle and perform control to avoid collision with the obstacle.

In addition, while in automatic driving, it is necessary to change the travel route or stop running according to the presence of an obstacle, whereas when driving by automatic driving is started, if there is an obstacle, driving is started. It is appropriate not to

Therefore, when controlling automatic travel according to the detection result of an obstacle, it is appropriate to divide the control state into a start suppression mode in which control is performed at the start of automatic travel and an obstacle detection mode in which control is performed during automatic travel. Thereby, it is possible to appropriately control automatic travel according to the running state.

Further, as the obstacle detecting device, one or a plurality of front obstacle detecting devices having a detection range in front of the aircraft, one or a plurality of rear obstacle detecting devices having a detection range in the rear of the aircraft, and a side side of the aircraft as a detection range One or a plurality of lateral obstacle detection devices may be provided.

With such a configuration, it is possible to detect an obstacle in an appropriate range according to the traveling state, and it is possible to perform appropriate automatic driving control according to the traveling state.

In addition, the said obstacle detecting device may include in the detection range the periphery of the raising/lowering step which the driver passes when boarding.

A driver or the like generally uses a lift step to get on the aircraft. In particular, if the driver or the like is about to get on or off the aircraft when starting the running, it is inappropriate to start the running.

With the above configuration, it is possible to detect a driver or the like who is about to get on and off the aircraft with high accuracy.

Further, in the start suppression mode, the automatic travel control unit may detect the obstacle in front of the direction in which the aircraft travels and on the lateral side of the aircraft.

When traveling is started, it is necessary to detect an obstacle ahead in the traveling direction of the aircraft. Moreover, as mentioned above, it is preferable to detect the driver etc. who are going to get on and off the aircraft. With the above configuration, an obstacle in a required range is appropriately detected when traveling is started.

In addition, an obstacle determining unit that determines whether the obstacle detected by the obstacle detecting device is a mud surface, wherein the automatic running control unit is configured to select the obstacle determined by the obstacle determining unit to be a mud surface in the start suppression mode You may admit that it is not an obstacle and control automatic driving.

In order to perform suitable automatic driving, it is necessary to widen the detection range of an obstacle. On the other hand, since the base travels on the upper surface of the work paper such as pavement, it is also conceivable that the surface of the work paper such as a mud surface is detected. If it detects a mud surface, etc., it will interfere with proper automatic driving. According to the above configuration, even if a mud surface or the like is detected, it is possible to control so that it is not recognized as an obstacle, so that travel can be started appropriately.

In addition, an obstacle determining unit for determining whether the obstacle detected by the obstacle detecting device is a moving person, wherein the automatic travel control unit recognizes only a moving person as the obstacle in the start suppression mode and performs automatic driving You can control it.

At the start of travel, the most problematic obstacle is a moving person. With the above configuration, it is possible to appropriately control the start of travel according to the obstacle, so that travel can be started more appropriately.

In addition, the obstacle detection device includes one or a plurality of front obstacle detection devices having a detection range in front of the aircraft and one or a plurality of rear obstacle detection devices having a detection range in the rear of the aircraft, wherein the automatic travel control unit includes: , in the obstacle detection mode, automatic travel may be controlled using the forward obstacle detecting device during forward travel, and automatic travel may be controlled using the rear obstacle detecting device during backward travel.

During travel, it is most appropriate that an obstacle in the forward direction of the aircraft is detected. With the above configuration, an appropriate obstacle is detected according to the running state, and the automatic running is continued as appropriate.

Further, an obstacle detecting device includes one or a plurality of transverse obstacle detecting devices having a detection range on the lateral side of the body, wherein the automatic travel control unit is configured to: An obstacle detection device may be used to control automatic driving.

Obstacles may approach the aircraft during automatic driving. Obstacles may approach from the side of the aircraft. According to the above configuration, it is possible to more reliably detect an obstacle that interferes with travel, and the automatic travel continues more appropriately.

In addition, in the obstacle detection mode, the travel control unit may control automatic travel using all of the obstacle detection devices during forward travel and reverse travel.

With such a configuration, it is possible to detect an obstacle with higher precision and to continue the automatic running more appropriately.

In addition, an obstacle determining unit that determines whether the obstacle detected by the obstacle detecting device is approaching is provided, wherein the automatic travel control unit is configured to determine whether the obstacle detected by the obstacle detecting device is approaching based on the approaching obstacle when traveling backward in the obstacle detecting mode. Automatic driving may be controlled.

With such a configuration, it is possible to maintain the efficiency of work travel while detecting the minimum required obstacle.

Further, as the obstacle detecting device, one or a plurality of front obstacle detecting devices having a detection range in front of the aircraft, one or a plurality of rear obstacle detecting devices having a detection range in the rear of the aircraft, and a detection range on the lateral side of the aircraft and one or a plurality of lateral obstacle detection devices, wherein the detection range of the lateral obstacle detection device may be narrower than the detection range of the front obstacle detection device and the detection range of the rear obstacle detection device.

In the side region of the body, various devices protrude. When the obstacle detecting device detects these devices as an obstacle, the work travel is disturbed. With the above configuration, the possibility of erroneous detection of these devices as obstacles can be suppressed, and appropriate work travel can be performed.

In addition, the detection range of the obstacle detection device in the obstacle detection mode may be narrower than the detection range of the obstacle detection device in the oscillation suppression mode.

While it is appropriate to detect an obstacle more extensively at the start of travel, it is also necessary to suppress erroneous detection during travel from the viewpoint of continuity of work travel. With the above configuration, it is possible to detect an obstacle within an appropriate detection range according to the traveling state.

In addition, the detection range of the said obstacle detection apparatus in the case of an obstacle detection mode may be wide, so that the distance from a headland becomes long.

Since it travels inside the pavement during the work run, the distance from the headboard provided on the outer periphery of the pavement is always changed. In general, when the head of an obstacle enters the detection range, the head is detected as an obstacle. The driving route is created considering the headland. Therefore, in relation to the length of the detection range of the obstacle, even if the head is detected, there will be no obstacle to the work running. By optimizing the length of the detection range of an obstacle according to the distance from a headstock by the said structure, the possibility of detecting a headpiece as an obstacle is reduced. As a result, the work travel can be continued appropriately.

Further, the obstacle detecting device includes a plurality of forward obstacle detecting devices whose detection ranges are in front of the aircraft, and when turning, the forward obstacle detecting device in the obstacle detecting mode detects the closer the forward obstacle detecting device inside the turning The range may be widened.

In the turning travel, the aircraft moves in the turning direction along with the travel. According to the above configuration, it is possible to more appropriately detect an obstacle in the forward direction of the aircraft, and more appropriately detect an obstacle that impedes working travel.

Further, as the obstacle detecting device, one or a plurality of rear obstacle detecting devices having a detection range at the rear of the body are provided, and the detection range of the front obstacle detecting device is a front side of the spare mother storage device provided on the base. The outermost end portion may extend to the outside of the trajectory, and the detection range of the rear obstacle detecting device may extend to the outer side of the trajectory drawn by the rear outermost end of the sliding plate guard provided on the base body.

With the above configuration, the detection range can secure the maximum width while suppressing erroneous detection.

In addition, the automatic running includes a reciprocating work running performed on the inner region of the pavement and a circling work running performed with respect to the outer peripheral region of the pavement, wherein the circling work running includes an outermost perimeter work running, the automatic running In the obstacle detection mode, the control unit may control automatic travel based on the obstacle at the time of the reciprocating work travel.

With such a configuration, it is possible to automatically travel in consideration of obstacles in the reciprocating work travel.

Further, the automatic travel control unit may control the automatic travel based on the obstacle even in the outermost periphery work travel in the obstacle detection mode.

With such a configuration, even in the outermost periphery work travel, automatic travel in consideration of obstacles can be performed.

Note that, before the automatic driving is started, the obstacle detecting device may not perform automatic driving control using the detection result, and when the automatic driving starts, automatic driving control using the detection result may be started with a notification.

Before traveling by automatic control is started, even if an obstacle is detected, control according to the detection result is not performed, but control according to the detection result is performed from the time traveling is started. And, when control is started, that effect is notified. As a result, the control operation is performed only when necessary, so that the automatic travel control unit operates efficiently, and the driver or the like can accurately recognize that the control according to the detection result is performed.

In addition, when the obstacle is detected, the automatic travel control unit may set the main transmission for controlling the traveling vehicle speed to a neutral position and also maintain the engine speed.

With such a configuration, although the aircraft is stopped when an obstacle is detected, the state in which work travel can be resumed immediately when the obstacle is eliminated can be maintained, and efficient work travel can be continued.

In addition, the said obstacle detection apparatus may contain at least one of a sonar sensor, a laser sensor, an image analysis apparatus, and the analysis using the machine-learned completed model.

With such a configuration, it is possible to detect an obstacle using an optimal obstacle detecting device.

(12) The work machine of the present invention comprises: a self-propelled vehicle; a work device located at the rear of the self-propelled vehicle; a control unit responsible for automatic work travel; and a control mode of the control unit displayed on the outside of the self-propelled vehicle A laminated light is provided, and the laminated light is provided on the outer periphery of the self-propelled vehicle.

According to this configuration, even when the operator monitors the automatic work travel of the work machine at a location spaced apart from the work machine, it is easy to see the stacking lights. easy to know

In the present invention, the working device has a seedling loading table, a planting mechanism for taking out the hair from the hair loading table, and planting the taken out seedlings in the pavement, and the self-propelled vehicle is equipped with a spare hair loading table arranged in a plurality of upper and lower stages. And, the lamination, etc. is suitable if provided at a higher position than the uppermost preliminary bristle loading table among the upper and lower plurality of preliminary bristle loading tables.

According to this configuration, in general, the uppermost preliminary maternity loading table is provided at a high position, and the stacking lamp is located at a higher position than the uppermost preliminary bristle loading table. is easier to understand

In the present invention, the self-propelled vehicle is provided with a positioning unit that receives radio waves from satellites of a global navigation satellite system and acquires position information of the self-propelled vehicle, and the self-propelled vehicle extends in a direction along the up-down direction of the vehicle body. a support frame is provided, the positioning unit is supported on an upper end side of the support frame, the lamination light is supported on a lower end side of the support frame lower than the upper end side, and the support frame includes: A state in which the upper side swings up and down with respect to the lower side to position the positioning unit in the raised use position, and the upper side swings down with respect to the lower side to position the positioning unit in the lowered storage position. It is suitable if it is configured to be able to change state.

According to this configuration, even when the positioning unit is switched from the raised use position to the lowered storage position, the stacked lights are supported by the lower end side of the support frame and remain in the same posture when in use. By adopting the same support frame for support, the support structure can be simplified, and even if the positioning unit is stored at a lower position than when in use, for example, the lamination, etc. can be maintained in a state where car wash or rainwater hardly enters.

In the present invention, it is preferable if the self-propelled vehicle is provided with an antenna for receiving a radio command signal from a remote control device, and the antenna is detachably supported by the upper end side.

According to this configuration, the antenna at the time of use can be removed from the upper end side when the positioning unit is stored, even if it is supported by the upper end side of the support frame and positioned at a high position, for example, the antenna It is possible to avoid touching the surrounding members by attaching to the upper side and descending.

In the present invention, the self-propelled vehicle is provided with a sonar sensor for detecting an obstacle to driving of the self-propelled vehicle, a sonar control device for controlling the sonar sensor, the stacking light, the sonar control device, and the It is preferable that the receiving device to which the antenna is linked is provided on one of the two lateral sides of the self-propelled vehicle.

According to this configuration, since the stacked light, the sonar control device, and the receiving device are often located on one side of the side of the vehicle, for example, when inspecting or repairing the stacked light, the inspection and receiving device of the sonar control device It is easy to do the inspection together.

In the present invention, it is preferable if a battery is provided on the side where the stacked lamp, the sonar control device, and the receiver are provided, among the both lateral sides of the self-propelled vehicle.

According to this configuration, since the stacked lights, the sonar control device, the receiver, and the battery are often located sideways on one side of the vehicle, the wiring for supplying power from the battery to the stacked lights, the sonar controller and the receiver is shortened. can finish

In this invention, it is suitable if the said self-propelled vehicle is equipped with the spare bristle mounting table arranged in a plurality of upper and lower stages, and the spare bristle mounting table of the said upper and lower multiple stages is supported by the said support frame.

According to this structure, since the same support frame is employ|adopted for support of a positioning unit and support of a preliminary|backup mother mounting base, the support structure of a positioning unit and a preliminary|backup mother mounting base can be finished simply.

(13) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, and includes a notification device for notifying a warning, wherein the notification device includes: A warning is notified at least during reversing, during turning in automatic driving, and at the start of automatic driving.

During automatic driving, even if the driver is in the aircraft, there is a tendency for the awareness of the flight of the aircraft to be low. In particular, when driving other than the straight driving, which is a normal working driving, or when starting driving from a stationary state, the driver may feel a sense of incongruity if consciousness is low. Even in such a case, the notification to that effect makes it easier for the driver to become aware of it, so that the sense of discomfort felt by the driver can be alleviated. Also, even if there are people around the aircraft, the movement of the aircraft can be easily observed, and it becomes an opportunity for people around to pay attention to the aircraft.

In addition, the warning may be a warning by an audio|voice.

With such a configuration, regardless of the driver's condition, the driver is more likely to notice the warning, and the case where the driver feels uncomfortable is reduced.

In addition, a vehicle speed operation tool for operating the vehicle speed is provided, and the automatic driving includes a manned automatic driving requiring a driver to board and an unmanned automatic driving that does not require the driver to board, wherein the work driving by the manned automatic driving includes: The vehicle speed operation tool may be started or restarted by being operated to a position other than the neutral position, and the condition for starting or restarting work travel by unmanned automatic driving is that the vehicle speed operation tool is in the neutral position.

With such a configuration, the driver can easily operate the start of driving during the manned automatic driving. In addition, since the unmanned automatic driving automatically controls the start of travel, manipulation of the vehicle speed control tool is unnecessary, whereas if the automatic driving is canceled while the vehicle speed control tool is operated outside the neutral position, the aircraft stops traveling at that moment. it starts With the above configuration, it is possible to suppress unintentional travel of the aircraft after the automatic travel is canceled by operating the vehicle speed control tool to the neutral position during unmanned automatic travel.

In addition, a remote control capable of performing remote operation from a position spaced from the aircraft, and an automatic running start/stop switch provided on the aircraft to operate start and stop of work travel by automatic running are provided, in case of unmanned automatic running may start or resume work travel only when the remote control is operated, and in the case of manned automatic travel, work travel may be started or resumed only when the automatic travel start/stop switch is operated.

In the case of unmanned automatic driving, since it is not required for the driver to get on board, it is appropriate that the remote control can give an instruction to start driving from a position separated from the aircraft. In the case of manned automatic driving, since the driver is on board, it is appropriate for the aircraft to be provided with an operation tool for instructing to start driving. With the above configuration, it is possible to perform the operation of starting the work travel according to the necessity of the driver in the automatic travel.

Further, a work operation tool for operating a work device is provided, wherein the manned automatic driving requires manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed in accordance with guidance by voice guidance, the vehicle speed When the movement operation to the neutral position of the operation tool is necessary, or when the shift operation to the working state of the work device is required, the notification device may notify the voice guidance until the operation corresponding to the voice guidance is performed.

With such a configuration, the driver can easily grasp the necessary operation, the erroneous operation in the predetermined manned automatic travel is suppressed, and the work travel can be performed efficiently.

In addition, a work operation tool for operating the work device and an information terminal for displaying information are provided, wherein the manned automatic driving requires manual operation in which a movement operation of the vehicle speed control tool and an operation of the work operation tool are performed in accordance with guidance, , when a movement operation of the vehicle speed operation tool to the neutral position is required, or when a transition operation of the work device to the working state is required, the guidance is provided after a predetermined number of voice guidance is performed by the notification device, and then the corresponding operation It may be performed by being displayed on the information terminal until this is implemented.

Even if the driver has grasped the necessary operation, depending on the situation such as the state of the aircraft and the condition of the work site, it may not be possible to operate immediately. In such a case, if the guidance by voice is continuously notified, the driver may feel troublesome. With the above configuration, it is possible to reduce discomfort while suppressing such trouble, and to continue providing necessary guidance.

Further, guidance may be given to urge the operation of the vehicle speed operation tool from the neutral position to the traveling direction at the time of starting and resuming the work travel by the manned automatic travel.

With such a configuration, the start of the work travel can be performed with high precision.

Moreover, it is good also as a structure in which traveling is not started even if the said vehicle speed operation tool is operated in the direction opposite to the traveling direction from a neutral position at the time of starting and resuming a manned automatic travel.

With such a configuration, even if an erroneous operation is performed, the erroneous travel is not performed, and a predetermined work travel can be performed appropriately.

In addition, at the time of direction change, operation of the said vehicle speed operation tool is not required even when forward/backward is switched.

In the manned automatic driving, a predetermined operation is required. In the case of the direction change along the travel route, the operation of the aircraft in the direction change is constant and can be performed in the flow of automatic travel.

With the above configuration, it is possible to continue the work running continuously and smoothly.

Further, when it is necessary to include a continuously variable transmission device for adjusting the traveling vehicle speed, and to operate the vehicle speed operation tool to a neutral position, and when the continuously variable transmission device is not in the neutral position, the vehicle speed operation tool is neutral Guidance for urging movement operation to a position may be given.

With such a configuration, guidance is provided when the angle of the swash plate of the continuously variable transmission directly corresponding to the actual driving is not in the neutral position (the state in which the driving force is not transmitted), so that guidance based on the actual driving is performed. All.

Moreover, when the operation contrary to the preset automatic running is performed, the guidance to the effect of performing the operation accompanying automatic running may be notified until the operation accompanying automatic running is performed.

With such a configuration, it is possible to more reliably urge an operation based on the predetermined automatic travel, and to continue the appropriate automatic travel.

In addition, the work travel includes automatic travel of the inner reciprocating path of the inner area of the work sheet, automatic travel of the inner circumferential path of the outer circumferential area, and manned automatic travel on each side of the outer revolving path of the outer circumferential area, is provided with an induction start area, and when the aircraft is stopped in the induction start area, it is guided to the starting point of the inner reciprocating route by manned automatic travel, and the automatic running starts, The start of the automatic travel of the circumferential path, the start of the manned automatic travel on each side of the outer circumferential path, the start of the guide from the guide start area, and the return to the travel route when the material is replenished may be sufficient.

With such a configuration, automatic driving can be started in an appropriate state. In particular, since each side of the outer circumferential path is set as independent automatic travel, even if an unexpected situation occurs during the turning travel of the outer circumferential path, work travel can be resumed more easily.

In addition, the manned automatic driving in the guidance from the guidance start area is performed by moving forward after reversing, a guidance is given to urge the operation of the vehicle speed operation tool to the reverse position, and after the predetermined backward travel is performed, the vehicle speed operation is performed. Guidance for urging operation of the ball to the forward position is given, so that manned automatic travel in guidance from the guidance start area may be performed.

With such a structure, guidance to the starting point of an internal reciprocating path is performed appropriately.

In addition, a work manipulation tool for operating the work device is provided, and when the manned automatic travel is started on the first side of the outer circumferential path, it is required to operate the vehicle speed manipulation tool in the forward direction, It is unnecessary to operate the vehicle speed operation tool at the start of the automatic travel, and it may be necessary to operate the operation operation tool in an inoperative state before turning between each side.

With such a configuration, with regard to travel, travel is continued only by first operating the vehicle speed operation tool, and only an operation to put the work device in an inoperative state is performed, so that work travel can be continued with a simple operation.

In addition, it may be required to operate the said work operation tool in an operating state at the time of the start of the work traveling of the next side after the turning.

With such a configuration, the work travel after the start of travel can be continued more simply by simply operating the work device.

Moreover, it may be possible to set whether or not to automatically perform the state displacement of the said work operation tool which is performed when starting the work running of the next side at the time of turning between each edge|side and after completion|finish of turning.

Since a constant operation is performed for turning travel, it is relatively easy to perform automatic control. In the case of a configuration in which turning running under automatic control is possible, automatic running suitable for the working state can be performed by configuring the driver to select whether or not turning is performed by automatic control.

Further, a work machine according to an embodiment of the present invention is a work machine for performing work travel by automatic travel, comprising: a vehicle speed operation tool for operating a vehicle speed; a first actuator for displacing the vehicle speed control tool according to a traveling state; a clutch for switching the operation tool and the first actuator into a connected state and a disconnected state; .

When the forward position and the reverse position of the vehicle speed operation tool are not aligned in a straight line, it is impossible to perform displacement between the forward position and the reverse position with one actuator. In the neutral position connecting between the forward position and the reverse position, by placing the vehicle speed operation tool and the actuator in a disconnected state by the clutch, it is possible to perform displacement between the forward position and the reverse position.

Moreover, you may provide the 2nd actuator which displaces the said vehicle speed operation tool in a neutral position.

With such a configuration, in a state in which the connection between the vehicle speed operating tool and the first actuator is disconnected, the vehicle speed operating tool can be displaced between the forward position and the reverse position by the second actuator. This makes it possible to automatically displace from the forward position to the reverse position.

Further, a notification device for notifying a warning may be provided so that, when the vehicle speed operating tool is displaced, the notification device notifies the operating state of the vehicle speed operating tool.

With such a configuration, even if the vehicle speed operation tool is displaced without the driver's involvement, the driver can recognize the displacement and can easily grasp the traveling state of the aircraft.

In addition, at the time of reversing accompanying a direction change, the said vehicle speed operation tool may be hold|maintained at a forward position.

In the case of a direction change along a travel route, the operation of the aircraft in the direction change is constant and is performed in the flow of automatic travel. Therefore, in this case, there is little need for the driver to pay attention to the running state of the aircraft, and unnecessary notification can be suppressed.

Further, a brake used for decelerating the traveling vehicle speed may be provided, and the vehicle speed operation tool may be displaced in accordance with the operation of the brake.

With such a configuration, the vehicle speed operating tool is displaced in accordance with the traveling vehicle speed that changes according to the operation of the brake, so that the driver can image the traveling vehicle speed from the position of the vehicle speed operating tool.

(14) The work machine of the present invention includes: a self-propelled vehicle; a driving unit provided in the self-propelled vehicle; a work device located at the rear of the self-propelled vehicle; a control unit responsible for automatic work travel; A notification device for notifying control is provided, and the notification device is provided at a front upper position of the driving unit.

According to this configuration, since the state of automatic work travel is notified by the notification device, the notification by the notification device is made from a position above the front of the driver and is easy to understand, so that it is easy to recognize the condition of automatic work travel. Moreover, it is easy to take countermeasures such as a change to the control performed.

In the present invention, there is provided a positioning unit that is provided at an upper position in front of the driving unit and receives radio waves from a satellite of a global navigation satellite system to acquire the position information of the self-propelled vehicle, wherein the notification device is configured by the positioning unit It is preferable if it is provided below the said positioning unit in the state covered from above.

According to this configuration, since the positioning unit is utilized as a cover member for the notification device, it is possible to prevent wetness of the notification device by rainwater or car washing water at low cost.

In the present invention, in a position above the front of the driving unit, a frame portion provided in a state extending in the lateral width direction of the vehicle body; It is suitable if the support member extended to be provided and the said notification device is supported by the said support member.

According to this configuration, since the support member is supported on the frame portion via the mounting table, the notification device is positioned below the positioning unit while finishing the structure of the support member with a simplified structure compared to directly supporting the support member on the frame portion. can be placed in

In the present invention, it is preferable if the driver's seat is provided in the driver's seat, and the lower end of the notification device is located above the upper end of the driver's seat.

According to this configuration, the notification device does not become an obstacle to looking forward from the driver's seat, and it is easy to drive.

In the present invention, it is preferable that the driving unit is provided with a steering wheel, and the lower end of the notification device is located above the upper end of the steering wheel.

According to this configuration, the notification device does not become an obstacle to looking ahead from the driving unit, and it is easy to drive.

In the present invention, it is preferable that a motor unit having an engine and an engine bonnet is provided in the region on the front side of the self-propelled vehicle, and the lower end of the notification device is located above the upper end of the engine bonnet.

According to this configuration, the notification device does not become an obstacle to looking ahead from the driving unit, and it is easy to drive.

In the present invention, it is preferable that the notification device is a voice alarm generating device, and the voice alarm generating device is provided in a state in which the sound emitting unit faces the driving unit.

According to this configuration, it is easy to recognize the notified content.

(15) In order to achieve the above object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, wherein the automatic travel includes a manned automatic travel requiring the driver to board, and a driver It has unmanned automatic driving that does not require getting on, a driver's seat on which the driver sits, and a seating sensor for detecting that the driver is seated on the driver's seat, wherein the seating sensor detects that the driver is seated on the driver's seat What is detected is a condition for starting the manned automatic driving.

For manned automatic driving, it is essential that the driver is on board. When the driver is in the aircraft, it is appropriate that the driver is seated in the driver's seat. With the above configuration, since the manned automatic travel is started only when the driver is seated in the driver's seat, it is suppressed from performing the manned automatic travel in an inappropriate state.

Further, a notification device for notifying a warning may be provided, and the warning may be notified by the notification device when the seating sensor does not detect that the driver is seated in the driver's seat.

With such a configuration, when the driver is not seated in the driver's seat even though the driver is on board, the driver can be urged to sit, and work travel in an inappropriate state is suppressed.

In addition, a notification device for notifying a warning is provided so that, in unmanned automatic driving, the seating sensor detects that the driver is seated in the driver's seat, and then the seat sensor detects that the driver is seated in the driver's seat In a configuration in which, when no detection is made, a warning is notified by the notification device, and after that, the working driving in the unmanned automatic driving is not started until the seating sensor detects that the driver is seated in the driver's seat. You can do it.

Unmanned autonomous driving does not require a driver to get on, but it is not something that can prevent the driver from getting on. Even in unmanned automatic driving, it is appropriate for the driver to sit in the driver's seat when the driver gets on board. According to the above configuration, when the seat sensor does not detect that the driver is seated after the seat sensor detects that the driver is seated (seat), it is confirmed that the driver is not seated even though the driver is seated. can do. And in such a case, by setting it as the structure which does not start work travel, it becomes possible to perform appropriate automatic travel in the state in which the driver is seated.

Further, an information terminal for displaying information may be provided, and a warning may be displayed on the information terminal when the seating sensor does not detect that the driver is seated in the driver's seat.

With such a configuration, when the driver is on board and the driver is not seated, it is possible to prompt the driver to sit down, so that work travel is suppressed in an inappropriate state.

In addition, a notification device for notifying a warning and an information terminal for displaying information are provided so that the seating sensor does not detect that the driver is seated in the driver's seat at the start of the turning driving and the start of the reverse driving. In this case, the warning may be notified by the notification device and the warning may be displayed on the information terminal.

When switching to turning driving or reverse driving, the driving direction is changed, and it is appropriate that the driver on board is seated. With the above configuration, it is possible to urge the driver to sit when the driver on board is not seated when switching to the turning running or the reverse running, so that the work running in an inappropriate state is suppressed.

Further, when the seating sensor does not detect that the driver is seated in the driver's seat at the start of the turning travel and the start of the reverse travel, the traveling vehicle speed may be reduced.

With such a configuration, even if the driver is not seated, an inappropriate situation is alleviated, and work travel is suppressed in an inappropriate state.

Moreover, the said seating sensor may be a pressure sensor provided in the said driver's seat.

With such a configuration, it is possible to efficiently detect that the driver is seated.

Further, the driver's seat may be configured to be rotatable, and the wiring of the seated sensor may be disposed along a rotational axis of the driver's seat.

Wires, such as a power supply and a signal, are connected to seating sensors, such as a pressure sensor. When the driver's seat rotates, these wirings may be damaged as the driver's seat rotates. With the above configuration, damage to the wiring can be suppressed.

(16) The working machine of the present invention includes: an aircraft working on a pavement; a positioning unit for acquiring position information of the aircraft based on a positioning signal from a navigation satellite; a supply device for supplying agricultural materials to the pavement; a control unit capable of controlling the supply device based on the position information during the traveling of and to stop the supply device before the end of the work travel when the work travel is ended at a preset end position.

In the prior art, after an instruction to start or stop the operation of the supply device is output from the control unit, there is a tendency for a time lag to actually occur when the supply of the agricultural material to the packaging starts or stops. When the feeding device supplies the agricultural material to the field, if the supply of the agricultural material starts with high precision at the position where it should be started, and the supply of the agricultural material stops with high precision at the position where it should be finished, it is suitable for realizing precision agriculture . According to the present invention, a start position and an end position are set in the packaging based on the positional information. A start position is a position where supply of agricultural materials should be started, and an end position is a position where supply of agricultural materials should be ended. Then, the control unit operates the supply device before the start of the work travel, and stops the supply device before the end of the work travel. For this reason, even if it is a case where a time lag arises until supply to the packaging of an agricultural material is actually started after an operation|movement start of a supply apparatus, supply of an agricultural material is started with high precision at a start position. Moreover, even if it is a case where a time lag arises until the supply to the packaging of an agricultural material actually stops after a supply apparatus stops, supply of an agricultural material stops at an end position with high precision. Further, in the present invention, since the control unit is configured to adjust the timing of each operation start and stop of the supply device, it is not necessary to provide a special valve mechanism or the like at the end portion in the conveying direction of the supply device. It is advantageous in terms of cost compared to the configuration in which the lamp is installed. Thereby, the convenience is further improved in automatic work running.

In this invention, the said supply apparatus packs the agricultural material while conveying the storage part which stores the agricultural material, the feeding|feeding-out mechanism which extracts the agricultural material from the said storage part, and the said feeding mechanism. wherein the control unit operates the feed device so that agricultural material conveyed along the hose begins to be discharged at the starting position, and wherein the agricultural material conveyed along the hose ends at the end position. It is suitable if it is comprised so that the said supply apparatus may be stopped so that it is discharged.

The time lag from when the operation|movement of a supply apparatus starts or stops until the supply to the packaging of an agricultural material actually starts or stops becomes long in proportion to the length of a hose. According to this configuration, the agricultural material starts to be discharged from the hose at the start position, and the agricultural material is completely discharged from the hose at the end position, so that the supply device can supply the agricultural material to the packaging with high precision.

In this invention, it is suitable if the speed detection part which can detect the speed of the said gas is provided, and the said control unit is comprised so that the timing which operates or stops the said supply apparatus based on the said speed is changeable.

With this configuration, since the control unit is configured to be able to variably control the timing at which the supply device is operated or stopped according to the speed, the control unit can be flexibly operated even when the supply device operates at a high speed or a low speed depending on the speed of the aircraft. You can control the supply.

In the present invention, it is suitable for the control unit to decelerate the gas before operating or stopping the supply device when the speed is higher than a preset set speed.

When the speed of the base is too fast, supply of agricultural materials may not be started with high precision at the start position, and there exists a possibility that supply of agricultural materials may not be completed with high precision at the end position. With this configuration, since the control unit decelerates the gas before the operation or stop of the supply device, the supply of the agricultural material is started with high precision at the start position, and the supply of the agricultural material is finished with high precision at the end position.

In the present invention, when the speed is slower than a preset speed, it is preferable that the control unit increases the speed of the gas before operating or stopping the supply device.

With this configuration, the control unit can output each instruction to start and stop the operation to the supply device while the aircraft is traveling at a preset speed, so that the supply device can deliver agricultural materials to the packaging with much higher precision. road supply is possible.

In the present invention, when the speed is slower than a preset speed, it is preferable that the control unit travels the aircraft at the speed until starting the operation or stop of the supply device.

With this configuration, since the control unit can output each operation start and operation stop instruction to the supply device while maintaining the speed of the aircraft, the supply device can supply agricultural materials to the packaging with higher precision. .

In the present invention, the control unit is configured to: based on the position information, a first time that is a time until the aircraft reaches the starting position, and a time until the aircraft reaches the end position In addition to calculating the second time, it is suitable if the supply device is operated when the first time is equal to or less than a preset threshold, and the supply device is stopped when the second time is equal to or less than a preset threshold .

According to this configuration, the first time is calculated as the time until the gas reaches the start position, and the second time is calculated as the time until the gas reaches the end position. From this, the control unit can manage the timing for starting the operation of the supply device as the first time and manage the timing for stopping the operation of the supply device as the second time. Thereby, the supply apparatus becomes able to supply the agricultural material with respect to the packaging with much higher precision.

In the present invention, the control unit is configured to: based on the position information, a first distance that is a distance until the aircraft reaches the starting position, and a distance until the aircraft reaches the end position. It is suitable if the second distance is calculated and configured to operate the supply device when the first distance is less than or equal to a preset threshold and to stop the supply when the second distance is less than or equal to a preset threshold .

According to this configuration, the first distance is calculated as the distance until the aircraft reaches the start position, and the second distance is calculated as the distance until the aircraft reaches the end position. From this, the control unit becomes able to manage the position which starts the operation|movement of a supply apparatus with a 1st distance, and becomes able to manage the position which stops the operation|movement of a supply apparatus with a 2nd distance. Thereby, the supply apparatus becomes able to supply the agricultural material with respect to the packaging with much higher precision.

In the present invention, a working device capable of planting seedlings for each set is provided with respect to the packaging, and the control unit is configured to operate or stop the feeding device for each set in conjunction with the group in which the working device plants seedlings. suitable if there is

If it is this structure, since a working apparatus interlock|cooperates with the tank for planting a seedling, and since it is a structure which the supply apparatus can operate for every tank, the supply apparatus can supply agricultural materials with high precision according to the position where the seedling is actually planted. In addition, in the present invention, "seedling" includes seeds before germination and hair after germination. In addition, "sowing" means a generic term for operations such as sowing seeds before germination in the field or transplanting the hair after germination in the field.

(17) A feature of the present invention is a work machine capable of running automatically, a work device for performing work at a power faucet, a work clutch for switching a driving state of the work device by turning on/off power transmission from an engine, and the work clutch A clutch control unit comprising: a clutch control unit for controlling an on/off state of Before the off state is switched, the vehicle speed control unit executes deceleration control, which is control for lowering the vehicle speed.

According to the present invention, the on-off state of the work clutch is switched while the vehicle speed is relatively low. Therefore, when the work clutch is controlled so that the on/off state of the work clutch is switched at the predetermined position, the actual body position at the time when the on/off state of the work clutch is switched is difficult to deviate from the predetermined position.

Therefore, according to the present invention, the accuracy of the position at which the driving state of the working device is switched is improved.

Thereby, further improvement of convenience in the automatic work travel of the work machine can be realized.

Moreover, in this invention, the said work device is a planting-type work device which performs a seed planting operation|work or a seeding operation along a predetermined nail direction, and the said work clutch is a predetermined assistant for work start and work stop by the said work device. It is suitable if each jaw clutch is configured to be selectable for each.

According to this configuration, when performing a seed planting operation or a seeding operation while the work machine travels, the precision of the position at which the tide number of the seedling part or the planting tide is switched becomes good. Thereby, for example, even if the shape of a faucet is comparatively complicated, it is easy to perform a seedling part or seeding according to the shape of a faucet. As a result, it becomes possible to use the whole faucet efficiently.

Further, in the present invention, the work device is a seed planting work device that performs a seed planting operation or a seeding work along a predetermined nail direction, and when the work clutch is on, the work device is driven, and the work When the clutch is in the off state, it is suitable if the working device stops.

According to this configuration, when a seed planting operation or a seeding operation is performed while the work machine travels, the precision of the starting position and the ending position of the seedling planting or seeding is improved.

Moreover, in this invention, it is suitable if the said vehicle speed control part executes speed increase control which is control which raises the vehicle speed after the aircraft has passed the switching point which is the aircraft position at the time when the said switching control is executed by the said clutch control part. do.

According to this structure, it is easy to advance an operation|work quickly compared with the case where speed-increasing control is not executed after the gas has passed through the switching point. As a result, it is possible to realize a working machine with good working efficiency while having good precision of the position at which the driving state of the working device is switched.

In addition, in the present invention, on the travel path of the gas, the first point as the switching point and the second point as the switching point are located, and after the gas passes the first point, the second point When passing through two points is scheduled, and the distance between the first point and the second point is less than or equal to a predetermined reference distance, the vehicle speed control unit is configured to: It is suitable if the speed increase control is not executed during the time until the second point is reached.

According to this structure, it is easy to avoid the situation where the deceleration control and the increase control are switched repeatedly in a short time. Thereby, the running of the work machine becomes smooth and stable.

Another feature of the present invention is a work machine capable of running automatically, a seed planting device for performing a seed planting operation, a planting clutch for switching the drive state of the seed planting device by turning on/off power transmission from an engine, and the planting clutch It is equipped with the clutch control part which controls an ON/OFF state, and the raising/lowering control part which controls the raising/lowering of the said seed|grain planting apparatus, The drive of the said seed|type planting apparatus is started when the said planting clutch is switched from an off state to an on state, and the said It is comprised so that the drive of the said seed|grain planting apparatus may be stopped when a planting clutch is switched from an ON state to an OFF state, and the said raising/lowering control part lowers the said seedling apparatus when drive of the said seedling apparatus is started, and said It is comprised so that the said seed|grain planting apparatus may be raised when the drive of a seedling apparatus is stopped, and the said raising/lowering control part is a base from the base body position at the time of the said planting clutch being switched from an ON state to an OFF state by the said clutch control part. It exists in holding the said seed|mold planting apparatus in the lowered state while traveling a predetermined distance.

When a seedling apparatus rises immediately after a planting clutch is switched from an ON state to an OFF state, there exists a tendency for the hair|hair which was the state just before planting to fall off from a parental planting apparatus without being planted. Thereby, the hair for planting will be consumed unnecessarily.

Here, if it is this invention, after a planting clutch is switched from an ON state to an OFF state, while the base|substrate travels a predetermined distance, a seed planting apparatus is maintained in the lowered state. Therefore, as mentioned above, it is easy to avoid the situation which falls off from a seedling planting apparatus without the hair|bristle which was the state immediately before planting being planted. Therefore, it is easy to avoid the situation in which the hair for planting is consumed unnecessarily. Thereby, further improvement of convenience in the automatic work travel of the work machine can be realized.

Moreover, in this invention, if the said predetermined distance is more than the simulation planting space|interval along the traveling direction of a base|substrate, it is suitable.

Generally, a seed planting apparatus is equipped with the rotary type planting mechanism. And when this planting mechanism stops a drive, it is comprised so that it may stop by a predetermined|prescribed still posture. Therefore, when the planting clutch is switched from the ON state to the OFF state when the planting mechanism is driving, from the time when the planting clutch is switched from the ON state to the OFF state until the planting mechanism becomes a predetermined stop posture, The planting apparatus continues to operate.

And the length of time until a planting mechanism turns into a predetermined stop posture from the time when a planting clutch was switched from the ON state to an OFF state is the attitude|position of the planting mechanism in time when a planting clutch was switched to an OFF state from the ON state depends on The length of this time is, in the longest case, equal to the length of time required for the aircraft to travel the distance equivalent to the day. In addition, daytime is a simulation planting space|interval along the running direction of a base|substrate.

Here, according to the said structure, from the time when the planting clutch was switched from the ON state to the OFF state, until the base|substrate runs out the distance corresponded to daytime, a seed planting apparatus is hold|maintained in the lowered state. And in the meantime, a planting mechanism turns into a predetermined still posture. Thereby, while the seedling apparatus is hold|maintained in the lowered state, it is easy to stop a planting mechanism reliably.

Therefore, according to the said structure, it is easy to avoid reliably the situation which falls off from a seedling planting apparatus without the hair|bristle which was the state just before planting being planted.

(18) A feature of the present invention is: a traveling device driven by power from an engine; a hydraulic continuously variable transmission device having a swash plate capable of changing an angle, and transmitting power from the engine to the traveling device side by speed; a brake device for braking the traveling device; a brake pedal configured to be depressed from an initial position to a maximum depression position to brake the brake device; a brake detection unit for detecting that the brake pedal is depressed; a control unit for controlling the swash plate, wherein when the brake detection unit detects that the brake pedal is depressed, the control unit neutralizes the swash plate at a stage immediately before the brake pedal reaches the maximum depression position. It is about starting to return to position.

According to this characteristic configuration, when the brake pedal is depressed, the swash plate starts to return to the neutral position at a stage immediately before the brake pedal reaches the maximum depression position. Thereby, the load applied to each part, such as a brake, when a brake pedal is depressed can be reduced. That is, according to this characteristic configuration, it is possible to realize further improvement in convenience in the automatic work travel of the work machine.

Further, in the present invention, the brake detection unit has a depression sensor that detects that the brake pedal is depressed to a position midway between the initial position and the maximum depression position, and the control unit includes: It is preferable to start returning the swash plate to the neutral position when it is detected by the depression sensor that it has been depressed to the intermediate position.

According to this characteristic configuration, when the brake pedal is depressed to the intermediate position, the swash plate starts to return to the neutral position.

Here, in the case of a configuration in which the swash plate starts to return to the neutral position when the brake pedal is depressed from the initial position, when the brake pedal slightly fluctuates from the initial position to the depression side due to vibration of the aircraft, the swash plate returns to the neutral position each time. There is a possibility that the working efficiency may decrease.

According to this feature, since the swash plate does not start to return to the neutral position unless the brake pedal is depressed to the intermediate position, according to this feature configuration, while preventing malfunction of the swash plate due to erroneous detection of the brake pedal, the brake pedal It is possible to reduce the load applied to each part, such as a brake, when it is depressed to an abnormal position.

In addition, in the present invention, the brake detecting unit has a depression completion sensor for detecting that the brake pedal is depressed to the maximum depression position, and the control unit is configured to determine that the brake pedal is depressed to the intermediate position. When it is detected by the sensor, the swash plate starts to return to the neutral position, and when the depression completion sensor detects that the brake pedal is depressed to the maximum depression position, it is suitable to complete the return of the swash plate to the neutral position.

According to this characteristic configuration, while the brake pedal is depressed from the midway position to the maximum depression position, the swash plate is returned to the neutral position. Accordingly, it is possible to reduce the load applied to each part of the brake or the like when the brake pedal is depressed to the maximum depression position while preventing the malfunction of the swash plate due to erroneous detection of the brake pedal.

In addition, in the present invention, the brake detection unit includes a depression start sensor for detecting that the brake pedal is depressed from the initial position, and a position in the middle of which the brake pedal is located between the initial position and the maximum depression position. a depression sensor for detecting that the brake pedal is depressed; When it is detected by the depression sensor that the vehicle has been depressed to the intermediate position, it is preferable to complete the return of the swash plate to the neutral position.

According to this characteristic configuration, while the brake pedal is depressed from the initial position to the intermediate position, the swash plate is returned to the neutral position. Accordingly, it is possible to reduce the load applied to each part of the brake or the like when the brake pedal is depressed from a relatively early stage in which the depression degree of the brake pedal is less than or equal to the intermediate position.

In addition, in the present invention, the brake detecting unit has a depression amount sensor for detecting a depression amount of the brake pedal, and the control unit is configured to increase the depression amount of the brake pedal detected by the depression amount sensor. Accordingly, it is preferable to return the swash plate to the neutral position side.

According to this characteristic configuration, as the depression amount of the brake pedal detected by the depression amount sensor increases, the swash plate returns to the neutral position side. Thereby, in a form suitable for the braking force of a brake device, the load applied to each part, such as a brake, when a brake pedal is depressed can be reduced.

Further, in the present invention, there is provided a starting operation tool for starting the engine, a neutral sensor for detecting that a shift position of the continuously variable transmission is a neutral position, and the control unit for controlling the engine, the control unit comprising: is, that when the engine is started by the starting operation tool, it is detected by the brake detection unit that the brake pedal is depressed to the maximum depression position, and that the shift position of the continuously variable transmission is a neutral position It is preferable to start the engine based on the starting operation of the starting operation tool when detected by the neutral sensor.

According to this characteristic configuration, the engine can be started only in a state in which the traveling device is braked by the brake device and power from the continuously variable transmission device is not transmitted to the traveling device. Thereby, the engine can be started in the state where the aircraft is stable.

Moreover, in this invention, it is suitable if the notification device which notifies that the said engine is not started is provided.

According to this characteristic configuration, when the engine is not started, the notification device is notified that the engine is not started. Thereby, it is possible to make the driver notice reliably that the engine is not started.

Further, in the present invention, it is preferable that the control unit estimates the amount of wear and tear of the brake device based on travel information when the brake device brakes the travel device.

Here, a correlation is recognized between travel information when the brake device brakes the travel device and the amount of wear and tear of the brake device. According to this characteristic structure, the amount of wear and tear of a brake device can be estimated with high precision.

1 is a side view of a rice transplanter capable of running automatically.
2 is a plan view of a rice transplanter capable of running automatically.
Figure 3 is a front view of the rice transplanter capable of running automatically.
4 is a schematic diagram for explaining the operation of the rice transplanter.
It is a functional block diagram which shows the control system of a rice transplanter.
6 is a schematic diagram illustrating an operation configuration of the continuously variable transmission device;
7 is an enlarged schematic diagram illustrating the operation configuration of the continuously variable transmission device;
8 is an exploded perspective view illustrating the operation configuration of the continuously variable transmission device.
9 is a schematic diagram illustrating a configuration of a lever guide.
10 is a schematic diagram illustrating the configuration of a neutral holding mechanism.
11 is a view for explaining the relationship between the continuously variable transmission device for controlling the traveling vehicle speed and the engine speed.
12 is a schematic diagram illustrating an arrangement of a rear sonar.
13 is a conceptual diagram illustrating a detection range in a horizontal direction of a sonar sensor.
14 is a conceptual diagram illustrating a detection range in a vertical direction of a sonar sensor.
It is a schematic diagram of the power transmission structure from an engine to a planting mechanism.
It is a figure which shows running of a rice transplanter.
17 is a diagram illustrating a transition of vehicle speed.
It is a figure which shows running of a rice transplanter.
It is a side explanatory drawing which shows the operation start of the fertilization apparatus in a start position.
It is a side explanatory drawing which shows the operation start of the fertilization apparatus in a start position.
It is a side explanatory drawing which shows the stop of the fertilization apparatus in an end position.
It is a side explanatory drawing which shows the stop of the fertilization apparatus in an end position.
It is a top view of the pavement which shows the state in which a planting operation|work is performed in the state which a seed|type planting apparatus spans the boundary of an outer peripheral area and an inner area|region.
It is a functional block diagram which shows the control system of a rice transplanter, and is a figure regarding the neutral return control of the swash plate of a continuously variable transmission, and start control of an engine.
Fig. 25 is a perspective view showing the positioning unit, the voice alarm generating device, and the upper side in the detached state, and further showing the receiving device in the installed state.
Fig. 26 is a side view showing the support structure of the upper side.
Fig. 27 is a side view showing the support structure of the upper side.
Fig. 28 is a perspective view showing a laminated lamp and a cover in a detached state;
It is a side view which shows the use attitude|position of a lamination|stacking etc., and a storage attitude|position.
Fig. 30 is an explanatory view showing the display state of the stacked light and the display state of the display light section of the center mascot;
Fig. 31 is a rear view showing the supporting structure of the voice alarm generating device;
Fig. 32 is an explanatory diagram showing a voice alarm;
33 is a plan view of the remote control.
Fig. 34 is a plan view of the information terminal;
Fig. 35 is a functional block diagram showing a functional unit in sonar check control.
36 is a flowchart of the entire sonar check control.
37 is a flowchart of a sonar check process;
Fig. 38 is a screen diagram in a sonar check process;
Fig. 39 is a screen diagram in a sonar check process;
40 is an alert screen displayed on the touch panel when the automatic driving mode is activated.
Fig. 41 is a functional block diagram showing a functional unit in the map selection process.
Fig. 42 is a screen diagram in the map selection process.
Fig. 43 is a screen diagram in the map selection process.
Fig. 44 is a screen diagram in the map selection process.
It is a functional block diagram which shows the functional part in a pavement shape acquisition process.
Fig. 46 is a view showing a plurality of regions partitioned along the periphery of the pavement;
It is a figure explaining the process at the time of repeating the raising and lowering of a seed|type planting apparatus.
48 is a diagram for explaining the first line and the second line.
49 is a screen diagram in a pavement shape acquisition process.
Fig. 50 is a screen diagram in a pavement shape acquisition process.
It is a screen diagram in a pavement shape acquisition process.
52 is a screen diagram in the pavement shape acquisition process.
53 is a screen diagram in a pavement shape acquisition process.
54 is a screen diagram in a pavement shape acquisition process.
Fig. 55 is a functional block diagram showing a functional unit related to route creation.
Fig. 56 is a screen displayed on the touch panel when creating a route.
57 is a screen displayed on the touch panel when creating a route.
58 is a screen displayed on the touch panel when creating a route.
59 is a schematic diagram for explaining a connected turning.
It is a schematic diagram explaining transition turning.
It is a figure explaining the planting work run accompanying each group clutch control.
62 is a schematic diagram for explaining a basic starting point derivation.
63 is a schematic diagram for explaining a basic starting point derivation.
Fig. 64 is a screen diagram of starting point derivation.
Fig. 65 is a screen diagram in starting point derivation.
Fig. 66 is a screen diagram in another form in starting point derivation.
67 is a screen diagram in another form in starting point derivation.
Fig. 68 is a screen diagram in another form in starting point derivation.
Fig. 69 is a schematic diagram for explaining a basic starting point derivation.
Fig. 70 is a schematic diagram showing a work run in which the end portions of the straight path are sequentially shortened.
Fig. 71 is a schematic diagram showing the work running in which the longitudinal ends of the straight path are lengthened in sequence.
It is a figure which shows the traveling path|route in a special planting area|region.

Hereinafter, the rice transplanter which work-runs a pavement is demonstrated.

Here, in order to facilitate understanding, in the present embodiment, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means the front in the body forward/rearward direction (traveling direction), and "rear" " (direction of arrow B shown in FIG. 1) shall mean the rear in the aircraft front-back direction (travel direction). In addition, the left-right direction or the horizontal direction is the body transverse direction (body width direction) orthogonal to the body front-back direction, that is, "left" (direction of arrow L shown in FIG. 2) and "right" (shown in FIG. 2). The arrow R direction) means the left direction and the right direction of the base, respectively.

[Overall structure]

As shown in FIGS. 1-3, a rice transplanter is equipped with the base|substrate of a four-wheel drive type by a riding type. The base body 1 includes a link mechanism 13 of a parallel four-link linkage connected to the rear portion of the base body 1 so as to be able to move up and down, a hydraulic lifting link 13a for swinging and driving the link mechanism 13, a link mechanism ( 13), the seed planting device 3 connected to the rear end region so as to be able to roll, the fertilization device 4 erected from the rear end region of the base 1 to the seed planting device 3, and the seed planting device ( The chemical|medical agent spraying apparatus 18 etc. which are provided in the rear end area|region of 3) are provided. The seedling planting apparatus 3, the fertilization apparatus 4, and the chemical|medical agent spraying apparatus 18 are an example of a work apparatus.

The base body 1 is equipped with the wheel 12, the engine 2 (corresponding to "power source") as a mechanism for traveling, and the hydraulic type continuously variable transmission 9 which is a main transmission device. The continuously variable transmission 9 is, for example, HST (Hydro-Static Transmission), and by adjusting the angles of the motor swash plate and the pump swash plate, the driving force (revolution speed) output from the engine 2 is changed. The wheel 12 has left and right front wheels 12A which can be steered, and left and right rear wheels 12B which cannot be steered. The engine 2 and the continuously variable transmission 9 are mounted on the front part of the body 1 . Power from the engine 2 is supplied to the front wheels 12A, the rear wheels 12B, the work device, and the like through the continuously variable transmission 9 or the like.

The seedling planting apparatus 3 is comprised in the 8 row planting type as an example. The seedling planting apparatus 3 is equipped with the seedling mounting stand 21, the planting mechanism 22 for 8 sets, etc. In addition, this seed planting apparatus 3 can be changed into types, such as 2 row planting, 4 row planting, and 6 row planting, by control of each group clutch which is not shown in figure.

The bristle mounting stand 21 is a pedestal on which 8 sets of mat-shaped wool are loaded. The bristle mounting table 21 reciprocates in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped wool, and the vertical transfer mechanism 23 every time the bristle loading table 21 reaches the stroke end of the left and right. , Each mat-like wool on the hair loading table 21 is vertically transferred at a predetermined pitch toward the lower end of the hair loading table 21 . Eight planting mechanisms 22 are rotary type, and are arrange|positioned in the left-right direction at the fixed space|interval corresponding to a planting row. And each planting mechanism 22 transmits a driving force from the engine 2 when a planting clutch (refer C5 of FIG. 15 mentioned later) shifts to an electric state, and each mat-like simulation mounted on the mother|child loading stand 21. One week's worth of hair (also called planting hair) is cut from the bottom and planted in the soil after leveling. Thereby, in the operating state of the seedling planting apparatus 3, hair can be taken out from the mat-shaped hair|bristle mounted on the hair|bristle mounting stand 21, and can be planted in the soil part of a faucet.

As shown in FIGS. 1-3, the fertilization apparatus 4 is equipped with the horizontally long hopper 25, the feeding mechanism 26, the electric blower 27, the some fertilization hose 28, and every set. It is provided with a jiggugi (29). The hopper 25 stores particulate or powdery fertilizer. The feeding mechanism 26 operates with the power transmitted from a motor (not shown), and feeds out two sets of fertilizers from the hopper 25 at a time by a predetermined amount.

The blower 27 operates with the electric power from the battery 73 mounted on the base body 1, and generates the conveyance wind which conveys the fertilizer released by each feeding mechanism 26 toward the mud surface of a pavement. The fertilization apparatus 4 can switch between the operation state which supplies the fertilizer stored in the hopper 25 to a field|package at a time by predetermined amount by intermittent operation of the blower 27 etc., and the non-operation state which stops supply. .

Each fertilization hose 28 guides the fertilizer conveyed by conveyance wind to each planter 29. As shown in FIG. Each chopping device 29 is arranged on each ground leveling float 15 . And, each plowing machine 29 goes up and down together with each leveling float 15, and forms a fertilization groove in the Ito part of a faucet, and fertilizes a fertilizer at the time of the work run which each leveling float 15 grounded. guide in the home.

As shown in Figs. 1 to 3 , the base body 1 includes a driving unit 14 in a region on the rear side thereof. The driving unit 14 includes a front-wheel steering steering wheel 10, a main shift lever 7A (corresponding to a “vehicle speed operation tool”) for adjusting a vehicle speed by performing a shift operation of the continuously variable transmission 9, and a sub-shift A sub shift lever 7B (equivalent to a "vehicle speed control tool") that enables the shift operation of the device, and a work operation lever 11 ( "Operation operation tool"), the information terminal 5 which has a touch panel which displays (notifies) various information and notifies (outputs) an operator, and accepts input of various information, and an operator (driver/operator) ) for a driver's seat 16 and the like. Moreover, the spare hair|bristle storage apparatus 17A which accommodates a spare hair|bristle is supported by the spare hair|bristle support frame 17 in front of the driving part 14.

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

[automatic driving]

It demonstrates using FIG. 4, referring FIG.

The rice transplanter in this embodiment can selectively perform manual running and automatic running.

Manual travel and automatic travel are selected by switching the automatic/manual changeover switch 7C. In manual travel, the driver manually operates operation tools, such as the steering wheel 10, the main shift lever 7A, the sub-shift lever 7B, and the work operation lever 11, to perform work travel. The automatic travel is that the rice transplanter travels and works by automatic control along a travel route set in advance. In addition, the automatic driving can perform manned automatic driving (manned automatic driving mode) that requires a driver's boarding, and unmanned automatic driving (unmanned automatic driving mode) that does not require a driver's boarding. In the manned automatic driving, the rice transplanter automatically controls other driving and operations accompanying the operation while the driver performs some operations according to the guidance provided by the rice transplanter. In the unmanned automatic driving, it is not necessary for the driver to get on, but the driver may get on during the unmanned automatic driving. Further, in the unmanned automatic driving, the driver starts the working driving by automatic control by performing an automatic driving start operation, for example, a start operation by the remote controller 90 (refer to FIG. 33 ) to be described later, and the preset working driving is performed. to be automatically controlled. The manned automatic mode in which the manned automatic driving is performed and the unmanned automatic mode in which the unmanned automatic driving is performed are set using the information terminal 5 .

When a rice transplanter performs a planting operation|work, first, along the periphery of a pavement, a driver makes a rice transplanter run by manual operation, without performing an operation|work. By this outer periphery running, the outer periphery shape (pavement map) of pavement is produced|generated, and pavement is divided into outer periphery area|region OA and inner area|region IA. In addition, at this time, the entrance (E) through which the rice transplanter enters the pavement is set, and one side of the outer periphery of the pavement or a designated multiple side, the rice transplanter, the rice supply side ( SL).

When the pavement map is generated, the travel route in which the rice transplanter performs work travel is set. In the inner area IA, an inner reciprocating path (IPL) is created which connects a plurality of paths substantially parallel to one side of the pavement by a turning path. The inner reciprocating path IPL is a travel path that travels through the entire inner region IA from the start point S to the end point G. When the internal reciprocating path IPL is generated, in the vicinity of the entrance E, an induction start possible area GA is generated. When the rice transplanter is stopped in this guidance start possible area GA, it becomes possible for the rice transplanter to move by automatic travel to the starting point S of the internal reciprocating path|route IPL. In addition, a dedicated travel route is set for the starting point guidance performed from the guide start possible area GA, but a plurality of these travel routes may be set. Depending on the shape of the pavement, it may be difficult to guide the starting point from the stop position. By setting a plurality of travel routes, the possibility of properly guiding the starting point regardless of the stopping position increases, which is preferable.

In the outer circumferential area OA, two travel paths, an inner circumferential path IRL and an outer circumferential path ORL, that go around the inside of the outer circumferential area OA along the periphery of the pavement are generated. Working travel of the entire outer circumferential area OA is performed by operating the inner circumferential path IRL and the outer circumferential path ORL. After the work travel (reciprocating work travel) of the inner reciprocating path IPL is finished, the movement to the work travel start position of the inner reciprocating path IRL is performed by traveling on a travel path set separately. When the external shape of the pavement is complicated, it may be necessary to separate the end point of the inner reciprocating path (IPL) and the starting point of the inner reciprocating path (IRL). In such a case, a travel route including a route parallel to any one side of the pavement may be provided as a travel route moving from the end point of the inner reciprocating route IPL to the starting point of the inner circumferential route IRL.

When performing automatic travel, in the state in which the travel route was generated in this way, the rice transplanter first invades the pavement from the entrance E, moves to the guide start possible area GA, and stops. In the guidance start possible area GA, when automatic driving is started, the rice transplanter moves back to the starting point S once (starting point guidance), and internal reciprocation of the inner area IA until the ending point G is reached. Automatic travel of the route IPL is performed. The traveling vehicle speed in the unmanned automatic driving is controlled according to a preset maximum speed of the traveling vehicle speed.

When the shape of the pavement is complicated, it may not be possible to work all the areas necessary for turning by the working travel of the inner revolving path IRL and the outer revolving path ORL. In this case, it is necessary to extend a part of the internal reciprocating path (IPL) to perform work travel. At this time, after turning of the internal reciprocating path IPL, after moving backward by a required distance, the work traveling by forward may be started. The reverse travel at this time is performed automatically, and no specific operation is required. However, unlike the forward movement, steering by the front wheels is difficult, so the manual operation may be switched only when the vehicle is reversing.

When the work travel in the inner area IA is finished, 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 circumferential path IRL, and then, by unmanned automatic travel, the working travel of the inner circumferential path IRL is performed. Next, the rice transplanter is manually moved to the starting point of the outer circumferential path ORL, and then, the manned automatic travel performs the work travel of the outer circumferential path ORL (wandering work travel). In the manned automatic travel, automatic travel along a travel route is performed at a manually operated travel vehicle speed, and the work device is manually operated according to guidance (driving assist). In addition, at the time of turning, when the body 1 is automatically temporarily stopped at a predetermined position, and operation of a required work device is performed manually according to guidance, turning travel will be performed by automatic travel. By the above work running, the planting work of the whole pavement is complete|finished.

Further, the inner reciprocating path IPL and the inner circulating path 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 path ORL is not limited to the manned automatic travel, and the work travel may be performed by manual travel, or the work travel may be performed by the unmanned automatic travel. In addition, the movement from the end point G of the inner reciprocating path IPL to the inner revolving path IRL is not limited to manual travel, but may be performed by manned or unmanned automatic travel. Similarly, the movement from the end point of the inner circumferential path IRL to the outer circumferential path ORL is not limited to manual travel, but may be performed by manned or unmanned automatic travel.

In the manned automatic driving, at least the driver is on board and the main shift lever 7A is in the neutral position as the starting conditions for the automatic driving. In the state where the start condition is satisfied, when the main shift lever 7A is moved in the traveling direction, automatic running is started. In the travel route of the pavement, the manned automatic travel is performed at the time of work travel on the outer circumferential route ORL, but may be performed on other travel routes. In addition, manned automatic running WHEREIN: The raising/lowering of the mother planting apparatus 3 is performed by automatic control. For example, in the work travel in the manned automatic travel in the inner reciprocating path IPL or the inner revolving path IRL, the raising/lowering of the seedling device 3 is performed by automatic control. However, at the time of work running in the outer circling path ORL, the descent|fall of the seedling planting apparatus 3 is performed by manual operation. Specifically, when the base body 1 arrives at the turning position of the outer circumferential path ORL, the seed planting device 3 will be raised by automatic control. When the turning is completed in that state, the base body 1 stops and the work travel by automatic travel continues by lowering the model planting apparatus 3 by manual operation. In the outer circumferential path (ORL), there is a higher possibility that an obstacle exists around it than in other travel paths. In order to perform a smooth work travel, in the work travel in the outer circling path ORL, in the state confirmed that an obstacle etc. do not exist, lowering of the seedling planting apparatus 3 is performed by manual operation.

In the unmanned automatic driving, automatic driving is started when the remote controller 90 is operated, and the working driving is performed by automatic control on a preset driving route. In the travel route of the pavement, the unmanned automatic travel can be performed at the time of work travel on the inner reciprocating route (IPL) and the inner revolving route (IRL). Even in unmanned automatic driving, the raising/lowering of the seedling planting apparatus 3 is performed by automatic control.

[control system]

Next, the control system of a rice transplanter is demonstrated using FIG. 5, referring FIGS. 1-3.

The control unit 30 constituting the core of the control system of the rice transplanter performs running control of the rice transplanter and operation control of various working devices 1C. The control unit 30 performs control according to the operation of the various operation tools 1B performed by the driver during manual driving, and performs control according to the host vehicle position while acquiring the host vehicle position during automatic driving.

Therefore, the control unit 30 including the microcomputer 6 for autonomous driving, etc. includes a positioning unit 8 for calculating the host vehicle position, and an information terminal ( 5), a traveling device including a sensor group 1A for detecting various states of the rice transplanter, various operation tools 1B, various working devices 1C, a front wheel 12A related to steering, a continuously variable transmission device 9, and the like. (1D), etc. are connected. In addition, the mode changeover switch 7E, which is one of the operation tools 1B, selects any of a manual driving mode for performing manual driving, a manned automatic driving mode for performing automatic driving by manned, and an unattended auto driving mode for performing automatic driving without a driver. switch to select.

The positioning unit 8 outputs positioning data for calculating the position and orientation of the base body 1 .

The positioning unit 8 includes a satellite positioning module 8A for receiving radio waves from satellites of the global navigation satellite system (GNSS), and an inertial measurement module 8B for detecting the inclination and acceleration of three axes of the body 1 . Included.

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

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

In addition, the control unit 30 reduces the vehicle speed in the manned automatic travel mode compared to the unmanned automatic travel mode, and controls so that acceleration/deceleration is performed smoothly. In this way, it is possible to efficiently perform work travel in the unmanned automatic travel mode, and to avoid compromising the riding comfort of a riding driver in the manned automatic travel mode.

In addition, the control unit 30 may have any structure as long as it can implement|achieve the above-mentioned function, and may be comprised with a some function block. In addition, some or all of the functions of the control unit 30 may be comprised by software. A program related to software is stored in an arbitrary storage unit and is executed by a processor such as an ECU or CPU included in the control unit 30, or a processor provided separately.

[Configuration of operation of stepless transmission]

Next, while referring to Figs. 1 to 3, using Figs. 6 to 10, the angle of the swash plate (hereinafter simply referred to as "slope plate") of the motor and the pump of the continuously variable speed device 9 such as HST is manipulated. The configuration will be described.

In the continuously variable transmission 9, the angle of the swash plate is adjusted as the main shift lever 7A is operated, and the forward/backward switching and the traveling vehicle speed are adjusted. As for the operation area of the main shift lever 7A, the forward operation area and the reverse operation area are arranged in a straight line or crank shape with the neutral position interposed therebetween. In the forward operation region and the reverse operation region, when the main shift lever 7A is operated at a position spaced apart from the neutral position, the traveling vehicle speed at the time of forward or reverse increases.

The operation position of the main shift lever 7A is detected by an operation 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).

The potentiometer 40 has an axis 40A. The gear 42 is supported in a configuration capable of swinging along a shaft 41 held by the base body 1 . The gear 42 oscillates about the shaft 41 in accordance with the operation position of the main shift lever 7A.

One end of the rotation transmission part 40B is fixed to the shaft 40A of the potentiometer 40, and the shaft 40A rotates with rotation of the rotation transmission part 40B. A pin 40C is provided at the other end of the rotation transmission unit 40B. Further, the gear 42 is provided with a rotation transmission portion 42B. A hole 42C is provided at the distal end of the rotation transmission portion 42B. The rotation transmission portion 40B is disposed so that the pin 40C passes through the hole 42C. When the operating position of the main shift lever 7A is displaced, the gear 42 oscillates. Through the rotation transmission unit 42B and the rotation transmission unit 40B, the shaft 40A of the potentiometer 40 rotates according to the swinging of the gear 42 . The potentiometer 40 detects the operation position of the main shift lever 7A by detecting this angle.

Further, a lever guide 43 defining an operation range of the main shift lever 7A is supported on 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 operation range of the main shift lever 7A is defined by the hole portion 43B of the lever guide 43 .

A plurality of notches 42H arranged along the swinging direction of the gear 42 are formed on the outer periphery of one end of the gear 42 . As the gear 42 oscillates, a certain notch 42H engages with the holding pin 42I supported by the power steering unit 44 . The notches 42H are respectively formed on both sides of the swinging direction of the gear 42 through engagement with the holding pin 42I when the main shift lever 7A is operated to the neutral position. These notches 42H are respectively engaged with the holding pin 42I when the main shift lever 7A is positioned to the forward side, and the holding pin 42I when the main shift lever 7A is positioned to the reverse side, respectively. It is distinguished by engaging and engaging. Accordingly, as for the notch 42H, the one corresponding to the forward operation area and the one corresponding to the backward operation area are arranged side by side with the one corresponding to the neutral position interposed therebetween.

By engaging the notch 42H of any one and the holding pin 42I, the driver who operates the main shift lever 7A can feel a certain hand reaction depending on the operation position. This becomes a reference when the driver operates the main shift lever 7A, and the operability of the main shift lever 7A is improved.

Conventionally, the driver has recognized the traveling vehicle speed as the number of stages of the main shift lever 7A. The singular is, for example, 1st gen, 2nd gen... It is expressed as a shift stage as In the present embodiment, since the continuously variable transmission 9 is employed, the concept of a stage does not exist. However, with the presence or absence of the hand reaction as described above, the driver can recognize the stage pseudoly, compared with the conventional operability. This makes it difficult to feel discomfort.

In addition, the opening width|variety of the notch 42H corresponding to a neutral position may be formed wider compared with the other notch 42H. Even if the neutral position of the main shift lever 7A is slightly shifted due to assembly or deterioration in use of the main shift lever 7A, it is possible to define the neutral position with a certain width, so that the Operability is improved.

In order to improve the operating 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 between the shaft 40A and the gear 42 around the shaft 40A, and the gear 42 swings with respect to the shaft 40A by the frictional force. creates resistance when By the friction holding mechanism 42D, moderate resistance is generated when operating the main shift lever 7A, and it becomes easy to operate the main shift lever 7A to a desired operating position. In addition, the friction holding mechanism 42D is not limited to such a configuration, and it is possible to impart resistance to the movement of the operating position of the main shift lever 7A to such an extent that the operability of the main shift lever 7A can be secured. If there is, it can be set as arbitrary structures.

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 portion 42A, and the direction in which the gear 42 swings (the main shift lever 7A is advanced). The lever holding portion 42A is pressed in a direction intersecting with the operation region or the direction of moving the reverse operation region). Here, when the hole 43B of the lever guide 43 is formed in a crank shape, for example, in order to operate the main shift lever 7A from the neutral position to the forward position, the main shift lever 7A is neutral. After being operated in the transverse direction along the crank from the position (the direction intersecting the direction in which the gear 42 oscillates), it needs to be moved to the forward position. In the direction of suppressing the movement of the main shift lever 7A from the neutral position to the forward region, since the main shift lever 7A is pressed by the neutral holding mechanism 42E, the main shift lever from the neutral position to the forward region. In order to move (7A), more than a certain force is required. As a result, the main shift lever 7A is properly held in the neutral position.

The angle of the swash plate of the continuously variable transmission 9 is changed in accordance with 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 constituted by a motor 45 or the like. Specifically, the actuator for changing the angle of the swash plate of the continuously variable transmission 9 is comprised including the motor 45, the gear 48, and the link 49. As shown in FIG. The gear 48 is driven by the motor 45 , and the angle of the swash plate of the continuously variable transmission 9 is changed by the gear 48 and the link 49 connected to the continuously variable transmission 9 . The angle of the swash plate of the continuously variable transmission 9 is detected by an angle detector of the swash plate such as the potentiometer 46, and the operation position of the main shift lever 7A detected by the potentiometer 40 and the continuously variable speed change. The consistency of the angles of the swash plates of the device 9 is checked by the above-described control unit 30 or the like. That is, the control unit 30 controls the detection result of the potentiometer 40 and the potentiometer 46 so that the angle of the swash plate of the continuously variable transmission 9 corresponds to the operation position of the main shift lever 7A. Based on , the motor 45 is controlled.

The potentiometer 46 and the motor 45 are supported by the power steering unit 44 via a stay 47 . The potentiometer 46 has a shaft 46A and is capable of detecting the rotation angle of the shaft 46A.

The gear 48 is fixed to the shaft 46A in a configuration that swings with the rotation of the shaft 46A. The motor 45 drives and oscillates the gear 48 . With the oscillation of the gear 48, the shaft 46A of the potentiometer 46 rotates. Therefore, the potentiometer 46 detects the swing angle of the gear 48 .

One end of the link 49 is supported in the end region of the gear 48 . 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 fluctuation of the gear 48 . In more detail, the link 49 is provided with the rod 49A and the operation part 49B. One end of the rod 49A is supported on 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 drives according to the detected value of the potentiometer 40 , the gear 48 oscillates, and the angle of the swash plate of the continuously variable transmission 9 is changed by the link 49 . do.

Further, in the above configuration example, the main shift lever 7A and the motor 45 are not connected, the operation position of the main shift lever 7A is detected with the potentiometer 40, and the potentiometer 40 The motor 45 is driven according to the detected value of . However, it is not limited to this configuration, and the main shift lever 7A and the motor 45 are directly connected, and the motor 45 is directly driven according to the operation position of the main shift lever 7A. do.

In addition, in the configuration in which the main shift lever 7A and the motor 45 are not connected, in automatic driving, regardless of the operation position of the main shift lever 7A, the motor 45 is driven to drive the continuously variable transmission device ( 9) The angle of the swash plate can be changed. The body 1 travels in a traveling state according to the angle of the swash plate of the continuously variable transmission 9 . At this time, actuators, such as a motor, may be provided also in the main shift lever 7A, 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. As shown in FIG. The main shift lever 7A is operated crank-like in the neutral position. That is, the operation path of the main shift lever 7A is regulated in a crank shape, and the main shift lever 7A moves from the neutral position in a direction intersecting the forward/reverse direction at the time of switching back and forth. Therefore, if this actuator is connected to the main shift lever 7A, the main shift lever 7A cannot move between the forward side and the reverse side across the neutral position. Therefore, a clutch is provided between the main shift lever 7A and this actuator, and the clutch is disconnected in the neutral position, and it is good also as a mechanism which can operate the main shift lever 7A in the left-right direction. Further, another actuator for moving the main shift lever 7A in the left-right direction may be provided to move the main shift lever 7A in the left-right direction by switching the clutch only in the neutral position. Further, an actuator for moving the main shift lever 7A from the neutral position to the forward side and an actuator for moving the main shift lever 7A from the neutral position to the reverse side may be provided separately. In addition, these actuators and clutches are controlled by a potentiometer ( 46) is controlled according to the angle of the swash plate of the continuously variable transmission 9 detected.

As described above, if the main shift lever 7A and the motor 45 are not connected and the angle of the swash plate of the continuously variable transmission 9 is configured to be changed by driving the motor 45, the motor 45 is When a failure occurs, there is no way to change the angle of the swash plate of the continuously variable transmission 9, and the body 1 cannot be moved. For example, even if the motor 45 breaks down in the middle of paving, if the base body 1 cannot be moved, repair will be performed in a pavement, and it is very difficult.

Therefore, it is preferable to prepare a predetermined rod in advance as an emergency mechanism (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 emergency mechanism is set as the structure which can directly connect the rod 43F and the gear 48, Preferably it is always equipped with the base body 1 preferably. By directly connecting the rod 43F and the gear 48 as an emergency mechanism, the gear 48 is driven in accordance with the operation position of the main shift lever 7A, and it is possible to change the angle of the swash plate of the continuously variable transmission 9 will do

Further, in the above configuration example, the actuator for changing the angle of the swash plate, comprising the motor 45, the gear 48, and the link 49, the main shift lever 7A and the continuously variable transmission 9 It is a configuration placed between However, the arrangement position of this actuator is arbitrary, and may be arrange|positioned in the area|region below the step 14A in the base|substrate 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 in the number of shift stages. Further, in automatic driving, the driver selects and sets the traveling vehicle speed at the time of 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 shift stages. Thereby, the driver and the monitor can sensory recognize the traveling vehicle speed, and can efficiently perform work or setting.

Further, in the manual driving or the manned automatic driving, the recommended driving vehicle speed according to the job contents may be displayed on a display device such as the information terminal 5 during the working driving. As work contents, there is a traveling vehicle speed suitable for running when crossing a ridge, running during planting, running before turning, running during turning, and running after turning. During or immediately before the work travel, the recommended travel vehicle speed according to the work content is displayed, so that the driver can easily perform the work travel at the travel vehicle speed suitable for the work content.

It is not limited to the recommended driving speed, and 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 or the like while checking the engine speed displayed on the main monitor 14B so that it becomes the displayed recommended engine speed. Thereby, the driver can easily perform work travel at the engine rotation speed suitable for work content.

As above-mentioned, the planting mechanism 22 act|operates and a planting operation|work is performed by a planting clutch (not shown) shifting to a transmission state. The operation speed of the planting mechanism 22 is determined according to a traveling vehicle speed, and a planting operation is performed so that a daytime may become constant. Therefore, in spite of the planting clutch being stopped during a planting operation, if traveling continues, the seedling which should be planted in the meantime cannot be planted, and a loss will arise. In order to suppress generation|occurrence|production of a defect, when a planting clutch will be in a cutoff state during a planting operation, the angle of the swash plate of the continuously variable transmission 9 will be shifted to a neutral position, and it is good also as a structure which stops work travel. When stopping the base body 1, a warning to the effect of stopping the base body 1 may be given beforehand. In addition, when stopping the body 1, it is preferable not to decelerate rapidly, but to decelerate gradually until the body stops.

As an operation tool for operating the vehicle speed, an accelerator lever 7F may be further provided. The traveling vehicle speed is mainly controlled based on a map scheduled according to the operation position of the main shift lever 7A, the angle of the swash plate of the continuously variable transmission 9 and the engine rotation speed. Here, depending on the state of the pavement or work situation, there are cases where it is desired to increase only the engine speed while maintaining the traveling vehicle speed, or there are cases where it is desired to decrease the engine speed in consideration of fuel efficiency and the like. In this case, the engine speed is increased/decreased by the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, while the angle of the swash plate of the continuously variable transmission 9 is maintained, only the engine speed can be increased or decreased from the current engine speed. Moreover, a potentiometer (corresponding to "accelerator detector") which detects the operation position of the accelerator lever 7F may be provided.

As described above, the engine speed is basically determined according to the detected value of the potentiometer 40 of the main shift lever 7A. However, irrespective of the engine speed determined in this way, this engine speed increases or decreases according to 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 traveling at the engine speed determined according to the detected value of the potentiometer 40 of the main shift lever 7A, the engine rotation is performed. The number increases, and this engine rotation speed becomes the minimum required rotation speed indicated by the accelerator lever 7F.

[Driving vehicle speed control when turning]

When the turning travel of the internal reciprocating path IPL (refer to FIG. 4) is performed by the automatic travel, the traveling vehicle speed is reduced at the time of the turning travel compared to the time of the work travel on the straight path (straight travel). That is, the turning driving is performed at a lower speed than the straight driving. The traveling vehicle speed in the turning travel is predetermined (turning vehicle speed), and the vehicle travels at the turning vehicle speed regardless of the operation position of the main shift lever 7A.

For this reason, deceleration is started at a position ahead of the position (turning start position) that penetrates into the turning path by a predetermined distance. Here, the traveling vehicle speed in the work travel on the straight-line route is set by the information terminal 5 or the like. For example, in the automatic travel setting, the maximum vehicle speed, which is the maximum traveling vehicle speed during automatic travel, is set using the information terminal 5 . When the maximum vehicle speed is set, the travel is performed at a lower speed 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 ahead by a predetermined distance from the turning start position, or may be a different position depending on the traveling vehicle speed. That is, the length of the deceleration section provided in front of the turning path may be variable according to the traveling vehicle speed. Further, in the manned automatic mode, the vehicle speed set by the information terminal 5 may be changed by the main shift lever 7A, and the turning vehicle speed may be set based on the changed set vehicle speed.

For example, the faster the traveling vehicle speed is, the longer the deceleration section is set, and the deceleration is started from a position separated from the turning starting 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 the automatic driving, manned automatic driving and unmanned automatic driving can be set. In the manned automatic driving, the driver is always on board, but in the unmanned automatic driving, there is no need for the driver to get on. When the driver is on board, if a sudden deceleration is performed, the discomfort of the driver increases, which is inappropriate. On the other hand, it is effective from the viewpoint of work efficiency to perform acceleration/deceleration of the travel speed rapidly within a range that does not interfere with work travel. For this reason, it is preferable to make the deceleration start position different at the time of manned automatic driving and the case of unmanned automatic driving. Incidentally, the deceleration at this time is performed irrespective of the operating position of the main shift lever 7A (refer to Fig. 6). Therefore, even if the traveling vehicle speed is changed, the operation position of the main shift lever 7A may not be changed.

In the case of manned automatic driving, it is preferable that the deceleration section is set to be long so that deceleration is started from a position separated from the turning starting position. In addition, in the case of unmanned automatic driving, it is preferable that the deceleration section is set to be short and deceleration is started from a position close to the turning starting position. By such control, work travel can be efficiently performed during unmanned automatic travel, and work travel suitable for the driver during manned automatic travel can also be performed. In addition, the adjustment of the deceleration start position may be performed only during manned automatic travel, and may be configured such that deceleration is performed from a predetermined deceleration start position during unmanned automatic travel. Further, on the hair replenishment side SL side, a deceleration section is secured with a margin, and the deceleration start position at the time of turning on sides other than the hair replenishment side SL is a position close to the turning start position from the hair replenishment side SL side. can be done with

When adjusting the deceleration start position, it is good also as a structure which can set adjustment efficiency.

That is, if the deceleration is settable and the setting allows rapid deceleration, the deceleration start position is adjusted so that the deceleration section is shortened, and when it is set to decelerate gently, the deceleration start position is set so that the deceleration section becomes longer. may be adjusted. Thereby, it is possible to select an appropriate automatic driving according to the situation.

When the deceleration start position is approached, the driver may be notified that deceleration is started. For example, a display to that effect may be performed on the information terminal 5, or it may be notified by voice. By making the notification, the driver can prepare for deceleration.

Whether or not to adjust the deceleration start position as described above is not limited to the case where it is judged by whether the driver automatic driving is set to the manned automatic driving mode or the unmanned automatic driving mode is set, but it can be performed by judging whether the driver is actually riding. do. Even in unmanned automatic driving, it is appropriate to consider the discomfort of the driver when the driver is on board, and it is desirable to focus on work efficiency only when the driver is not actually on the vehicle.

Therefore, it may be determined whether or not the driver is actually riding, the deceleration may be started from a predetermined position when not in the vehicle, and adjustment of the deceleration start position may be performed only when the driver is in the vehicle. For example, the determination of whether or not the driver is actually riding is determined by the seating sensor 16A (FIG. 1) provided in the driver's seat 16 (refer to FIG. 1), a human body detection sensor, or the like (sensor group shown in FIG. 5). (one of 1A)). In addition, by detecting the position information of the wearable terminal or smartphone possessed by the driver, the driver's position and the position of the aircraft 1 detected from this position information are within a predetermined range, so that the driver actually boards and It may be judged whether there is.

In addition, in the manned automatic driving, it is necessary for the driver to board. Therefore, the seat sensor 16A or the like is provided to determine whether or not the driver is in the vehicle. Then, it is detected that the driver is riding as a condition for starting the manned automatic driving. Further, in the manned automatic driving, when it is not detected that the driver is in the vehicle, an alert for prompting the driver to sit down (boarding) may be notified. At this time, a warning may be displayed on the information terminal 5 as well. In addition, such a warning may be issued also in unmanned automatic driving. The warning given in the unmanned automatic driving does not need to prompt for a seat, and may simply notify that the driver is not seated. In addition, when it is detected that the driver is not seated, it is good also as a structure which decelerates the traveling vehicle speed or stops traveling. When decelerating and stopping the aircraft 1, a warning to that effect may be notified in advance. In addition, when stopping the base body 1, it is preferable not to stop abruptly but to slow down and make the base body 1 stop. After that, when it is detected that the driver is seated, driving may be started or the traveling vehicle speed may be restored. Such control is not limited to the time of automatic travel, and may be performed at the time of manual travel.

Moreover, when it is detected that the driver is not seated, it is good also as a structure which does not start automatic running or restart automatic running after a temporary stop. For example, you may prescribe that the seating sensor 16A is detecting a seating as a start condition of manned automatic driving. In this case, when the seating sensor 16A does not detect a seating at the start of the manned automatic driving, a notification requesting a seating may be issued. The notification is made by voice, display on the information terminal 5, or the like. In addition, if the maximum vehicle speed in the work travel is set, the set maximum vehicle speed may be reduced if the seating cannot be confirmed. may be

In addition, in the unmanned automatic driving, although the driver does not need to get on, it does not mean that the driver must not get on. However, in the unmanned automatic driving, compared to the manned automatic driving, the traveling vehicle speed is controlled faster, and the acceleration/deceleration is also performed rapidly. Therefore, in unmanned automatic driving, when it is detected that the driver is seated in the driver's seat 16 by the seat sensor 16A or the like, and then the driver gets up and the seat is not detected, a notification prompting a seat may be done. In addition, when seat departure is detected, automatic running may be temporarily stopped, and it may be controlled so that automatic running may not be resumed until seating is confirmed.

In addition, in manned automatic driving or unmanned automatic driving, when turning or reversing is started, whether or not the driver is seated is checked, and when not seated, a display on the information terminal 5, a buzzer or the like is issued; Seating may be promoted by other warnings. At this time, the body 1 may be decelerated or stopped, but in consideration of the operator's convenience, the body 1 does not necessarily have to be decelerated or stopped.

As described above, in the turning start position, the running speed is adjusted so as to decelerate at the turning start position regardless of the operating position of the main shift lever 7A (see Fig. 1) or the running vehicle speed set in the information terminal 5 or the like. do. Such control of the traveling vehicle speed according to the traveling condition is not limited to the turning start position, but may also be performed when traveling in the vicinity of the outer periphery of a pavement such as a headboard.

When the pavement is rough, the travel route cannot be driven properly, and the work may not be performed properly. For example, in the case of a planting operation, it may not be able to plant with an appropriate tidal wave on an appropriate travel route, but a planting defect may arise. In order to suppress such a work defect, when a platen is rough, the control unit 30 may notify that a planting defect may generate|occur|produce, and may control so that a traveling vehicle speed may be suppressed. The roughness of the mirror can be detected from the movement of the base 1, for example, can be determined by detecting the behavior in the roll or pitching direction of the work device from the work link, and can be determined by detecting the fluctuation of the float, , it is also possible to determine by detecting a change in the inclination of the base body 1 from the inertial measurement module 8B.

In automatic driving, turning is performed by automatic control, and switching between forward and reverse is performed by automatic control. At the time of turning or switching of the traveling direction, the aircraft 1 is shaken, and the impact is transmitted to the driver, so it is appropriate to prepare for the impact. Accordingly, at the time of turning or switching of the traveling direction, a notification may be given to call attention to that effect or to urge seating. In addition, the notification is displayed on the information terminal 5, displayed on the remote control 90, displayed on the main monitor 14B (see FIG. 2), or a voice alarm generating device 100 (see FIG. 1) to be described later. may be notified by, or the stacking light 71 may be turned on, or performed in various ways.

The seating sensor 16A may be provided in the driver's seat 16 (refer FIG. 1). The seating sensor 16A transmits and receives signals between control ECUs such as the control unit 30 and the like, and thus wirings such as signal wiring and power supply wiring may be connected in some cases. Note that the driver's seat 16 may be configured to be rotatable about an axis in a direction intersecting the seat surface in some cases. When the driver's seat 16 rotates, wirings connected to the seating sensor 16A may come into contact with or entangled with the rotation shaft of the driver's seat 16 or the like, and may be damaged. In order to suppress damage to the wirings, it is preferable that the wirings are arranged along the vicinity of the rotational shaft which is the rotational support point of the driver's seat 16 and clamped in the vicinity of the rotational portion.

In addition, as long as a pressure sensor etc. are used for 16 A of seating sensors, for example, and seating can be confirmed, any structure may be sufficient.

[engine speed control]

The engine rotation speed depends on the operation position of the main shift lever 7A (see Fig. 1) in manual driving, and in accordance with the control of the automatic driving ECU (equivalent to or built-in to the control unit 30 in Fig. 5, etc.) in automatic driving. A microcomputer for engine speed control (equivalent to or built-in to the control unit 30 or the like in Fig. 5) is controlled by driving the motor 45 (see Fig. 6).

In addition, the engine speed control microcomputer controls at least either the engine speed or the angle of the swash plate of the continuously variable transmission 9 (refer to FIG. 6) when the residual amount of fuel in the fuel tank is less than or equal to a predetermined amount, The improvement of fuel efficiency may be aimed at. For example, in order to improve fuel efficiency, the microcomputer for engine speed control shifts the angle of the swash plate of the continuously variable transmission 9 to a high-speed side, and reduces the engine speed. The remaining amount of fuel can be detected by, for example, providing a sensor or the like in the fuel tank (one of the sensor group 1A shown in FIG. 5 ) and using this sensor or the like. 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 to the control unit 30 or the like in Fig. 5).

When a rice transplanter does a head-over or moves to the carrier of a truck, although the traveling vehicle speed is low, in order to maintain engine rotation speed, a large driving force is needed. For this reason, when the rice transplanter rolls over or moves to the carrier of the truck, the operation position of the main shift lever 7A (refer to FIG. 1), the operation position of the accelerator lever 7F (refer to FIG. 2), the information terminal ( 5) It is preferable to displace the continuously variable transmission 9 (refer to Fig. 1) to the low speed side and set the engine speed to be high regardless of the traveling vehicle speed set in 5) or the like. At this time, the angle of the swash plate of the continuously variable transmission 9 and the engine speed may be adjusted irrespective of the operation position of the main shift lever 7A or the like. In addition, the detection of the state in which the rice transplanter moves over the headboard or moves to the carrier of the truck can also be determined by detecting the inclination of the body 1, or, as one of the operation tools, the headover mode switch (not shown). ), you may manually operate the head-over mode switch, and you may set it as the state which moves to the load-bear of a truck or when a rice transplanter performs head-over. Alternatively, state detection may be performed from a change in the height position of the base body 1 detected by the mounted positioning unit 8 .

In addition, even when the pavement is before the assault, a load is applied to the engine 2 (refer to FIG. 1 ), a large power is required, and in the worst case, the engine 2 is stopped and the work is stopped. Therefore, at the time of carrying out the work run before the assault, while raising the engine speed, it may be automatically controlled so that the angle of the swash plate of the continuously variable transmission device 9 may become a low speed side. Thereby, it becomes possible to continuously perform an appropriate work travel.

Such a work load is determined by the engine speed, and when 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 so as to be on the low speed side. Thereby, even if the work load becomes large, it is suppressed that the engine 2 stops, and work travel can be continued. When the work load is small, 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 so as to be on the high-speed side. Thereby, the improvement of fuel efficiency can be aimed at. As a result, the work travel can be continued at an appropriate engine speed.

The backward travel is performed at a lower speed than that of the forward travel. Therefore, at the time of backward travel, the maximum value of engine rotation speed may be suppressed low compared with the time of forward travel.

In addition, although the microcomputer for engine speed control may be built in the control unit 30 mentioned above, it may be provided separately. For example, the microcomputer for engine speed control may be arrange|positioned in the vicinity of a steering shaft. The microcomputer for engine speed control or the microcomputer for transmission control controls the engine 2 and the continuously variable transmission 9. As shown in FIG. Therefore, it is preferable that the microcomputer for engine speed control and the microcomputer for transmission control are arrange|positioned in the vicinity of the engine 2 and the continuously variable transmission 9. As shown in FIG.

[Driving vehicle speed control]

Next, the control configuration of the traveling vehicle speed will be described using FIG. 11 with reference to FIG. 1 .

The traveling vehicle speed is operated in accordance with the operation position of the main shift lever 7A, the angle of the swash plate of the continuously variable transmission 9 and the engine speed are controlled, so that the speed (operation speed) according to the operation position of the main shift lever 7A The furnace body 1 travels. The larger the angle of the swash plate of the continuously variable transmission 9, that is, the greater the opening degree of the swash plate of the continuously variable transmission 9, the faster the traveling vehicle speed. Also, as the engine speed increases, the traveling vehicle speed increases.

In the conventional control of the traveling vehicle speed, the higher the operating speed operated by the main shift lever 7A is, the higher the engine speed is in proportion to the operating speed, and the larger the opening degree of the swash plate of the continuously variable transmission 9 is. do. Here, such control is referred to as control in the normal mode, and this relationship is shown by graph A of the normal mode in FIG. 11 . 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 1.8, which is the maximum traveling vehicle speed. It becomes [m/s]. Then, in order to output the set speed ES [m/s] based on the graph A in the normal mode, the control unit 30 (see FIG. 5 ) sets the engine speed to Ro [rpm] and the continuously variable transmission ( The swash plate opening degree of 9) is controlled by r [%].

In the present embodiment, the driving vehicle speed is controlled not in the normal mode but in the eco mode in which fuel efficiency is given priority. The eco mode is a control in which the opening degree of the swash plate of the continuously variable transmission 9 is preferentially increased and the set speed is secured even when the engine speed is lowered by that much, and the fuel efficiency is improved by suppressing the engine speed low. is control.

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

However, when the engine load in work running is large, even if it tries to raise the engine speed, the target engine speed RE may not be reached. In this case, the target engine speed RE is set high to control the engine speed to reach RE. Further, even if the target engine speed RE is set to 3000 [rpm], which is the limit of the engine speed, when the engine speed does not reach RE, the opening degree rE of the swash plate of the continuously variable transmission 9 is reduced. Thus, by setting the target engine speed RE to be high, the driving 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 be stopped. Therefore, even before the target engine speed RE is set to 3000 [rpm], which is the limit of the engine speed, when a load greater than or equal to a predetermined load is applied to the engine 2 , the swash plate of the continuously variable transmission 9 is opened. Control to set the degree rE small may be performed. Thereby, it becomes possible to suppress that the engine 2 stops, and to perform work travel continuously.

In addition, when the control for setting the opening degree rE of the swash plate of the continuously variable transmission 9 is small in this way, even when the engine speed is increased, the opening degree of the swash plate of the continuously variable transmission 9 is not restored. It is preferable not to Thereby, excessive increase/decrease in the traveling vehicle speed can be suppressed, and smooth working travel can be maintained.

In addition, although this embodiment demonstrated the structure in which the control of the traveling vehicle speed is performed only in the eco mode as an example, it is good also as a structure which can implement the eco mode and the normal mode selectively. With such a configuration, it is possible to improve fuel efficiency by performing work travel in the eco mode, and by performing work travel in the normal mode, the performance of the body 1 can be maximized and stable work travel can be performed. It is possible to control the optimum traveling vehicle speed according to the situation.

[Running control during error detection, etc.]

Although not shown, in various apparatuses, such as the seedling device 3 (refer FIG. 1), the continuously variable transmission 9 (refer FIG. 1), and the positioning unit 8, the sensor (FIG. 1) which detects an operation state as needed The sensor group 1A) shown in 5 is provided. In automatic driving, when these sensors detect an error state or when it is determined that a problem has occurred in the sensor itself, the control unit 30 may terminate the automatic running and stop the aircraft 1, but maintain the automatic running. You may stop the base body 1 temporarily while doing this.

When a problem, such as an error, arises, in order to suppress that an inappropriate operation|work is performed, it is preferable that running is stopped. In some cases, it is appropriate to restart the driving by ending the automatic driving and resolving the problem, starting from the automatic driving setting. However, in the case of a temporary problem, it may not be efficient to start again from the automatic driving setting.

For example, there are cases in which the signal from the satellite acquired by the positioning unit 8 temporarily becomes weak. In many cases, this only temporarily deteriorates the reception state of the radio wave, and in many cases the state is immediately restored. If the automatic driving is terminated every time it is in such a state, there is a possibility that the work efficiency will deteriorate. Therefore, in such a case, it is preferable that the automatic travel is temporarily stopped, and only the travel is stopped. It is desirable to wait for a while and end the automatic running only when the situation does not improve, and to make necessary repairs or the like.

In addition, when stopping the base|substrate 1, you may give warning, such as the effect of stopping the base|substrate 1 beforehand, that a problem arose, and the content of a problem. In addition, when stopping the body 1, it is preferable not to decelerate rapidly, but to decelerate gradually until the body stops.

When the base body 1 stops on an incline, such as an entrance and exit of a pavement, the base body 1 may slip and fall on an incline. In this case, the angle of the swash plate of the continuously variable transmission 9 may be adjusted in the direction of increasing the inclination, rather than the neutral position. For example, when the aircraft 1 is stopped in the middle of going down an inclination to break into the pavement, the control unit 30 moves the angle of the swash plate of the continuously variable transmission 9 in the reverse direction. Thereby, since the base body 1 is driven in the direction opposite to the sliding direction, it can suppress that the base body 1 slips and the base body 1 can be stopped.

In addition, when the body 1 is stopped and the angle of the swash plate of the continuously variable transmission device 9 is operated to the neutral position, if the host vehicle position calculated using the positioning unit 8 is moved, continuously variable speed according to the host vehicle position The angle of the swash plate of the device 9 may be adjusted and controlled so that the stopped state is maintained.

In addition, in addition to the angle of the swash plate of the continuously variable transmission 9, in order to maintain the stop of the base body 1 on a slope etc., the engine rotation speed may be controlled together.

[Battery capacity control]

Some of the various apparatuses mounted on a rice transplanter operate with the electric power supplied from the battery 73 (refer FIG. 2). Each of these devices uses a different amount of power when operating. For example, the blower of the fertilization apparatus 4 (refer FIG. 1) consumes a large amount of electric power. The battery 73 is charged during operation of the engine 2 (see FIG. 1 ). However, in a work run in which a device with high power consumption is operated, power may be consumed exceeding the charge amount of the battery 73 , and the remaining amount of the battery 73 may decrease. For this reason, when the remaining amount of the battery 73 is less than the predetermined amount, even if an operation to stop the engine 2 is made, it is better to keep the engine 2 operated for a while in order to charge the battery 73. desirable.

The battery 73 is provided with a sensor (one of the sensor group 1A shown in FIG. 5) for measuring the charge amount. The engine 2 is stopped and started by operation of a key or the like. When the operation to stop the engine 2 is performed, if the amount of charge by the sensor provided in the battery 73 is equal to or less than a predetermined value, the control unit 30 does not immediately stop the engine 2, but the engine 2 continues to charge the battery 73, and then stops the engine 2 . After the stop operation of the engine 2, while the battery 73 is being charged (engine operation continuation period), even if the engine 2 is operating, travel and work are stopped. That is, during this time, the swash plate of the continuously variable transmission 9 maintains a neutral position, a planting clutch etc. are interrupted|blocked, and a brake will be in a braking state. In addition, at least one of the main shift lever 7A and the sub shift lever 7B may be held in the neutral position.

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

In addition, when a device with a large power consumption is used during operation of the engine 2 , or when the remaining amount of the battery 73 decreases, control to increase the engine speed may be performed. By raising the engine speed, charging of the battery 73 is promoted.

In addition, although the control unit 30 may perform the control regarding the charging of the battery 73 and operation of the engine 2 mentioned above, it is built in the control unit 30 or is provided separately from the control unit 30 . A functional block such as a charging control unit (not shown) may be performed.

[Sub shift lever]

The sub-shift lever 7B (refer to FIG. 1) is used for the operation of switching the traveling vehicle speed between the working speed during work and the moving speed during movement. For example, the movement between pavements is performed at a moving speed, and a planting operation etc. are performed by a work speed.

In general, the traveling speed is faster than the working speed. In addition, the seedling planting apparatus 3 is a work speed. WHEREIN: It is controlled so that the daytime planted by a pavement may become constant. As a result, when a planting operation|work is performed at a moving speed|rate, planting will not be performed in a predetermined|prescribed week, but there exists a possibility that an appropriate planting operation|work cannot be performed. Therefore, it is preferable that the control unit 30 be controlled so that the operation is not started unless the sub-shift lever 7B is operated to the operation speed side. For example, the control unit 30 controls so that a planting clutch may not be connected, unless the sub-shift lever 7B is operated to the working speed side. As a result, it is possible to travel at a traveling vehicle speed suitable for the operation and perform an appropriate operation. In addition, in order to confirm the operation position of the sub-shift lever 7B, it is preferable that a potentiometer is also provided in the sub-shift lever 7B.

Moreover, when starting a work run after moving between pavement, it is more preferable that the sub-shift lever 7B is operated to a neutral position. That is, it is preferable that start operation of operations, such as a planting operation, becomes effective only in the state in which the sub-shift lever 7B was operated by the neutral position. Specifically, after the sub-shift lever 7B is operated to the neutral position, the operation start operation is performed, and then, the operation is started by operating the sub-shift lever 7B at the working speed. In addition, when the operation of starting operation is performed, if the sub-shift lever 7B is not in the neutral position, a notification may be given to urge the operation of the sub-shift lever 7B to the neutral position.

Also, when the engine 2 is continued to operate in order to charge the battery 73 as described above, it is preferable to make the auxiliary shift lever 7B take the neutral position. Thereby, during the operation of the engine 2 and during the subsequent restart of the engine 2, the auxiliary shift lever 7B is in the neutral position, so that the aircraft 1 is prevented from traveling inadvertently. do. As another embodiment, when the main shift lever 7A and the swash plate are positioned in neutral, or when a brake operation is performed, the sub shift lever 7B may automatically return to neutral.

Moreover, there is a problem when the base body 1 travels at the time of inspection and maintenance. Therefore, it is preferable to set it as the structure which can perform inspection and maintenance only when the sub-shift lever 7B is operated to a neutral position. When inspection/maintenance is performed and the sub-shift lever 7B is not in the neutral position, a notification may be issued to urge the operation of the sub-shift lever 7B to the neutral position.

At the time of replenishing mat-like wool, replenishing a chemical|medical agent, etc., the base|substrate 1 approaches the headpiece which is the edge part of a package. The automatic running rice transplanter detects an obstacle, and when an obstacle is detected, a driving|running|working will be stopped. Therefore, even if it tries to make it approach the edge part of a pavement, a head is detected as an obstacle, and it cannot drive normally. Then, when the rice transplanter of this embodiment moves the base|substrate 1 to the edge part of a pavement, it is equipped with the function which can temporarily stop obstacle detection, and can approach the edge part of a pavement in the state which is not detected as a headworm obstacle do.

[Sonar arrangement configuration]

An arrangement configuration of the sonar will be described with reference to FIGS. 1 to 3 and FIGS. 12 to 14 .

The rice transplanter of this embodiment can automatically run. If there is an obstacle in front of the traveling direction or around the aircraft 1 at the time of starting or during automatic travel by automatic travel, a problem may arise in travel and work. Therefore, the rice transplanter of this embodiment is equipped with the sonar sensor 60 as an example of the obstacle detection apparatus (one of sensor group 1A shown in FIG. 5) which detects the obstacle around the base|substrate 1 . Although the detection of an obstacle is basically performed during automatic driving, it may be configured such that the obstacle is detected during manual driving.

Specifically, for example, the sonar sensor 60 includes four front sonars 61 for detecting obstacles in the front region of the body 1 and two sonar sensors for detecting obstacles in the rear region of the body 1 . It is composed of two rear sonars 62 and two transverse sonars 63 for detecting obstacles in the lateral region of the body 1 . The traveling vehicle speed when the body 1 travels straight forward in the forward direction is often faster than the traveling vehicle speed at the time of reverse traveling and turning traveling. Therefore, the number of the front sonars 61 which detects obstacles in the front area|region of the base body 1 is provided more than the rear sonar 62 and the transverse sonar 63. As shown in FIG. This makes it possible to detect an obstacle with high accuracy even when the traveling vehicle speed is high and the vehicle travels in a straight line.

Two of the front sonar 61 are provided side by side in the left-right direction of the base body 1 on the side surface of the front-end part of step 14A. The other two of the front sonar 61 are supported by stays 61A projecting forward from the left and right spare mother support frames 17, respectively. The heights of the four front sonars 61 are approximately the same.

As shown in FIG. 13 , the detection range in the plane direction of each front sonar 61 (a detection range viewed in a plane) spreads from the front sonar 61 in a fan shape. The detection range in the forward direction of the front sonar 61 is adjusted so as to ensure a length at which the aircraft 1 can stop in front of the obstacle after detecting the obstacle when traveling at the maximum traveling vehicle speed. The front sonar 61 is arranged so that at least a part of detection ranges in the horizontal direction of adjacent front sonars 61 overlap each other. Thereby, the detection precision of an obstacle increases. As another embodiment, the detection range of the sensor may be automatically adjusted according to the vehicle speed. Accordingly, it is possible to detect an obstacle in the optimal detection range without increasing the detection range more than necessary when traveling at a low speed.

As shown in FIG. 12, in order to support the chemical|medical agent spraying apparatus 18, the back sonar 62 is supported by the support structure 62A supported by the seedling apparatus 3 etc. The two rear sonar 62 are arrange|positioned at each of the sides of the left-right direction from the chemical|medical agent dispersion device 18, and the mount height of the rear sonar 62 is the height substantially the same as the upper end of the chemical|medical agent dispersion device 18.

The rear sonar 62 mainly detects an obstacle at the time of reversing. As shown in FIG. 13 , the detection range in the plane direction of each rear sonar 62 spreads from the rear sonar 62 in a fan shape. Each of the rear sonars 62 is arranged in a slightly outward orientation rather than just behind it, so that the detection range of each rear sonar 62 is biased in a slightly outward orientation. Thereby, in the rear of the base body 1, a wide detection range in the left-right direction of the base body 1 can be ensured. The rear sonar 62 is arranged so that at least a part of detection ranges in the horizontal direction of the two rear sonar 62 overlap each other. Thereby, the detection precision of an obstacle increases.

The transverse sonar 63 is provided on the side of the side end of the body 1 (rear step 14C) on the side of the driver's seat 16, behind the step 14A. The rear step 14C is disposed at a higher position than the step 14A. Therefore, the influence of mud splashing from a rear wheel etc. can be suppressed. As another installation position, the horizontal sonar 63 may be installed in the spare mother support frame 17 located in the face of 14 A of steps.

The transverse sonar 63 detects the periphery of the raising/lowering area of the step 14A, and detects an obstacle on the side of the base body 1 . There is a problem if a person tries to get on and off the driving unit 14 at the start of the automatic driving. In particular, the transverse sonar 63 detects a person or the like who is going to get on and off the driving unit 14 .

As shown in FIG. 12 , the detection range in the plane direction of each transverse sonar 63 spreads from the front sonar 61 in a fan shape. A person getting on and off the driving unit 14 mainly gets on and off the side of the driver's seat 16 and in front of it. Moreover, the fertilization apparatus 4 etc. are provided behind the driver's seat 16, and it is hard to think that a person goes up and down from the direction. Therefore, the detection range in the plane direction of the sonar 63 inclines forward slightly from the side of the base body 1 . In addition, a preliminary mother support frame 17 protrudes in the left-right direction in front of the base body 1 . The front end of the detection range in the plane direction of the transverse sonar 63 is a spare mother support frame 17 so that the transverse sonar 63 does not detect the spare mother support frame 17 or the spare mother storage device 17A. It is set to become more rearward.

The sonar sensor 60 detects an object existing within a specific detection range as described above. In addition, if the muddy surface of the pavement exists in the detection range, the sonar sensor 60 will detect the muddy surface as an obstacle. When a muddy surface is detected as an obstacle, automatic running is not started and running is not continued. Therefore, the detection range of the sonar sensor 60 is adjusted so as not to detect a mud surface.

As shown in Fig. 14, the sonar sensor 60 is supported slightly upward and adjusted so as not to detect a muddy surface while ensuring a predetermined detection distance. That is, at a predetermined detection distance, the sonar sensor 60 is adjusted so that the lower end of the detection range does not reach the muddy surface. Moreover, since the base body 1 swings up and down along with running, it becomes easy to detect a muddy surface with up and down movement. In addition, mud lumps generated at the time of turning exist in canis and the like, and a mud lump protruding from the mud surface may be misdetected in some cases. Therefore, a certain amount of margin may be considered for the distance from the muddy surface to the lower end of the detection range. In this way, the detection range (detection range viewed from the side) in the vertical direction of the sonar sensor 60 is adjusted in consideration of the required detection distance and not detecting a mud surface, thereby ensuring an appropriate detection range do.

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, or a situation where the detection of an obstacle with a relatively low height from a relatively muddy surface, such as a crouching person, is considered, the gas (1) It is preferable that the detection range be adjusted so as to detect an obstacle with a low height at a position close to the . In this case, the sonar sensor 60 is supported slightly downward, and adjusted so that the lower area in the vicinity of the base body 1 may be included in a detection range. In addition, at this time, a mud surface or the like is detected more than necessary. Therefore, it is preferable to analyze the detection pattern of the muddy surface, determine whether the detected obstacle is a muddy surface, and control so as not to recognize it as an obstacle even if the muddy surface is detected.

In addition, the front sonar 61 is not limited to the structure supported by the step 14A or the spare mother support frame 17, As long as an appropriate detection range can be ensured, it can be arrange|positioned at arbitrary positions. For example, the front sonar 61 may be supported by the engine bonnet 2B, and may be supported by the extension member supported by the base body 1 . In addition, the front sonar 61 may be provided in the vicinity of the positioning unit 8, instead of the four front sonars 61, or in addition to the four front sonar 61, the positioning unit 8 It may be provided nearby.

In addition, in order to stabilize a detection state, it is preferable that the sonar sensor 60 is supported by the position where an arrangement position does not move during detection of an obstacle. It is preferable that the rear sonar 62 is also arranged at a position where the arrangement position does not move (non-movable part), but it can be arranged at any position as long as an appropriate detection range can be ensured. For example, the rear sonar 62 is a tool bar which supports a working device, the planting case of the seedling device 3, the sliding plate 3A, the sliding plate guard 3B, the seedling mounting stand 21. ) may be provided on a pole, etc.

Moreover, the rear sonar 62 is close also from the rear wheel 12B, and it is easy to be influenced by mud splashing. Therefore, it is preferable that the rear sonar 62 is provided at a high position of the ground height separated from the mud surface. For example, the rear sonar 62 may be provided in the upper end of the bristle mounting table 21 . The hair loading table 21 has an inclination that is inclined forward as it faces 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 bristle mounting table 21, the rear sonar 62 is suppressed from erroneously detecting the bristle mounting table 21, and an appropriate detection range is efficiently secured. can do.

In addition, the rear sonar 62 may be provided in the area|region above the mud cover 18A provided in the chemical|medical agent spraying apparatus 18. The chemical|medical agent spraying apparatus 18 may be equipped with the mud cover, and by providing the rear sonar 62 in the area|region above the mud cover, it is suppressed that mud adheres to the rear sonar 62. Similarly, the rear sonar 62 may be provided in the area|region above rather than the upper end of the planting transmission case 3D of the seedling apparatus 3, and the mud scattering prevention cover 3E with which the seedling apparatus 3 is equipped. It is better if it is provided in the area above it. In addition, a dedicated cover may be provided in the region below the sonar 62 . In addition, the rear sonar 62 may be provided in the upper part of the fertilization apparatus 4, powder or granular feeders, such as an insecticidal disinfectant, a herbicide, or a direct sowing machine, or in the area|region above these.

In addition, the two rear sonars 62 are each arranged toward the slightly outward orientation of the base body 1 . Therefore, the detection ranges in the horizontal direction of the two rear sonar 62 are provided extensively while overlapping each other in part. In addition, three or more rear sonar 62 may be provided, and a wide detection range may be secured while overlapping each other's detection ranges in part. In this case, each rear sonar 62 is not required to be disposed toward a slightly outward orientation of the aircraft 1, and the arrangement direction of each rear sonar 62 is arbitrary, and some or all of the rear sonar is not required. The detector 62 may be disposed facing slightly inwardly or directly behind the body 1 . For example, the some rear sonar 62 may be arrange|positioned side by side along the hair|bristle mounting base 21.

In addition, the two rear sonar 62 are arrange|positioned in the positional relationship which pinches|interposes the chemical|medical agent spraying apparatus 18. Thereby, obstacles, such as a person in the vicinity of the chemical|medical agent spraying apparatus 18, can be detected appropriately. The detection range of such a rear sonar 62 is set to the area|region which does not include the chemical|medical agent spraying apparatus 18 in a detection range in order not to detect the chemical|medical agent spraying apparatus 18 erroneously. In addition, the chemical|medical agent spraying apparatus 18 is not necessarily equipped with a rice transplanter. In this case, the area|region where the chemical|medical agent spraying apparatus 18 is arrange|positioned does not enter the detection range of the rear sonar 62. A specific member may be provided in this area, at least in order to restrain a person from entering the area.

Each sonar sensor 60 may be provided inside the base body 1 rather than the edge part of the base body 1 . Since the detection range of each sonar sensor 60 spreads in a fan shape, the sonar sensor 60 is provided inside the end of the body 1, so that the blind spot of the detection range around the body 1 is reduced. , it becomes easy to detect an obstacle in a region closer to the periphery of the base body 1 . In addition, in order to suppress the mud from adhering to each sonar sensor 60, each sonar sensor 60 is the inside of the base body 1, ie, the base body 1 in planar view, for example, step 14A ) and is preferably disposed in a position overlapping.

Conversely, each sonar sensor 60 may be provided in the front-end|tip part of the base body 1 . If each sonar sensor 60 is provided inside the base body 1, there is a possibility that the base body 1 itself may be incorrectly detected as an obstacle. If each sonar sensor 60 is provided in the front-end|tip part of the base body 1, the possibility of incorrectly detecting the base body 1 itself as an obstacle is reduced. In this case, it is preferable that a fender member is provided under each sonar sensor 60 .

In addition, the front sonar 61 may be provided above the axle of the base body 1, Preferably it is above the upper end of the axle, More preferably, it may be arrange|positioned above the lower end of the step 14A. The front sonar 61 may be provided below the upper end of the positioning unit 8, preferably below the upper end of the steering wheel 10, more preferably below the upper end of the step 14A may be provided. In addition, the front sonar 61 may be provided in the spare mother support frame 17 . By arranging the front sonar 61 at a position spaced apart from the muddy surface in this way, it is easy to set a detection range capable of detecting an assumed obstacle with higher precision while suppressing detection of the muddy surface. Moreover, the front sonar 61 may be provided in the engine frame 1F or the step frame 1G.

In addition, the front sonar 61 may be provided with the structure in which an arrangement position can be adjusted. For example, the front sonar 61 is supported via a stay, and a configuration in which a position for supporting the front sonar 61 of the stay can be selected, but the stay supporting the front sonar 61 is the front It may be configured to be deformable so that the arrangement position of the sonar 61 can be changed.

In addition, the sonar sensor 60 may be configured such that the posture is changed to the used state in the state of detecting the obstacle, and the posture is changed to the stored state in the state where the obstacle is not detected. For example, it is set as the structure in which the detection part of the sonar sensor 60 is hidden behind another member in a housed state, or a detection part faces upward. Thereby, adhesion of contamination, such as mud, to the sonar sensor 60 is suppressed in the state in which an obstacle is not detected, and it is easy to maintain the state in which the obstacle detection is performed appropriately in the obstacle detection state.

In addition, each adjacent sonar sensor 60 is not limited to the structure in which at least a part of mutual detection range overlaps, As long as a detection range can be ensured suitably, the structure without an overlapping area may be sufficient.

In the front-back direction of the base body 1, it is desired to improve the detection precision of the area|region of the central part of the left-right direction of the base body 1 in some cases. In this case, at least either of the front sonar 61 and the rear sonar 62 may be arranged so as to approach the center of the body 1 in the left-right direction.

In addition, the detection range of each sonar sensor 60 may be changed according to the position of the base body 1, a traveling vehicle speed, and an operation situation. The position of the base body 1 is judged from the position information of the base body 1 and the pavement map, and is the distance to the headboard, the distance from the outer periphery of the pavement, whether it is an outer circumferential path (ORL), and the like. The outer periphery of the pavement is an electronic boundary or the like defined in the pavement map as the boundary portion of the pavement. In addition, the detection range of each sonar sensor 60 may obtain|require the position to drive next from a predetermined travel route and a pavement map, and may be changed according to the situation of the travel route, or work content.

[Sonar ECU]

The sonar ECU will be described with reference to FIGS. 1 to 3 .

The sonar sensor 60 is controlled by the sonar ECU 64 (corresponding to a detection control device).

The sonar ECU 64 controls the operation of the sonar sensor 60 , and acquires a detection result and transmits it to the control unit 30 (refer to FIG. 5 ). In this embodiment, as sonar ECU 64, front sonar ECU 64A and rear sonar ECU 64B are provided. The four front sonars 61 are controlled by the front sonar ECU 64A, and the two rear sonars 62 and the two transverse sonars 63 are controlled by the rear sonar ECU 64B. do. A large number of signal wirings, power supply wirings, and the like are arranged between the front side area and the rear side area of the base body 1 . Therefore, the front sonar ECU 64A connected to the sonar sensor 60 (front sonar 61) disposed in front of the body 1, and the sonar sensor disposed at the rear of the body 1 ( 60) Rear sonar ECU 64B connected to (rear sonar 62 and transverse sonar 63) is assigned front and rear and is arranged. Thereby, it is suppressed that wirings, such as signal wiring and power supply wiring connected to the sonar sensor 60 and the sonar ECU64, are arranged over the front and back of the base body 1, and wiring of the base body 1 Efficiency is improved.

The front sonar ECU 64A is provided in the front region of the base body 1 and is supported by, for example, the left lateral side surface of the stacked back support member 74 supported by the spare mother support frame 17 . The wirings such as communication wiring and power wiring for data communication between the front sonar ECU 64A and each of the front sonars 61 are connected to each of the front sonars 61 by the front sonar 61 . In the vicinity of , it is integrated into one, and the integrated one wiring is connected to the front sonar ECU 64A.

In addition, since the front sonar ECU 64A is supported on the left lateral side of the stacking light support member 74 , it is possible to easily detach from the outside of the body 1 . For this reason, it is possible to mount the front sonar 61 later, and repair and replacement of front sonar ECU 64A also become easy.

The rear sonar ECU 64B is provided in a region on the rear side of the body 1 , and is disposed in, for example, a region surrounded by each of the rear sonars 62 and each of the transverse sonars 63 . The rear sonar ECU 64B is supported on the left lateral side surface of the body frame 1E in the region below the driver's seat 16, which is in the vicinity of the left lateral sonar 63 . In addition, wirings, such as communication wiring and power supply wiring which perform data communication between rear sonar ECU 64B, each rear sonar 62, and each horizontal sonar 63, each rear sonar 62 and each A communication wiring connected to the transverse sonar 63 is integrated into one, and one integrated wiring is connected to the front sonar ECU 64A. Thereby, wiring of each rear sonar 62, each transverse sonar 63, and rear sonar ECU 64B is performed efficiently.

Moreover, a hydraulic hose etc. are arrange|positioned in the area|region on the right side of the base body 1 . Therefore, since the rear sonar ECU 64B is provided in the left region of the body, wirings connected to the rear sonar ECU 64B and the rear sonar ECU 64B do not interfere with hydraulic hoses or the like, and The damage is suppressed, and in addition, the attachment and detachment of wirings becomes easy.

In addition, since the rear sonar ECU 64B is supported by the left lateral side surface of the body frame 1E, it is possible to easily detach from the outside of the body 1 . For this reason, it is possible to mount the rear sonar 62 and the transverse sonar 63 later, and also repair/replacement of the rear sonar ECU 64B becomes easy.

There is a limit to the number of sonar sensors 60 connectable to the sonar ECU 64 . Therefore, in this embodiment, two sonar ECU64 are provided. When one sonar ECU 64 can control all the sonar sensors 60 , it is preferable that one sonar ECU 64 is provided in the central part of the body 1 . Thereby, wiring efficiency can be optimized.

In addition, it is preferable that the total number of the sonar sensors 60 to be mounted shall be an integer multiple of the limit of the sonar sensors 60 connectable to the sonar ECU64. That is, it is desirable to provide as many sonar sensors 60 as possible with respect to the limitation of the sonar ECU 64 . Thereby, the detection precision of an obstacle can be improved.

In addition, if the number of sonar sensors 60 that can be mounted has a margin, it is not necessary to make the number of front sonars 61 larger than the number of rear sonars 62, and the same number may be used. Thereby, the obstacle detection precision of the rear sonar 62 can be improved.

Note that, in the above description, a configuration example in which the sonar sensor 60 is used as the obstacle detecting device is described. However, the obstacle detecting device is not limited to the sonar sensor 60, and any device capable of detecting an obstacle is used. Can be used.

For example, as the obstacle detecting device, a laser sensor or a contact sensor can be used.

Moreover, the periphery of the base body 1 may be image|photographed with an imaging device, and it may be set as the structure in which an obstacle is detected by image analysis. Image analysis can also be performed using the learned model produced|generated by machine learning, and can be performed by arbitrary means using artificial intelligence.

[detection by sonar sensor]

A configuration for detecting an obstacle by the sonar sensor and travel control according to the detected content will be described with reference to FIGS. 1 to 3 and FIGS. 12 to 14 .

The sonar sensor 60 detects an obstacle in the vicinity of the body 1, and in automatic driving, the control unit 30 (refer to FIG. 5) controls the automatic driving according to the detection content of the obstacle. Specifically, such control can be performed by a function block such as an automatic travel control unit or an obstacle handling unit built in the control unit 30 including the microcomputer 6 for automatic travel and the like, and these function blocks include , may be provided separately from the control unit 30 .

When the aircraft 1 starts by unmanned automatic running (at the time of unmanned automatic running start), if an obstacle is detected, start is suppressed and running is not started (startup suppression mode). For example, at the start of unmanned automatic driving in the forward direction, the detection results of the front sonar 61 and the transverse sonar among the sonar sensors 60 are used, and the front sonar 61 and the transverse sonar are used. When the detector 63 detects an obstacle, the start is suppressed and travel is not started. In addition, when starting unattended automatic driving in reverse, the detection results of the rear sonar 62 and the transverse sonar 63 among the sonar sensors 60 are used, and the rear sonar 62 and the transverse sonar ( 63) detects an obstacle, the start-up is suppressed and running is not started. At this time, the transverse sonar 63 detects the periphery of the lifting step (step 14A), which is a boarding area through which the driver passes when boarding, and in particular, detects a person who is about to get on and off the driver 14 . .

During driving by unmanned automatic driving, an obstacle is detected, and when the obstacle is detected, control such as stopping the automatic driving is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during driving by unmanned automatic driving, driving is stopped or the traveling vehicle speed is decelerated. For example, when the aircraft 1 travels in a straight line by unmanned automatic driving, the detection result of the front sonar 61 is used, and when the aircraft 1 travels backward by unmanned automatic driving, the rear sonar 62 is used. of detection results are used. In addition, when turning by unmanned automatic driving, the detection result of the lateral sonar 63 may be used in addition to these, and the detection result of only the lateral sonar 63 in the turning direction may be used. In addition, when traveling is stopped, the traveling vehicle speed may be gradually decelerated, and the base body 1 may finally be stopped. In addition, the obstacle detection may be performed at the time of the reciprocating work traveling which travels on the inner reciprocating path IPL, and the obstacle detection may be performed also at the time of the outermost periphery planting (outermost periphery work travel).

In addition, when an obstacle is detected in the start suppression mode and the obstacle detection mode, 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 lowering. Thereby, when it is confirmed that the detected obstacle does not interfere with running, or when an obstacle is removed, running can be started/resumed promptly. In addition, when an obstacle is detected by the sonar sensor 60, the effect that an obstacle was detected may be notified. For example, the control unit 30 controls the voice alarm generating device 100 to notify the voice alarm generating device 100 . In addition, the notification that an obstacle has been detected may be notified in a predetermined display pattern to the stacking lamp 71 or the center mascot 20 to be described later, or to the remote control 90 or mobile terminal possessed by the work vehicle. The terminal 5 or the like may be notified.

In addition, control of running using the detection result of the sonar sensor 60 is not limited to the case of unmanned automatic running, You may perform at the time of manned automatic running or manual running. In particular, on the outer circumferential path ORL (refer to FIG. 4 ), work travel is performed by manned automatic travel or manual travel. There are many obstacles such as water polo on the outermost periphery of the pavement. Therefore, the obstacle detection using the sonar sensor 60 may be performed also in the outermost periphery work travel by manned automatic travel or manual travel. In addition, at the time of manned automatic driving or manual driving, driving control using the detection result of the sonar sensor 60 may be performed only in the area|region where there are many obstacles, such as an apparatus. In addition, if the driver 14 is configured to detect whether or not the driver is on board, and it is not possible to detect that the driver is in the driver 14 even in manned automatic driving or manual driving, Control of traveling using the detection result of the sonar sensor 60 may be performed. In addition, the detection of whether or not the driver is riding in the driving part 14 can be performed by the seating sensor 16A etc.

As described above, the detection range of the sonar sensor 60 is set so as not to detect the mud surface. Since the state of the pavement varies, there are cases in which it is easy to detect a muddy surface even with this setting. Here, since the aircraft 1 is stopped at the start of unmanned automatic driving, it is easy to determine whether the detected obstacle is a muddy surface. Based on this, at the start of unmanned automatic driving, when an obstacle is detected, the control unit 30 determines whether it is a muddy surface or not, and when it is determined that it is a muddy surface, the detection result indicating that an obstacle is not detected You can edit (ignore) it.

As a result, the control unit 30 can control the automatic running by recognizing that it is not an obstacle even if it detects a mud surface, so that the case where the start is suppressed by detecting an obstacle more than necessary is reduced, and smooth automatic running is achieved. it becomes possible In addition, the determination of whether it is a mud surface may be performed by the obstacle determination part. The obstacle determination unit may be incorporated in the control unit 30 , or may be provided outside the control unit 30 .

In addition, at the time of unmanned automatic driving start (oscillation suppression mode), when the sonar sensor 60 detects only the fluctuation|variation object, such as a moving person, you may control by detecting an obstacle. The state in which it is necessary to suppress the departure at the time of the unmanned automatic driving start is a state in which a person is going to get on and off the driving unit 14 in many cases. Therefore, by making only a moving object such as a person a detection target (an obstacle to be considered during automatic travel), erroneous detection is suppressed, and appropriate control can be performed at the start of unmanned automatic travel. Determination of whether the object is a moving object such as a person is performed by the obstacle determination unit. The obstacle determination unit can also determine the obstacle by image analysis or the like, or by inputting a captured image into machine-learned learning data.

In addition, the detection result itself of the sonar sensor 60 in which a detection result is not used according to a running state may continue detection itself, and may be in a non-use state, such as a power supply being OFF.

The rear sonar 62 is supported by the seedling apparatus 3, and the seedling apparatus 3 goes up and down according to a planting operation|work travel. As a result, during the planting operation, the seed planting device 3 is in a descending state, and the rear sonar 62 exists in the position where it is easy to detect a mud surface. In addition, it is a forward state during a planting operation, and there is little necessity to detect a hindrance object. From the above, forward work travel WHEREIN: On condition that the model planting apparatus 3 is descending, the rear sonar 62 may be in a non-use state. The state in which the seedling device 3 is descending can also be detected by the sensor (one of the sensor group 1A shown in FIG. 5) which detects the state of the raising/lowering link 13a, and the marker 19 It can also be determined by whether the posture and the leveling float 15 are grounded.

In addition, the rear sonar 62 may be controlled so as to recognize only an approaching object as an obstacle when moving backward. At this time, when the seedling device 3 is in the raised position, the obstacle in the high position from the mud surface is easily detected, and it is easy to detect the obstacle which invades the back of the base body 1 .

In addition, whether an obstacle is approaching can be determined by the obstacle determination part.

In addition, as described above, the transverse sonar 63 has a smaller detection range in the plane direction than other sonar sensors 60 so as not to erroneously detect the spare mother support frame 17 as an obstacle.

However, depending on the arrangement position of the spare mother support frame 17 or the arrangement position of the transverse sonar 63, if there is little risk of erroneous detection, the detection range of the transverse sonar 63 is different sonar sensor 60 It may be the same or more.

In addition, the magnitude of the detection range of the sonar sensor 60 may be different in the oscillation suppression mode and the obstacle detection mode. For example, the size of the detection range of the sonar sensor 60 is larger in the oscillation suppression mode than in the obstacle detection mode. As the detection range of the sonar sensor 60 increases, the detection range in the vertical direction also increases, making it easier to detect a muddy surface. As described above, since the base body 1 is stopped in the start-up suppression mode, the detection result can be disregarded in the subsequent control by determining whether it is a muddy surface or not, and even when a muddy surface is detected. On the other hand, in the obstacle detection mode, the base body 1 is in a running state, and it is easy to detect a muddy surface, and it is also difficult to determine whether the detected obstacle is a muddy surface. Therefore, in the obstacle detection mode, in order to suppress the detection of the muddy surface, it is preferable to make the detection range small.

In the working travel in the inner reciprocating path IPL (refer to FIG. 4 ), the base body 1 approaches the head as it travels. The head is higher than the mud surface, so it is easy to be detected by the sonar sensor 60 . In automatic driving, turning is performed on the turning path generated in consideration of the head, so that the sonar sensor 60 does not need to detect the head more than necessary. Therefore, the magnitude|size of the detection range of the sonar sensor 60 may be arbitrarily changeable. For example, in working travel on the internal reciprocating path (IPL), if the distance from the body 1 to the headboard is within a predetermined distance, the closer the distance to the headboard, the closer the sonar sensor 60 is. The length of the detection range is controlled to be shortened.

In addition, at the time of turning driving, the detection range of the sonar sensor 60 located inside a turning may become large. For example, forward travel WHEREIN: Among the front sonars 61, the detection range of the one or a plurality of front sonars 61 located inside a turning may become large. If the front sonar 61 can detect an obstacle in a region through which the base body 1 passes by turning traveling, the risk that the base body 1 will come into contact with the obstacle can be sufficiently reduced. Therefore, the front sonar 61 should just be a structure which can detect the locus|trajectory of the front side outermost end of the base|substrate 1 drawn along a turn. For example, when the front outermost end of the body 1 is the front outermost end of the spare hair storage device 17A, the locus drawn by the front outermost end of the spare hair storage device 17A is included in the detection range. it will be Thereby, the risk of detection omission is reduced.

Similarly, backward travel WHEREIN: Among the rear sonars 62, the detection range of the rear sonar 62 located inside a turning may become large. The rear-side outermost end of the base body 1 is the rear-side outermost end of the sliding plate guard 3B. Therefore, the locus drawn by the rearmost outermost end of the sliding plate guard 3B should just be included in the detection range. When turning on the headland, there are often cases where an assistant worker or the like waits in the pavement on the opposite side to the turning direction. By adopting the above configuration in such a case, the detection range is widened to the opposite side of the base body 1 with respect to the position where the auxiliary worker waits, and the possibility of erroneously detecting the auxiliary worker as an obstacle and stopping the machine is reduced.

In addition, the sonar sensor 60 may be configured to operate at the time of use, for example, when unmanned driving starts, but when the engine 2 is started, the sonar sensor 60 also operates to detect an obstacle, It may be configured such that the detection result is not used until it is started (until it is used). When automatic driving is controlled using the detection result, a notice to that effect is notified by the voice alarm generating device 100 or the like.

As described above, the sonar sensor 60 may erroneously detect an object that does not interfere with work travel as an obstacle. When the supervisor can confirm whether the object does not interfere with the work running, it is preferable to start the running or to continue the running. Therefore, when the supervisor can determine that it is an object that does not interfere with work travel, it may be configured such that the detected obstacle is not considered temporarily. For example, a button operation capable of temporarily not considering (ignoring) the detected obstacle is prepared on the remote control 90 . The period for ignoring the detected obstacle may be a predetermined period of time, a button operation for resuming consideration of the detected obstacle may be separately prepared, configuration may be sufficient. Alternatively, the period in which the detected obstacle is ignored may be a period in which the vehicle travels only by a predetermined distance. Such button operation may be a hidden command that is not initiated as a normal operation of the remote control 90 . In addition, button operation is good also as complicated operation in order to suppress an operation error. For example, an operation that is frequently operated and can be immediately re-executed even if it is erroneously operated can be operated with one button of the remote control 90, and an operation that cannot be easily performed once, such as automatic driving start, cannot be easily performed again. You may make it operate two or more buttons simultaneously. In addition, one of the two or more buttons may be a function button.

Such operation may have a configuration in which announcement is made by voice and is performed while referring to the announcement. Moreover, the structure in which this operation becomes effective only after such an operation is performed after an announcement may be sufficient.

A sensor other than the sonar sensor 60 (one of the sensor groups 1A shown in FIG. 5 ) may be separately provided, and this sensor may detect the size of an obstacle. The sensor may be configured to analyze an image photographed by the imaging device, or may be a laser sensor irradiated to an obstacle, or may be arbitrary as long as the size can be detected. In addition, when the sonar sensor 60 detects an obstacle, this sensor detects the size of an obstacle, and when it is less than a predetermined size, it may be set as the structure which does not recognize an obstacle.

In addition, by operation of the remote control 90 or the information terminal 5, the operation of the sonar sensor 60 is stopped/started, and the start/stop of whether to perform control accompanying detection of an obstacle is selected. may be done as

In addition, when an obstacle is detected, the angle of the swash plate of the continuously variable transmission 9 is shifted to neutral or maintained neutral. In this state, the sonar sensor 60 does not detect the obstacle or ignores it even if detected It may be configured as In addition, after a predetermined period has elapsed thereafter, the detection and processing of the obstacle using the sonar sensor 60 may be restarted. At this time, in the state with many obstacles to be detected which are traveling along the head, the structure in which a detection and a process are not restarted may be sufficient. Whether or not it is a state with many obstacles may be judged from positional information and a pavement map, and may be judged by image analysis using an imaging device.

The detection and processing of the obstacle may not be automatically restarted, but may be resumed only after a specific artificial operation is performed. In addition, it may be determined by image analysis using the imaging device whether or not automatic running is appropriately started, and when it is determined that automatic running has been appropriately started, the detection and processing of the obstacle may be restarted.

[Sonar control when replenishing a baby]

Control of the sonar sensor 60 at the time of hair replenishment is demonstrated using FIGS. 1-4, and FIGS. 12-14.

The rice transplanter replenishes the seedlings when hair exhaustion occurs. In the case of hair replenishment, the base body 1 is brought close to the head of the hair replenishment side SL by forward travel. When the hair supply is finished, the aircraft 1 moves backward and returns to the travel route.

During the supply of mothers, a working vehicle comes and goes around the aircraft 1 . Therefore, it is preferable to stop the operation of the sonar sensor 60 during hair replenishment. Alternatively, it is preferable to ignore even if the sonar sensor 60 detects an obstacle during hair replenishment. Also, even if an obstacle is detected during automatic travel, automatic travel is terminated, and the automatic travel setting information and the like are erased. When an obstacle is detected during hair replenishment, the automatic running may not be ended but the automatic running may shift to a temporary stop state. Thereby, work travel can be resumed quickly.

Then, when the hair replenishment is finished and returning 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 a process in consideration of the detected obstacle. In addition, there is a high possibility that the working vehicle approaches the base 1 immediately after the hair replenishment is completed. Therefore, you may operate the transverse sonar 63 at the time of backward movement after hair supply is complete|finished. In addition, at the time of this backward movement, there is a headpiece in the near position in front of the base body 1 . For this reason, it is preferable to operate the front sonar 61 at least until the inner area IA of the pavement is reached, even when reversing. In addition, the same control may be performed at the time of not only supplying hair but supplying another material.

[Sonar sensor problem detection]

A configuration for detecting a problem in the sonar sensor 60 will be described with reference to FIGS. 1 to 5 and FIGS. 12 to 14 .

The sonar sensor 60 may adhere to mud or the like, making it impossible to properly detect an obstacle. At the start of travel, the operation of the sonar sensor 60 is checked, but even if a problem occurs in the sonar sensor 60 during travel, it is difficult to detect it.

Therefore, when the front sonar 61 does not detect a muddy surface at the time of reversing, the sonar ECU 64 or the control unit 30 may determine that the front sonar 61 has a problem. At the time of reversing, even if the front sonar 61 detects an obstacle, control not to recognize an obstacle is performed. In addition, the front sonar 61 includes a mud surface in the detection range to determine whether an obstacle is a mud surface, and controls not to recognize the obstacle as an obstacle in the case of a mud surface. Therefore, when the front sonar 61 does not detect the muddy surface for a predetermined period of time while driving backward, it can be determined that a problem has occurred in the front sonar 61 .

When it is known that the head is approaching by the location information, the sonar sensor 60 that detects an obstacle in the forward direction even if it enters the detection range of the head sonar sensor 60 does not detect the obstacle , it can be determined that a problem has occurred in the sonar sensor 60 .

When at least a part of the detection range of the four front sonars 61 overlaps, when only one of the front sonars 61 detects an obstacle, it is determined that a problem has occurred in any of the front sonars 61 can do.

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

[Travel control during drug replenishment]

The traveling control at the time of chemical|medical agent supply is demonstrated using FIGS. 1-5.

The rice transplanter will supply a chemical|medical agent, when the mounted chemical|medical agent disappears. At the time of chemical|medical agent supply, the base|substrate 1 is approached close to the head of hair|bristle supply side SL by backward travel. When drug supply is complete|finished, the base|substrate 1 advances and returns to a travel path|route.

In manned automatic driving at the time of drug replenishment, while maintaining an automatic state, it turns by human operation, travels backward, and the body 1 is brought close to the head of the hair replenishment valve SL.

In the unmanned automatic driving, the aircraft 1 is temporarily stopped when transitioning from the turning path to the internal reciprocating path (IPL), and by performing an artificial operation in the meantime, the aircraft 1 is moved backward at a predetermined speed (slightly Approach), the aircraft (1) is placed close to the head of the hair supply side (SL). This artificial operation can be performed with the remote control 90 or the like. In addition, such an artificial operation can be accepted while traveling in the middle of a turning, and after turning is complete|finished, the body 1 moves backward at a predetermined speed.

[Notification during automatic driving]

A configuration for controlling the notification during automatic driving will be described with reference to FIGS. 1 to 5 .

Immediately before the automatic driving start of the unmanned automatic driving, a notification screen urging the operator to confirm whether the exhaustion of hair or exhaustion of the medicine has occurred is displayed on the information terminal 5 . In addition, a sensor (one of the sensor group 1A shown in FIG. 5 ) for detecting the remaining amount of hair or drug is provided, and when hair exhaustion or drug exhaustion occurs, automatic driving is not started, and hair exhaustion or drug exhaustion occurs At least any of the purport and the purport of urging the dissemination of the mona drug may be notified. Such notification may be displayed on the information terminal 5, may be notified by voice by the voice alarm generating device 100, or may be a notification by lighting of the stacking lamp 71 or a notification to the remote control 90 or the like. do. The processing as described above is performed when an operation to start driving by automatic driving is performed by the remote controller 90, and a notification screen is displayed, a notification to the effect that hair exhaustion or drug exhaustion has occurred, and supply of hair or medicine is urged. At least one of the notices to the effect that In addition, abnormalities other than hair exhaustion or drug exhaustion may be confirmed, and in addition to the indication to the effect that the abnormality has occurred, a notification to urge resolution and avoidance of the abnormality, or a procedure thereof may be notified.

In addition, at the time of the start of automatic running, you may be notified by a voice alarm etc. before starting to move. After that, the aircraft 1 may start to move after the end of the notification, or the aircraft 1 may start to move with the notification.

In the automatic driving, a mode with hair supply and a mode without hair supply can be set. In the hair replenishment mode, the aircraft 1 temporarily stops in the terminal region of the inner reciprocating path IPL in front of the turning path in order to select whether or not to perform hair replenishment. When the simulation supply is not necessary, the remote controller 90 is artificially operated during a temporary stop to restart driving, and the aircraft 1 waits in the stationary state until the remote controller 90 is operated. When hair supply is necessary, artificial operation to the effect that hair supply is necessary is performed, and first, the base body 1 is automatically moved straight forward for a predetermined distance toward the head, and stopped. Thereafter, the aircraft 1 can be brought close to the head of the hair supply side SL by another artificial operation by the remote controller 90 . In another embodiment, the hair replenishment location may not be the hair replenishment side, but may be a specific hair replenishment point on the outer periphery of the pavement. In addition, in the hair|hair replenishment presence mode, a path|route may be generate|occur|produced toward a hair|hair supply side or a hair|hair supply point, and it may drive|work automatically along a path|route.

In addition, even in the mode without hair replenishment, at the boundary between the turning path and the internal reciprocating path IPL, the aircraft 1 temporarily stops for control switching. Even in the mode without hair replenishment, it may be necessary to bring the base 1 close to the head of the hair replenishment side SL because unexpected replenishment of the hair becomes necessary or other circumstances arise. At this time, while the aircraft 1 is temporarily stopped, the aircraft 1 can be brought close to the head of the hair supply side SL by artificial manipulation by the remote control 90 or the like. Alternatively, the aircraft 1 is gradually decelerated before temporarily stopping, and in the meantime, the aircraft 1 can be brought close to the head of the hair supply side SL by artificial manipulation by the remote control 90 or the like.

In addition, although traveling may be restarted automatically when a predetermined time passes after the base body 1 temporarily stops, an artificial operation may be required for resumption of traveling.

In addition, notifications to the effect of simply moving forward or moving backward other than notifying an abnormality can also be canceled by setting.

In addition, at the time of automatic driving start, the operation check of the voice alarm generating apparatus 100 etc. 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 generating device 100 or the like is appropriate.

[Operation of operation tool in control during automatic driving]

The operation of the operation tool in the control during automatic running will be described with reference to Figs. 1 to 5 .

In the unmanned automatic driving, the operation of the operator is basically not intervened after driving is started, the main shift lever 7A remains in the neutral position, and the driving and the operation are controlled by the control unit 30 .

In the manned automatic driving, driving is started when the driver operates the main shift lever 7A, and a certain manual operation is sometimes required even when turning driving or performing work. At this time, the driver receives the guidance performed by the control of the control unit 30, and by performing the operation according to the guidance, traveling is started, and turning traveling and work are performed. For example, guidance is given to operate the main shift lever 7A in the advancing direction with respect to the advancing direction of a path|route. The guidance is provided by voice guidance, display on the information terminal 5, or the like, and includes guidance for prompting operation of the main shift lever 7A and operation of the work device 1C. In addition, in the manned automatic driving, a notification to that effect is given at the start of driving, during reversing, or during turning.

In the manned automatic driving, the operation of setting the main shift lever 7A to the neutral position is necessary for starting the automatic driving, and the operation related to the operation of the working device 1C, such as the lowering of the model planting device 3, is automatic. It is necessary to continue working travel. For example, it is necessary for the working device 1C to be in the non-working state at the time of turning to be in the working state after turning. Therefore, the guidance by the voice etc. which urge|urge|urges these operations are continuously performed unless these operations are performed. For example, in the outermost periphery planting operation|work by manned automatic running, if the seedling planting apparatus 3 does not descend|fall by manual operation, automatic running does not continue. Therefore, the guidance which urges|stimulates 7 A of main shift levers into a neutral position is continuously notified until the seedling apparatus 3 descend|falls.

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 in manned automatic driving, or the direction in which the main shift lever is moved forward or backward during unmanned automatic control Guidance for returning the main shift lever 7A to the neutral position when operated by It is preferable that the guidance which raises and lowers the seedling apparatus 3 is continuously notified until operation along 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 in manned automatic driving, or during unmanned automatic control, the main shift lever moves forward and backward The guidance for returning the main shift lever 7A to the neutral position when operated in the forward direction and the guidance for lowering the seed planting device 3 raised by the operator during automatic work running are operations contrary to the preset automatic running. , when such an operation is made, guidance (warning) is provided so that an operation suitable for performing the set automatic driving is performed.

At this time, the voice guidance may be notified a predetermined number of times for a predetermined time, and only the guidance by display on the information terminal 5 may be configured to continue until the operation is performed.

In addition, the guidance to the effect of operating the main shift lever 7A to the neutral position is determined by determining whether the angle of the swash plate of the continuously variable transmission 9 is in the neutral position, regardless of the operating position of the main shift lever 7A. , may be performed when it is determined that the angle of the swash plate of the continuously variable transmission 9 is not in the neutral position. In addition, when the angle of the swash plate of the continuously variable transmission 9 is judged to be the neutral position and automatic driving is started in a state where the main shift lever 7A is not in the neutral position, the angle of the swash plate of the continuously variable transmission 9 is It may be displaced at an angle corresponding to the operation position of the main shift lever 7A. Thereby, it can travel at the traveling vehicle speed corresponding to the operation position of the main shift lever 7A, and can make the traveling vehicle speed follow the operator's operation.

During the manned automatic driving, the operation of the main shift lever 7A or the like is guided, and the driving based on the corresponding operation is performed. However, in the outermost periphery planting operation, the turning travel (direction change) connecting each side of the outer circumferential path ORL is switched forward and backward without requiring a driver's operation. Therefore, even if it is a manned automatic driving|running, it is preferable not to give guidance at the time of a driving|running|working which does not require such an operation, even if running is switched. However, even in the turning travel connecting each side of the outer circumferential path ORL, the operation of the work device 1C may be configured to require manual operation, and in this case, the operation related to the operation of the work device 1C is performed. Guidance to the effect is notified.

The main shift lever 7A operated during the manned automatic driving is maintained in the route advancing direction during the automatic driving, and even if there is a reverse operation accompanying the direction change (turning) in the automatic driving on the way, the main shift lever 7A is not operated. maintained in position. In addition, when an actuator such as a motor for moving the operation position of the main shift lever 7A is provided, the main shift lever ( The operation position of 7A) may be changed. 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 operation of the brake or the traveling vehicle speed (the angle of the swash plate of the continuously variable transmission 9). At this time, the operation status may be notified during and before and after the operation of the actuator.

In addition, when starting automatic running, when starting point guidance, when starting reciprocating planting, when returning from material replenishment, when starting unmanned automatic running on the inner revolving path (IRL), manned automatic running In the case of starting the automatic running of each side (a running path that leads to a turning area and is substantially parallel to the outer periphery of the pavement) in the case of performing outermost periphery planting with

Moreover, in unmanned automatic driving, when 7 A of main shift levers are operated from a neutral position by mistake, notification/guidance which urges|stimulates 7 A of main shift levers to return to a neutral position is performed.

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

The starting point guidance in the manned automatic driving is performed by manual operation based on guidance. Therefore, at the time of guiding the starting point in the manned automatic driving, a notification is given to first operate the main shift lever 7A to the reverse side for reverse, and then, in order to move to the forward driving to the starting point S, the main shift lever A notification is made to operate (7A) to the forward side.

As a condition in which manned automatic driving is started or continued, when automatic driving is started from the automatic driving permission state, or when driving is resumed from a temporary stop state during automatic driving, the main shift lever 7A is set to a position other than the neutral position. it can be said that there is Therefore, when starting point induction is started, when reciprocating planting (planting operation run in an internal reciprocating path (IPL)) is started, when traveling is resumed after hair supply, after reciprocating planting of an internal reciprocating path (IPL) Before being automatically guided to the starting point or the like, the driver operates the main shift lever 7A from the neutral position in a predetermined direction to resume automatic driving.

In the case of manned automatic driving or unmanned automatic driving, it may be required that the main shift lever 7A is in the neutral position before the automatic driving starts.

Manned automatic travel is started by pressing the automatic travel start/stop switch 7D after a predetermined condition is satisfied in a state where manned automatic travel is selected by the mode changeover switch 7E or the like, and the main shift lever 7A ) is operated in the forward direction to start running. In addition, unmanned automatic driving is started when a predetermined condition is satisfied, and driving is started by an operation of the remote controller 90 , and driving is not started by an operation other than the remote controller 90 .

In the manned automatic travel, the automatic travel is started by operating the main shift lever 7A. In addition, in manned automatic travel, the seedling planting apparatus 3 is lowered|falling by manual operation after turning completion|finish.

In addition, by operation of the automatic travel start/stop switch 7D, it shifts to the manned automatic travel mode.

However, raising/lowering of the seedling apparatus 3 at the time of turning at the time of outermost periphery planting is operated according to guidance. Even in this case, when it can confirm that there is no problem even if it raises and lowers the seedling apparatus 3 by image analysis etc. using the imaging device, raising/lowering of the seedling apparatus 3 may also be performed by automatic control.

In addition, the above guidance may be notified by various means using the lamination|stacking lamp 71, the remote control 90, etc. other than the voice guidance performed by a voice alarm etc. and the display by the information terminal 5. Such guidance is controlled by a notification control unit or the like, and the notification control unit may be the control unit 30 , may be incorporated in the control unit 30 , or may be provided separately from the control unit 30 .

Since the outer circumferential path (ORL) runs around a ridge or the like, a path is provided inside by a predetermined distance from the outer periphery of the pavement, and it may be configured such that unmanned automatic running is not performed, but unmanned automatic running is possible you can do it In this case, it is preferable to take the distance from the outer periphery of the pavement to be sufficiently larger than that in the case where there is a restriction not to perform unmanned automatic running to suppress the occurrence of an unexpected situation even if unmanned automatic running is performed. In this way, by enabling unattended automatic travel also on the outer circumferential path ORL, the inner revolving path IRL and the outer revolving path ORL can be continuously operated unmanned automatic travel.

Here, the traveling path including the outer circumferential path ORL is determined based on the non-working traveling along the outer periphery of the pavement performed first. The non-work travel along the periphery of the pavement may be driven close to the periphery of the pavement, or may travel along the periphery with a predetermined distance away from the periphery of the pavement.

When non-working travel is performed close to the outer periphery of the pavement, the outer circumferential path (ORL) is set inward by a predetermined distance from the path on which non-work travel is performed, and based on the outer circumferential path (ORL), the inner circumferential path ( IRL) and an internal round-trip path (IPL) are established. When the non-work travel is performed at a predetermined distance away from the outer periphery of the pavement, the route on which the non-work travel is performed is set as the outer circumferential path (ORL), and the inner circumferential path (IRL) and An internal round-trip path (IPL) is established.

For example, a front marker (corresponding to an "adjacent marker") is used when it is spaced apart by a predetermined distance from the outer periphery of a pavement and performs non-work travel. By performing non-work travel so that the front marker is in contact with the outer periphery of the pavement (for example, the ridge), it is spaced apart from the outer periphery of the pavement by the length of the front marker and travels along the periphery.

For example, the front marker is configured to be switched in three steps. The first stage is the storage state. The second stage is a state protruding by a normal length, and a length protruding from the outermost end of the planting part by the length of the intertidal line. In the third step, when non-working travel is performed so that the front marker is in contact with the outer periphery of the pavement (for example, the ridge), the body 1 protrudes from the outer periphery of the pavement by a predetermined distance and travel length. In addition, by making the length of the front marker variable in the third step, a predetermined distance can be arbitrarily set. When the predetermined distance can be set arbitrarily, the traveling vehicle speed for traveling the outer circumferential path ORL may be set according to the predetermined distance.

In addition, the non-work travel along the periphery of the pavement may be performed while being spaced apart from the periphery of the pavement by a distance determined by the driver in consideration of the manned automatic driving on the outer circling path ORL. Thereby, while ensuring a necessary planting area during pavement, a predetermined distance can be set according to the skill of a driver.

In addition, the predetermined distance is when traveling at a predetermined traveling vehicle speed, when abnormality containing an obstacle is detected and stopping the body 1, after detecting the abnormality until the body 1 is stopped. ) can be the minimum distance traveled or the distance plus a margin.

By performing non-work travel along the periphery of the pavement, positional information regarding the periphery of the pavement is acquired, and an outline map (pavement map) and travel route of the pavement are set based on the periphery. In the non-work running along the periphery of the pavement, the entire edge constituting the pavement may be continuously driven, and positional information regarding the continuous periphery may be acquired, but the positional information regarding each side constituting the pavement is separately acquired. A pavement map may be generated. Thereby, even if travel is stopped in the middle of non-work travel along the periphery of the pavement, non-work travel is not performed again from the beginning, and travel can be resumed from the side where travel was stopped. When a pavement map is generated for each side, the outermost periphery can be planted for each side.

In the outer circumferential path ORL, work travel is performed by manned automatic travel. In the manned automatic travel of the outer revolving path ORL, the work travel is performed according to the control by the automatic travel, and the turning travel is performed between the work travels of each side. At the time of turning, raising/lowering of the seedling apparatus 3 etc. are required, and this is operated manually according to guidance. It is not limited to such a structure, It can also be made to be able to perform raising/lowering of the seedling apparatus 3 by automatic control, and it is good also as a structure which an operator can select whether to perform manual operation or to perform by automatic control. Automatic control raises the seedling planting apparatus 3 before the start of turning travel, for example, and makes it fall down after completion|finish of turning run.

In addition, generation of the outer perimeter map (pavement map) of the pavement, setting of the inner area IA, setting of the outer perimeter area OA, setting of the travel route, and the distance from the outer periphery of the pavement to the outer circling path ORL Adjustment is performed by the control unit 30 . Alternatively, a travel route generating unit built into the control unit 30 or provided outside the control unit 30 may perform these processes.

[Control in case of exhaustion of hair, exhaustion of fertilizer, etc.]

Control at the time of hair exhaustion, fertilizer exhaustion, etc. is demonstrated using FIGS. 1-5.

The sensor (sensor group shown in FIG. 5) which detects the residual amount of each material to the apparatus which supplies various materials, such as the seedling planting apparatus 3, the fertilization apparatus 4, the chemical|medical agent spreading apparatus 18, and a planting machine ( One) of 1A) may be provided. Hereinafter, a hair exhaustion sensor that detects the remaining amount of wool will be described as an example, but it is also applicable to various materials such as fertilizers, pharmaceuticals, rice seeds, and the like.

When the hair exhaustion sensor detects that the remaining amount of simulation is equal to or less than a predetermined amount, the control unit 30 may notify the information terminal 5, the voice alarm generating device 100, or the like to that effect.

In addition, when the hair exhaustion sensor detects that the remaining amount of simulation is equal to or less than a predetermined amount when the work travel is started or when the work travel is resumed after a stop, the control unit 30 may control so that the travel is not performed. . When a planting operation is performed in the state in which a simulation residual quantity is insufficient, there is a possibility that a defect may arise in the middle of a pavement. Therefore, by setting it as the structure which does not run in the state with such a possibility, generation|occurrence|production of a miss is suppressed.

When it is detected that the remaining amount of hair is below a predetermined amount in the middle of a travel route, although the base|substrate 1 may be stopped, you may make it drive|work to the hair supply side SL in the state which raised the seedling planting apparatus 3. In addition, the hair exhaustion sensor is configured to detect a predetermined amount in the range where the amount required to return to the hair replenishment stool SL is left, and when the hair exhaustion sensor detects this amount, the hair replenishment stool continues the work run. It is good also as a structure which travel|works up to (SL). In addition, it is not limited to the hair supply side SL, and depending on the position detected by the hair exhaustion sensor, it is good also as a structure which travel|works to the other side where hair supply is possible.

The movement to the hair replenishment side SL or other sides during the automatic travel may be an automatic travel along the travel route in which a travel route is generated from the location.

In addition, even if hair is lost in the middle of packing, it is necessary to travel to the hair supply side SL for hair supply anyway. Therefore, even if it is detected that the amount of hair remaining in the middle of the travel route is less than or equal to a predetermined amount, the work travel may be continued in the vicinity of the hair replenishment edge SL, for example, up to the front of the turning area of the internal reciprocating route IPL.

A hair exhaustion sensor (one of the sensor group 1A shown in Fig. 5) is further provided for each set, and it is detected that the remaining amount of hair is less than or equal to a predetermined amount in the middle of the travel route. When hair is exhausted in any set, the seedling planting apparatus 3 may be raised and running may be performed. The hair exhaustion sensor for detecting that the hair has been exhausted may have a configuration in which image analysis is performed to determine that the hair has been exhausted by, for example, the image pickup device has reduced hair to a threshold value or less, or input the captured image to the machine-learned learning model Exhaustion of hair may be detected. In addition, the hair exhaustion sensor for detecting that the hair has been exhausted is provided at the terminal portion of the hair transfer part of the hair loading table 21, and a hair exhaustion sensor for detecting the presence or absence of hair (one of the sensor group 1A shown in FIG. 5 ) may be

Although the movement to the hair supply side SL can use the slightly approach function, the slight approach travel in the state (empty work) in which the hair planting device 3 is raised is slightly lifted, the speed limit of the approach is lifted, and the The traveling vehicle speed may be higher than the slightly approaching performed before and after the area. Thereby, even if the fall of the amount of hair remaining is detected at the position distant from the hair supply side SL, it can move to the hair supply side SL quickly.

At the time of starting the automatic running on the inner circumferential path IRL and the outer circumferential path ORL, if it is detected that the simulated residual amount is equal to or less than a predetermined amount, the running is not started. Further, on each side of the inner circumferential path IRL and the outer circumferential path ORL, even at the start of the working travel after turning, if it is detected that the simulated residual amount is equal to or less than a predetermined amount, travel may not be started.

The information terminal 5 etc. may be displayed at least either of the location where it was detected that the remaining amount of wool had become the predetermined amount or less, and the location where it was detected that the hair was exhausted for every set.

When it is detected that the simulated residual amount is less than or equal to a predetermined amount in automatic travel on the inner winding path (IRL) and the outer winding path (ORL), after the work travel along each side is finished, before or after the turning travel (1) may be stopped once. During this stop, it is possible to judge whether or not to perform simulated replenishment.

It is good also as a structure in which materials, such as wool, for example, the accumulation|storage clogging of side algae fertilizer, rice seed, side algae reagent, fuel exhaustion, the remaining amount of the battery 73, etc. are detected. When these are detected, it is good also as a structure in which the base|substrate 1 is stopped. For example, in the case of material clogging of fertilizers, etc., since it is difficult to determine in which tank the algae reagent is accumulated and clogged, fertilization for every tank cannot be stopped, and it is appropriate to stop the base 1 . However, if possible, the sensor (one of the sensor group 1A shown in FIG. 5) which detects clogging, such as a side algae fertilizer, a rice seed, and a side algae reagent for every tank, may be provided. In addition, the battery 73 can be charged by increasing the engine speed. Therefore, when it is detected that the remaining amount of the battery 73 is below a predetermined amount, it is good also as a structure in which an engine speed rises automatically.

[Slip judgment]

A configuration in which slip is determined and travel is controlled will be described with reference to FIGS. 1 to 5 .

Depending on the state of the pavement, the body 1 may slide while traveling, and the wheels 12 (the body 1) may sink and the work travel may be stopped. Therefore, it is preferable to measure the slip rate of the base body 1 .

The slip ratio is a state in which the body 1 is not traveling even though the body 1 is going to travel. Therefore, the slip ratio can be calculated from the state of the continuously variable transmission 9 and the host vehicle position calculated from the positioning unit 8 . In addition, instead of the state of the continuously variable transmission device 9, the rotation speed sensor of the rotating shaft (one of the sensor group 1A shown in FIG. 5) provided in the wheel 12 may be used.

When the slip ratio calculated in this way is equal to or greater than a predetermined value and this state continues for a predetermined time or more, it is determined that the wheel 12 has sunk.

When it is determined that the wheel 12 has sunk, the aircraft 1 is temporarily stopped, and in the case of automatic running, the automatic running is ended. In addition, when it determines with the wheel 12 sinking, you may perform a return operation|movement, and when sinking is not eliminated even if it returns operation|movement, you may make the base body 1 stop temporarily. In the return operation, for example, the differential gear may be locked to drive either the left or right wheels 12, and if turning, the steering wheel may be returned to engage the side clutch, or the slalom driving may be performed.

Moreover, the sinking point may be memorize|stored on a travel route, the sinking location may be recognized as an obstacle, and it may be reflected in the setting of a travel route. For example, a travel route is set to bypass the sunken location.

[Vehicle speed control when switching the work clutch]

The model planting apparatus 3 shown in FIGS. 1 and 2 is a specific example of 1 C of work apparatuses. The seedling planting apparatus 3 performs an operation|work in a faucet. More specifically, the seedling planting apparatus 3 performs a seedling planting operation along a predetermined nail direction.

In addition, this invention is not limited to this, As a specific example of 1 C of work apparatuses, the planting apparatus which performs a planting operation along a predetermined nail direction may be equipped. That is, 1 C of working devices may be a planting system working device which performs a seed planting operation|work or a seeding operation along a predetermined nail direction.

As shown in FIG. 15, the rice transplanter in this embodiment is equipped with the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, and the 4th clutch C4. Each group clutch EC is comprised by the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, and the 4th clutch C4. In addition, each group clutch EC is an example of the work clutch which switches the drive state of 1 C of work devices by turning on/off the power transmission from the engine 2 .

As shown in FIG. 15, the motive power from the engine 2 is distributed to each planting mechanism 22 via each group clutch EC. Each group clutch EC is comprised so that the work start and work stop by the mother planting device 3 can be selected for every predetermined number of sets. More specifically, each group clutch EC is comprised so that the work start and work stop by the seedling device 3 can be selected for every two sets.

In addition, this invention is not limited to this, Each group clutch EC may be comprised so that the work start and work stop by the seedling device 3 can be selected every 1 set or every 3 or more sets. .

Below, each jaw clutch EC is demonstrated in detail. Eight planting mechanisms 22 are provided in the state divided into 4 sets. In addition, 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 group clutch EC. In addition, the control unit 30 is an example of the clutch control part which controls the on-off state of a work clutch.

When the 1st clutch C1 is an ON state, one set of the left edge part drives among the planting mechanisms 22 of four sets. In addition, when the 1st clutch C1 is an OFF state, one set of the left edge part stops among the planting mechanisms 22 of four sets.

When the 2nd clutch C2 is an ON state, one set of the 2nd from the left drives among the planting mechanisms 22 of four sets. In addition, when the 2nd clutch C2 is an OFF state, among the planting mechanisms 22 of 4 sets, one set of the 2nd from the left stops.

When the 3rd clutch C3 is an ON state, one set of the 2nd from the right drives among the planting mechanisms 22 of four sets. In addition, when 3rd clutch C3 is an OFF state, among the planting mechanisms 22 of 4 sets, 1 set of the 2nd from the right side stops.

When the 4th clutch C4 is an ON state, one set of the right end part drives among the planting mechanisms 22 of four sets. In addition, when the 4th clutch C4 is an OFF state, one set of the right end part stops among the planting mechanisms 22 of four sets.

Moreover, as shown in FIG. 15, the rice transplanter in this embodiment is equipped with the 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/off the power transmission from the engine 2 .

As shown in FIG. 15, the motive 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 mother planting apparatus 3 by turning on/off the power transmission from the engine 2.

When it demonstrates in detail, the control unit 30 controls the ON/OFF state of the planting clutch C5. When the planting clutch C5 is an ON state, the motive power from the engine 2 is transmitted to the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, and the 4th clutch C4. . And at this time, if the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, and the 4th clutch C4 are an ON state, the planting mechanism 22 of 4 sets will drive. Thereby, the seedling device 3 drives.

In addition, when the planting clutch C5 is an OFF state, the motive power from the engine 2 is of the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, and the 4th clutch C4. It is not transmitted anywhere. As a result, the planting mechanism 22 of 4 sets stops. Thereby, the seedling planting apparatus 3 stops.

That is, when the planting clutch C5 is an ON state, the seedling apparatus 3 drives, and when the planting clutch C5 is an OFF state, the seedling apparatus 3 stops.

By the above structure, the drive of the seedling apparatus 3 is started, and, as for the rice transplanter in this embodiment, when the planting clutch C5 is switched from the OFF state to the ON state, in the state in which the planting clutch C5 is ON by the above structure. It is comprised so that the drive of the seedling apparatus 3 may stop by being switched to an OFF state.

Incidentally, the lifting link 13a shown in Fig. 1 is a specific example of the working device 1C. The control unit 30 controls the driving of the lifting link 13a. When the raising/lowering link 13a drives, the seedling device 3 goes up and down. That is, the control unit 30 controls raising/lowering of the mother planting apparatus 3 . In addition, the control unit 30 is an example of the raising/lowering control part which controls the raising/lowering of the seedling device 3 .

The control unit 30 is comprised so that the model planting apparatus 3 may be raised when the drive of the seedling apparatus 3 is stopped. Thereby, even if the rice transplanter is located in the headboard, the rice transplanter can turn smoothly.

In addition, the control unit 30 is comprised so that the drive of the seed planting apparatus 3 may be made to descend|fall, when the drive of the seedling apparatus 3 is started. Thereby, the seedling operation|work by the seedling apparatus 3 is performed reliably.

In addition, the control unit 30 can execute the deceleration control and the speed increase control by controlling the traveling device 1D. The deceleration control is control for lowering the vehicle speed. Incidentally, the speed increase control is control to increase the vehicle speed. That is, the control unit 30 controls the vehicle speed. Further, the control unit 30 is an example of a vehicle speed control unit that controls the vehicle speed.

Here, the rice transplanter in this embodiment is an example of the work machine which can run automatically. When this rice transplanter travels automatically, the 1st clutch C1, the 2nd clutch C2, the 3rd clutch C3, the 4th clutch C4, and the planting clutch C5 are the control unit 30 automatically controlled.

After the control for ON/OFF of each group clutch EC and the planting clutch C5 is started, there exists a time lag until the drive state of the parental planting apparatus 3 is actually switched. Therefore, when traveling speed is too fast, the start and completion|finish of a planting operation|movement may not be performed at an appropriate position. In order to properly perform a planting operation, when turning on/off each group clutch EC or planting clutch C5, it is preferable that the traveling vehicle speed is reduced. For example, when turning on/off each group clutch EC or planting clutch C5, a traveling vehicle speed is decelerated by the predetermined vehicle speed.

Moreover, after the on-off operation|movement of each group clutch EC or the planting clutch C5 is complete|finished, it is preferable to restore a traveling speed. Thereby, carrying out the start or completion|finish of a planting operation|work appropriately, a planting operation|work or the traveling after that can be performed efficiently.

However, if the traveling vehicle speed is repeatedly switched in a short period of time, on the contrary, the operation may not be performed properly, and furthermore, smooth traveling may be obstructed. Therefore, after each group clutch EC or planting clutch C5 turns into an OFF state, the distance which the body 1 travels until each group clutch EC or planting clutch C5 turns on , may be configured such that the traveling vehicle speed is not restored when the distance is less than or equal to a predetermined distance. Or after each group clutch EC or planting clutch C5 turns into an OFF state, when time until each group clutch EC or planting clutch C5 switches to an ON state is less than predetermined time , it may be configured such that the driving vehicle speed is not restored.

In addition, these predetermined distance and time can be set arbitrarily, and can also be changed according to working conditions. In addition, the predetermined distance and time can also be set for every group. In addition, it is preferable that the speed change is not made abruptly at the time of deceleration and acceleration but is performed gently.

Moreover, when turning on/off each group clutch EC or planting clutch C5, you may be comprised so that the function by which a traveling vehicle speed is decelerated can be made invalid arbitrarily.

Below, the vehicle speed control in the case where the on-off state of each group clutch EC is switched is demonstrated taking the automatic driving shown in FIG. 16 as an example. In addition, below, control which switches the on-off state of each group clutch EC is called "switching control."

In the example shown in FIG. 16, first, a rice transplanter performs a seedling planting operation|work, traveling along an internal reciprocating path|route (IPL). Next, a rice transplanter performs a seedling planting operation|work, traveling along inner circling path|route IRL. Finally, the rice transplanter performs a seedling planting operation, traveling along the outer circling path ORL.

In this example, the obstacle OB is located in the outer peripheral part in a pavement. Therefore, the outer circumferential path ORL is generated in a state that bypasses the obstacle OB. As a result, a part of the outer circumferential path ORL protrudes toward the inner circumferential path IRL.

As a result, when the rice transplanter travels along the inner circumferential path (IRL), the left 2 sets of the 4 sets of planting mechanisms 22, when the rice transplanter travels along the outer revolving path (ORL), the seed planting operation is scheduled to be performed pass through the area. Therefore, 2 sets of the left among the planting mechanisms 22 of 4 sets are stopped, while passing this area|region.

And when the control unit 30 executes the switching control, before the on/off state of each group clutch EC is switched, the control unit 30 executes the deceleration control. Further, after the gas 1 has passed the switching point, the control unit 30 executes the speed increase control. In addition, a switching point is a gas position at the time of the time when switching control is performed by the control unit 30. As shown in FIG.

That is, when the control unit 30 executes switching control, which is control for switching the on/off state of each group clutch EC, before the on/off state of each group clutch EC is switched, the control unit 30 ) executes deceleration control, which is control for lowering the vehicle speed.

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

When it demonstrates in detail, when a rice transplanter travels along the inner circling path|route IRL shown in FIG. 16, first, the base|substrate 1 passes the position P1. Let the time at this time be time t1.

Next, the base body 1 reaches the position P3 after passing through the 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, 2 sets of the left among the planting mechanisms 22 of 4 sets stop.

Next, the base body 1 reaches the position P8 after passing through the 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 off state to the on state. As a result, the drive of 2 sets of left is restarted among the planting mechanisms 22 of 4 sets.

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

That is, in this example, all the planting mechanisms 22 of 4 sets drive until the base|substrate 1 reaches the position P3. Therefore, until the base|substrate 1 arrives at the position P3, a rice transplanter plants 8 trillion seedlings, traveling.

In addition, when the base|substrate 1 is located between the positions P3 from the position P8, a rice transplanter plants the seedlings only for 4 sets of the right side, traveling.

And after the base|substrate 1 passes the position P8, a rice transplanter plants the seedling for 8 trillion while traveling.

In FIG. 17, in the example shown in FIG. 16, the transition of the vehicle speed of the rice transplanter when the rice transplanter travels along the inner winding path IRL is shown.

In addition, the time when the base body 1 reached the positions P2, P3, P4, P5, P6, P7, P8, P9, P10, respectively, is the time t2, t3, t4, t5, t6, t7, t8, t9, t10).

Until the time t1, the vehicle speed of the rice transplanter is the first vehicle speed V1. And at time t1, the base body 1 arrives at the position P1. In this example, it is scheduled that switching control is performed when the base body 1 reaches|attains the position P3. Therefore, the control unit 30 executes deceleration control from time t1 to time t2. In addition, in this embodiment, deceleration control is performed until the vehicle speed of a rice transplanter reaches predetermined 2nd vehicle speed V2. In addition, the second vehicle speed V2 is lower than the first vehicle speed V1.

Thereby, when the base body 1 reaches the position P2, the vehicle speed of the rice transplanter reaches the 2nd vehicle speed V2. That is, at time t2, the vehicle speed reaches the second vehicle speed V2.

At time t3, the gas 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 performed deceleration control before the on-off state of each group clutch EC is switched.

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

Thereby, when the base body 1 reaches the position P5, the vehicle speed of the rice transplanter reaches the 1st vehicle speed V1. Thereafter, until time t6, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.

In this example, it is scheduled that switching control is performed when the base body 1 reaches|attains the position P8. Therefore, the control unit 30 executes deceleration control from time t6 to time t7.

Thereby, when the base body 1 reaches the position P7, the vehicle speed of the rice transplanter reaches the 2nd vehicle speed V2. That is, at time t7, the vehicle speed reaches the second vehicle speed V2.

At time t8, the gas 1 reaches position P8. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the off 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 the time t6 to the time t7. That is, the control unit 30 has already performed deceleration control before the on-off state of each group clutch EC is switched.

Also, the position P8 is a transition point. Therefore, after the base body 1 passes the position P8, the control unit 30 executes speed increase control from time t9 to time t10.

Thereby, when the base body 1 reaches the position P10, the vehicle speed of the rice transplanter reaches the 1st vehicle speed V1. Thereafter, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.

In addition, in the example demonstrated above, after the base body 1 passes the position P3, the control unit 30 executes speed increase control.

However, in this embodiment, on the travel path of the base body 1, the 1st point which is a switch point, and the 2nd point which is a switch point are located, Furthermore, after the base body 1 passes the 1st point, the second point When passing through two points is scheduled, and the distance between the first point and the second point is equal to or less than a predetermined reference distance, the control unit 30 is configured to: During the time until the second point is reached, the speed increase control is not executed.

For example, in the example shown in FIG. 16, the position P3 which is a switch point, and the position P8 which is a switch point are located on the inner circumferential path IRL which is the travel path|route of the base body 1. As shown in FIG. It is also scheduled for the gas 1 to pass through the position P8 after it has passed through the position P3.

Thus, for example, if the distance between the position P3 and the position P8 is equal to or less than a predetermined reference distance, unlike the above-described example, the control unit 30 is configured such that the gas 1 passes through the position P3. Then, the speed increase control is not executed until the position P8 is reached. In this case, deceleration control may be performed, and deceleration control does not need to be performed during from the time that the base body 1 passes through the position P3 until it reaches the position P8. When deceleration control is performed, the vehicle speed of a rice transplanter may become lower than 2nd vehicle speed V2. Further, when the deceleration control is executed, the deceleration continues from the position P1 to the position P5, and the speed increases continuously from the position P5 to the position P10 to the first vehicle speed V1, which is the normal working speed. A return configuration may be sufficient.

In addition, in the example mentioned above, while the rice transplanter is traveling along the inner circumferential path IRL, the on-off state of each set clutch EC is switched. However, this invention is not limited to this, The on-off state of the planting clutch C5 may be switched, while a rice transplanter is traveling along the inner circling path|route IRL. And when the control unit 30 executes switching control which is control which switches 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 , deceleration control, which is control for lowering the vehicle speed, may be executed.

In addition, in the example mentioned above, when the base body 1 reached|attained the position P3, the 1st clutch C1 and the 2nd clutch C2 are simultaneously switched from the ON state to the OFF state. However, the present invention is not limited to this, and the first clutch C1 may be switched from the on state to the off state first, and then the second clutch C2 may be switched from the on state to the off state.

In addition, in the above-mentioned example, when the base body 1 reached|attained the position P8, the 1st clutch C1 and the 2nd clutch C2 are simultaneously switched from the OFF state to the ON state. However, the present invention is not limited to this, and first, the second clutch C2 may be switched from the OFF state to the ON state, and then, the first clutch C1 may be switched from the OFF state to the ON state.

In addition, in the above-mentioned example, when the rice transplanter travels along the inner circumferential path IRL, the ON/OFF state of the 1st clutch C1 and the 2nd clutch C2 is switched, and the 3rd clutch C3 and the 3rd clutch C2 are switched. 4 Clutch C4 remains on. However, this invention is not limited to this, When a rice transplanter drive|works along inner circling path|route IRL, the on-off state of any clutch of each group clutch EC may be switched.

[About raising/lowering control of seedling device]

The internal reciprocating path IPL is a repeating path of a straight path and a revolving path, and the planting clutch C5 is switched from an ON state to an OFF state by the control unit 30 at the end point position of a straight path, After that, the mother The planting apparatus 3 rises. Here, in this embodiment, from the base body position at the time of switching of the on-off state of the planting clutch C5, while base|substrate 1 drive|works predetermined distance D1, the seedling apparatus 3 descended It is designed to be maintained. By this structure, it can prevent that the seedling planting apparatus 3 rises in the state by which the hair|hair was hold|maintained by the planting claw in each planting mechanism 22, and a floating hair generate|occur|produces.

That is, as for the control unit 30, the body 1 travels a predetermined distance D1 from 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. During the period, it is comprised so that the mother planting apparatus 3 may be hold|maintained in the lowered state.

Moreover, as another embodiment, you may be comprised so that planting clutch C5 may be switched from the ON state to an OFF state in front only predetermined distance D1 rather than the end point position of a straight path|route.

In addition, predetermined distance D1 is more than the simulation planting space|interval along the running direction of the base|substrate 1. That is, the predetermined distance D1 is greater than or equal to the daytime.

Below, the automatic running shown in FIG. 18 is mentioned as an example, and the raising/lowering control of the model planting apparatus 3 at the time of the planting clutch C5 being switched from the ON state to an OFF state is demonstrated.

In the example shown in FIG. 18, the rice transplanter performs a seedling planting operation|work, traveling along the internal reciprocating path|route IPL in the inner area|region IA. And the base body 1 arrives at the position P11. The position P11 is located on the boundary line between the inner area IA and the outer peripheral area OA.

When the base body 1 reaches the position P11, the control unit 30 switches the planting clutch C5 from an ON state to an OFF state. That is, the position P11 is a gas position at the time of the planting clutch C5 switched from the ON state to an OFF state by the control unit 30.

Then, the base body 1 enters the outer peripheral area OA, and arrives at the position P12. The travel distance of the base body 1 from the position P11 to the position P12 is a predetermined distance D1. Therefore, until the base|substrate 1 reaches the position P12, the control unit 30 maintains the mother planting apparatus 3 in the lowered state.

And after the base|substrate 1 passes the position P12, the control unit 30 raises the seedling apparatus 3. As shown in FIG.

In addition, the control unit 30 may be comprised in the divided state for every function. For example, while the functional part which controls each group clutch EC and the functional part which controls the traveling apparatus 1D are provided separately, respectively, the control unit 30 may be comprised by these functional parts.

Moreover, as demonstrated above, based on the position of the base|substrate 1, the control unit 30 controls the drive state of the model planting apparatus 3, a vehicle speed, and the raising/lowering of the mother planting apparatus 3 . Here, in the control by the control unit 30, the position of any site|part of a rice transplanter may be handled as the position of the base body 1. That is, control by the control unit 30 may be performed based on the position of any site|part of a rice transplanter. For example, 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 seed planting device 3 .

[Start timing and end timing of fertilization work]

The fertilization apparatus 4 (supply apparatus) is the feeding mechanism 26 which releases|relaxes the fertilizer from the hopper 25 (storage part) which stores a fertilizer (a chemical|medical agent and other agricultural materials), and the hopper 25, and feeding|feeding. It has the fertilization hose 28 (hose) which discharges a fertilizer to a pavement while conveying the fertilizer loosened by the mechanism 26. The fertilizer stored in the hopper 25 is released by the feeding mechanism 26 by a predetermined amount each, and sent to the fertilization hose 28, and the inside of the fertilization hose 28 is conveyed by the conveyance wind of the blower 27, , is discharged to the packaging from the chopper 29 . In this way, the fertilization apparatus 4 supplies a fertilizer to a field. The hopper 25 and the feeding mechanism 26 are loaded and supported by the base frame 1E, and the squeezing machine 29 is provided at the lower end of the seedling device 3 . The fertilization hose 28 extends over the feeding mechanism 26 and the grocer 29 , and when the fertilizer is supplied to the field from the hopper 25 , the fertilizer passes through the fertilization hose 28 .

The fertilization operation by the fertilization apparatus 4 is performed in conjunction with a planting operation. For example, as shown in FIG. 4, the inner reciprocating path IPL is set in the inner area|region IA, and the turning path|route is set in the outer peripheral area|region OA. The internal reciprocating path IPL is a plurality of parallel paths, and the turning path is a path connecting adjacent internal reciprocating paths IPL. The planting operation by the mother planting apparatus 3 is performed along the internal reciprocating path|route IPL, and the fertilization operation by the fertilization apparatus 4 is also performed along the internal reciprocating path|route IPL. On the other hand, in the said turning path|route of the outer peripheral area|region OA, a planting operation is not performed, and the fertilization operation|work by the fertilization apparatus 4 is also not performed by the said turning path|route of the outer peripheral area|region OA.

When the rice transplanter travels while planting the inner area IA along the inner reciprocating path IPL, the rice transplanter arrives at the boundary area between the inner area IA and the outer peripheral area OA. The said boundary area in the internal area|region IA is "end position", the planting mechanism 22 stops at this end position, and the seedling apparatus 3 rises. Generally, the feeding mechanism 26 stops simultaneously with the raise of the stop of the planting mechanism 22 or the seedling apparatus 3, and the fertilization operation by the fertilization apparatus 4 stops. Thereby, the planting operation and fertilization operation along one internal reciprocating path|route IPL in the inner area|region IA are completed. Then, in order to move to outer peripheral area|region OA, and to shift to the adjacent internal reciprocating path|route IPL, a rice transplanter turns and travels in outer circumference area|region OA.

When the turning run is completed in the outer peripheral area|region OA, the rice transplanter moves to the inner area|region IA again, and starts a planting operation and a fertilization operation along the adjacent internal reciprocating path|route IPL. The boundary area of the inner area|region IA and the outer peripheral area|region OA among the inner area|regions IA is a "start position", and the seedling apparatus 3 descends from this start position, and the planting mechanism 22 operates again. . Generally, the feeding mechanism 26 starts to move simultaneously with the descent|fall of the mother planting apparatus 3 or the operation start of the planting mechanism 22, and the fertilization operation by the fertilization apparatus 4 is started.

However, a delay arises only for the length of the fertilization hose 28 from the time a fertilizer is taken out by the feeding mechanism 26 from the hopper 25 until it actually touches a field|pavement. For this reason, at a start position, the supply start timing of the fertilizer to an actual field|field is delayed rather than the start timing of a planting operation, and there exists a possibility that fertilization may not fully be performed at a start position. Moreover, at an end position, there exists a possibility that the supply stop timing of the fertilizer to an actual field|field may delay rather than the stop timing of a planting operation. In addition to this, when a rice transplanter stops once at this end position, the fertilizer which remained in the fertilization hose 28 is discharged|emitted to an end position as it is, and there exists a possibility that a fertilizer may be supplied excessively at an end position. In order to solve such a problem, the following control with respect to the fertilization apparatus 4 is performed in this embodiment.

The control unit 30 which is the core of the control system of a rice transplanter performs running control of a rice transplanter, and operation|movement control of 1 C of various work devices. A fertilization device 4 is included in a part of the working device 1C. The positioning unit 8 acquires the position information of the base body 1, ie, the host vehicle position, based on the positioning signal of the navigation satellite. The control unit 30 can control the fertilization device 4 based on the host vehicle position calculated by the positioning unit 8 while the body 1 is traveling. And the control unit 30 operates the fertilization device 4 before the start of the work travel when starting the work travel from the preset start position, and ends the work travel when the work travel ends at the preset end position. It is comprised so that the fertilization apparatus 4 may be stopped before.

The time required until the fertilizer is released from the hopper 25 by the feeding mechanism 26 and then actually discharged to the field (hereinafter referred to as "fertilizer conveyance time required") is determined by the wind speed of the conveying wind and the fertilization hose 28 ) varies with the length of For this reason, the structure which can set the fertilizer conveyance required time may be sufficient, while an operator operates the information terminal 5. Moreover, when an operator sets the length of the fertilization hose 28 and the wind speed of a conveyance wind to the information terminal 5, the structure in which fertilizer conveyance required time is computed automatically by the control unit 30 may be sufficient. In addition, the control unit 30 determines the distance (hereinafter, "required distance for fertilizer conveyance") that the rice transplanter travels from when the fertilizer is released from the hopper 25 by the feeding mechanism 26 until it is actually discharged to the field. may be calculated.

In this case, the fertilizer conveyance required distance is computed by multiplying the traveling vehicle speed of a rice transplanter by the above-mentioned fertilizer conveyance required time.

The starting position after turning traveling is a known, and the host vehicle position of the rice transplanter is calculated by the positioning unit 8 . In addition, the traveling vehicle speed is calculated from the amount of change in the host vehicle position per unit time. That is, the positioning unit 8 corresponds to a "speed detection unit" capable of detecting the traveling vehicle speed (speed) of the body 1 . In addition, the rotation speed sensor (not shown) provided in the wheel 12 may be sufficient as the speed detection part, and the rotation speed sensor (not shown) provided in the continuously variable transmission 9 may be sufficient as it. By dividing the distance between the starting position and the host position by the traveling vehicle speed, the time (hereinafter referred to as "first time") until the location of the jigsaw 29 in the body 1 reaches the starting position is is calculated In the first time period, while the rice transplanter is swinging from the outer peripheral area OA to the next internal reciprocating path IPL, the rice transplanter moves from the outer peripheral area OA to the inner area IA after completion of the turning travel. While moving, it is calculated periodically. Further, the first distance is calculated by multiplying the traveling vehicle speed by the first time. The 1st distance is a distance until the location where the jiggugi 29 is located in the base body 1 reaches a starting position (refer FIGS. 19 and 20).

In addition, since the end position is known, by dividing the distance between the end position and the host position by the traveling vehicle speed, the time (hereinafter, referred to as "second time") is calculated. 2nd time is calculated periodically while the rice transplanter is traveling while planting the inner area IA along the internal reciprocating path IPL. Further, the second distance is calculated by multiplying the traveling vehicle speed by the second time. The second distance is a distance until the end position of the position in which the jiggugi 29 is located among the base body 1 is reached (see FIGS. 21 and 22 ).

As shown in FIGS. 19 and 20, when the rice transplanter is turning toward the next inner reciprocating path IPL in the outer peripheral area OA, or when the rice transplanter has completed the turning travel and is inside from the outer peripheral area OA. When moving to the area IA, the first time is periodically calculated. When this 1st time becomes less than the fertilizer conveyance required time, the control unit 30 will operate the feeding mechanism 26. As shown in FIG. And when the fertilizer conveyed along the fertilization hose 28 starts to be discharged|emitted, the grocer 29 is located at the starting position. That is, the fertilization operation|work by the fertilization apparatus 4 is started with high precision at the start position. That is, the control unit 30 calculates, based on the location of the vehicle (position information), the first time, which is the time until the location where the gripper 29 is located in the body 1 reaches the starting position. With , it is comprised so that the fertilization apparatus 4 may be operated, when 1st time is less than fertilizer conveyance required time (preset threshold value). Moreover, the control unit 30 operates the fertilization apparatus 4 so that the fertilizer conveyed along the fertilization hose 28 may start to be discharged|emitted at a starting position. Alternatively, the control unit 30, based on the location of the host vehicle, determines that the position of the jigsaw 29 in the body 1 is the distance until the starting position after the turning travel of the body 1 is reached. While calculating 1 distance, you may operate the fertilization apparatus 4, when a 1st distance is below a fertilizer conveyance required distance (preset threshold value).

As shown in FIG. 21 and FIG. 22, when a rice transplanter is traveling in the inner area IA, planting operation, 2nd time is calculated periodically. When this 2nd time becomes less than the fertilizer conveyance required time, the control unit 30 will stop the feeding mechanism 26. And, when all the fertilizer conveyed along the fertilization hose 28 is discharged, the chopping machine 29 is located at the end position. That is, the fertilization operation|work by the fertilization apparatus 4 is complete|finished with high precision at the end position. That is, the control unit 30 calculates, based on the host vehicle position, the second time, which is the time until the location where the jigsaw device 29 is located in the body 1 reaches the end position, and It is comprised so that the fertilization apparatus 4 may be stopped, when 2 hours are less than fertilizer conveyance required time (preset threshold value). Moreover, the control unit 30 stops the fertilization apparatus 4 so that the fertilizer conveyed along the fertilization hose 28 may be exhausted from an end position. Alternatively, the control unit 30 calculates, based on the host vehicle position, a second distance, which is a distance until the location where the jiggugi 29 is located in the body 1 reaches the end position, and When 2 distances are less than a fertilizer conveyance required distance (preset threshold value), you may stop the fertilization apparatus 4.

Although the pavement shown in FIG. 4 has a rectangular shape, the pavement is not always limited to a rectangular shape, for example, a trapezoidal shape or a trapezoidal shape is also conceivable. For example, as shown in FIG. 23 , a case where the boundary line between the outer peripheral area OA and the inner area IA is inclined with respect to the inner reciprocating path IPL is also conceivable. At the time of the planting operation with respect to the inner area|region IA, it is unpreferable if hair is planted in the state which protruded to the outer peripheral area|region OA. For this reason, in the state where the seedling apparatus 3 crosses the boundary of outer peripheral area|region OA and the inner area|region IA, by using the planting clutch provided for every set of the seedling apparatus 3, to inner area|region IA. The planting operation is carried out only for

The seedling planting apparatus 3 as a working device is comprised so that planting is possible for every bristle set with respect to a pavement. In addition, in the fertilization apparatus 4, although the feeding mechanism 26 is provided for every two sets, it may be provided for every set and may be provided for every set of three or more sets.

In the embodiment shown in FIG. 23, the right side of the seedling apparatus 3 is located in the inner area IA, and the more the base 1 advances, the more it is located in the inner area IA of the seedling apparatus 3 The proportion of the points increases. For this reason, only the planting clutch of the right end of the seedling apparatus 3 is a transmission state at the time when the right end of the seedling apparatus 3 entered the inside of the inner area|region IA, and the base|substrate 1 moves forward. With it, each planting clutch on the left is switched to a transmission state one by one.

In the example shown in FIG. 23, the start position of a planting operation differs for every set. For this reason, while calculating 1st time which is time until it reaches a start position for every planting tank, the control unit 30 is a fertilization apparatus, when the 1st time for every planting tank is less than fertilizer conveyance required time. Each of the feeding mechanisms 26 in (4) is operated separately for every planting tank, respectively. Moreover, the case where the end position of a planting operation|work differs for every set is also considered. In this case, while the control unit 30 computes 2nd time which is time until it reaches an end position for every planting tank, when the 2nd time for every planting tank is less than a fertilizer conveyance required time, fertilization apparatus Each of the feeding mechanisms 26 in (4) is stopped separately for every planting tank, respectively. That is, the control unit 30 is comprised so that the fertilization apparatus 4 may be operated or stopped for every nail in association with the nail which the seedling planting apparatus 3 plants a seedling.

In the above-described embodiment, the end position where the rice transplanter performed the planting operation along the internal reciprocating path (IPL) and the start position after the rice transplanter rotates from the outer peripheral area (OA) toward the next internal reciprocating path (IPL) Although the start timing and end timing of a fertilization work were demonstrated based on it, it is not limited to this embodiment. For example, the end position is the end of one inner circumferential path IRL in the outer circumferential area OA (the front end at which the rice transplanter turns toward the next inner circumferential path IRL), or the outer circumferential path ( The terminal part (the front end part at which the rice transplanter turns toward the next outer circumferential path ORL) of ORL) may be sufficient. When the rice transplanter is traveling while planting along the inner circumferential path IRL (or the outer circumferential path ORL), the second time is periodically calculated. And when a rice transplanter approaches the end position of inner circling path|route IRL (or outer circling path ORL), and 2nd time becomes less than fertilizer conveyance required time, the control unit 30 stops the feeding mechanism 26 you can do it In addition, when the starting position is the starting end of the next inner circumferential path IRL, and the rice transplanter is turning and traveling in the outer circumferential area OA toward the next inner circumferential path IRL (or outer circumferential path ORL) , the first time may be calculated periodically. And when the rice transplanter approaches the start position of the next inner circling path|route (IRL) (or outer circling path|route ORL), and 2nd time becomes less than the fertilizer conveyance required time, the control unit 30 sends out feeding mechanism 26 may be operated.

As mentioned above, a delay arises only for the length of the fertilization hose 28, after a fertilizer is taken out by the feeding mechanism 26 from the hopper 25, and until it actually hits a pavement. From this, when traveling speed is too fast, the case where the start or completion|finish of fertilization with respect to a pavement is not performed at an appropriate position is conceivable. In order to properly perform the fertilization operation, the control unit 30 decelerates the base body 1 before operating or stopping the fertilization device 4 when the traveling vehicle speed is higher than a preset set speed. At this time, the control unit 30 may decelerate to a set speed, and may decelerate to less than a set speed. In addition, when the traveling vehicle speed is slower than the set speed, the control unit 30 may make the base body 1 travel as it is at the traveling vehicle speed until the operation or stop of the fertilization device 4 is started. In addition, when the traveling vehicle speed is equal to or less than the set speed, the control unit 30 sets the base body 1 before operating or stopping the fertilization device 4 at any speed that is easy to match with the stop timing of the fertilization device 4 . may be accelerated to

In embodiment mentioned above, although the structure in which fertilizer conveyance required time is set when an operator operates the information terminal 5 is shown, it is not limited to this embodiment. For example, the drive rotation speed of the feeding mechanism 26 or the drive rotation speed of the blower 27 may be configured to change in association with the traveling vehicle speed, and in this case, the fertilizer conveyance required time is determined by the control unit 30 . The structure may be calculated periodically. In this case, the drive rotation speed of the feeding mechanism 26 and the drive rotation speed of the blower 27 become quick, so that a traveling vehicle speed becomes quick, and the structure from which fertilizer conveyance required time becomes short may be sufficient. The control unit 30 may start operating the feeding mechanism 26 at a position on the side closer to the start position as the traveling vehicle speed increases, and ends as the traveling vehicle speed increases in order to supply a small amount of fertilizer near the end position. You may stop the feeding mechanism 26 at the position of the side approaching a position.

That is, the control unit 30 may be comprised so that the timing which operates or stops the fertilization apparatus 4 based on a traveling vehicle speed can be changed.

In addition, in embodiment mentioned above, although the fertilizer is shown as an agricultural material, a liquid or granular chemical|medical agent may be sufficient as a agricultural material, and a liquid or granular fertilizer may be sufficient as it. In addition, in embodiment mentioned above, although the fertilization apparatus 4 was shown as a supply apparatus, the chemical|medical agent spraying apparatus which spreads a chemical|medical agent to a package may be sufficient as a supply apparatus. In addition, in embodiment mentioned above, although the model planting apparatus 3 is shown as a work apparatus, the planting apparatus (the pinpoint direct planting with respect to a pavement is also included) may be sufficient as a work apparatus, for example. That is, what is necessary is just to be able to plant a seedling for every group with respect to a field with a working apparatus. The term "seed seedling" includes seeds before germination and hair after germination. "Sowing" means a generic term for operations such as sowing seeds before germination in the field or transplanting the hair after germination in the field. In addition, as an embodiment different from the above-described configuration, a stopper for temporarily receiving fertilizer is provided in a portion close to the pavement of the fertilization hose 28, even in a configuration that intermittently supplies fertilizer based on the positional information of the base 1 do.

[Neutral return control of the swash plate of the stepless transmission and engine start control]

24 , a brake detection unit 80 , a key switch 81 , a neutral sensor 82 , a notification device 83 , and the like are connected to the control unit 30 .

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

The brake device 85 is provided in a transmission case 86 in which an auxiliary transmission (not shown), a weekly transmission (not shown), and the like are incorporated. The brake device 85 is provided with a brake pad (not shown) and a swinging operation arm 85a for pressing the brake pad.

The brake detection unit 80 is provided with a depression start sensor 80a, a depression end sensor 80b, and a depression sensor 80c.

The depression start sensor 80a detects that the brake pedal 84 is depressed from the initial position Pini. In the present embodiment, the depression start sensor 80a is constituted by a magnet sensor. In addition, the depression start sensor 80a may be comprised by a sensor other than a magnetic sensor.

The depression end sensor 80b detects that the brake pedal 84 is depressed to the maximum depression position Pmax. In the present embodiment, the depression end sensor 80b is constituted by a limit switch. In addition, the depression end sensor 80b may be comprised by a sensor other than a limit switch.

The depression sensor 80c detects that the brake pedal 84 is depressed to the position Pmid while it is located between the initial position Pini and the maximum depression position Pmax. In the present embodiment, the depression sensor 80c is constituted by a magnet sensor. In addition, the depression sensor 80c may be comprised by a sensor other than a magnetic sensor.

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

The key switch 81 is for starting and operating the engine 2 . The key switch 81 is provided in the operation unit 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 detect, for example, that the main shift lever 7A is in the neutral position, or may detect 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 is depressed, the control unit 30 is configured to control the continuously variable transmission device ( 9) starts returning the swash plate 9a to the neutral position. In the present embodiment, the control unit 30 neutralizes the swash plate 9a of the continuously variable transmission 9 when it is detected by the depression sensor 80c that the brake pedal 84 is depressed to the intermediate position Pmid. When it is detected by the depression end sensor 80b that the brake pedal 84 is depressed to the maximum depression position Pmax after starting to return to the position, the swash plate 9a of the continuously variable transmission 9 is completely moved to the neutral position. bring it back

Here, instead of the above-described configuration, the control unit 30 controls the swash plate ( 9a) is started to return to the neutral position, and when it is detected by the depression sensor 80c that the brake pedal 84 is depressed to the intermediate position Pmid, the swash plate 9a of the continuously variable transmission 9 is moved to the neutral position. may be completely returned to

Alternatively, instead of the above-described configuration, a depression amount sensor (not shown) for detecting the depression amount of the brake pedal 84 is provided in the brake detection unit 80 , and the control unit 30 is configured by the depression amount sensor As the detected amount of depression of the brake pedal 84 increases, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position side. In this case, the depression amount sensor can be configured by a potentiometer.

Alternatively, instead of the above-described configuration, a swing angle sensor for detecting the swing angle of the operating arm 85a is provided, and the control unit 30 determines that the swing angle of the operating arm 85a detected by the swing angle sensor is As it increases, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position side.

Alternatively, instead of the above-described configuration, the control unit 30 returns the main shift lever 7A to the neutral position when it is detected by the brake detection unit 80 that the brake pedal 84 is depressed, and based on this Thus, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position side.

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

The notification device 83 notifies that the engine 2 is not started. Here, when the engine 2 is started by the key switch 81, the depression of the brake pedal 84 to the maximum depression position Pmax is not detected by the depression end sensor 80b, or If the neutral sensor 82 does not detect that the shift position of the continuously variable transmission 9 is the neutral position, even if the engine 2 is started by the key switch 81, the engine 2 is not started. does not Therefore, when the engine 2 does not start, the notification device 83 will notify the engine 2 not starting and the method of resolving the situation in which the engine 2 does not start. The notification by the notification device 83 is performed by voice, image (image display on the information terminal 5 or the like), or a combination thereof.

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

This rice transplanter WHEREIN: You may be comprised so that starting operation of the engine 2 is possible also with a remote control.

By starting the engine 2 with the remote control, it is possible to prepare for operation of the positioning unit 8 and the like and to charge the battery 73 . This rice transplanter WHEREIN: Even if abnormality arises in an electric field system, only the start of the engine 2 may be provided with the direct connection circuit and mode (control mode).

1, 2, 3, the engine bonnet which covers the engine 2 and the engine 2 in the front part side area|region of the body 1 which makes it possible to drive the front wheel 12A and the rear wheel 12B. A driving unit 2A having 2B is provided, and a driving unit 14 is provided in a region on the rear side of the body 1 to constitute a self-propelled vehicle. The self-propelled vehicle has the spare bristle storage device 17A provided on both lateral sides of the motor 2A, and is provided on the rear side of the driver's seat 16, and a hopper 25 constituting the fertilization device 4 . and a feeding mechanism 26 and the like.

The left and right spare mother storage devices 17A are supported by the spare mother support frame 17 as a support frame erected on the engine frame 1F among the body frames 1E. Specifically, the spare bristle storage devices 17A on the left and right have the upper and lower four-stage spare bristle loading pedestals 70 and the vehicle body up-and-down direction with respect to the spare bristle support frame 17 side with respect to the spare bristle loading pedestal 70 . It is provided in the state extended in the following direction, and has the storage apparatus frame 70a which supports the upper and lower four-stage preliminary|backup bristle mounting base 70. The spare mother support frame 17 is, as shown in FIG. 1, the left and right lower end side parts 17a extending in the vehicle body upper direction from both lateral side parts of the engine frame 1F, and the left and right lower end side parts 17a It has an upper side part 17b which extends horizontally on the upper part. The left and right lower end side portions 17a are located at a lower position than the upper end side portions 17b. The storage device frame 70a of the spare hair storage device 17A on the left side is supported by the lower end side portion 17a on the left side. The storage device frame 70a of the spare hair storage device 17A on the right side is supported by the lower end side portion 17a on the right side. The upper and lower four-stage spare hair loading tables 70 in the left and right spare hair storage devices 17A are supported by the spare hair support frame 17 via the storage device frame 70a.

In this embodiment, although 17A of spare hair|bristle storage apparatuses on either side have the upper and lower four-stage spare hair|bristle mounting stand 70, it is not limited to this. For example, you may have three or less upper and lower stages, or the thing with the spare hair|bristle mounting stand 70 of five or more upper and lower stages.

[Sonar control device, stacked light, receiver device, battery]

2 and 3, a front sonar ECU 64A as a sonar control device, a laminated light 71 that frequently displays the control mode of the control unit 30 on the outside of the vehicle, and a remote control 90 ( The receiving device 72, which receives the radio command signal from the remote control device), converts the received radio command signal into an electric signal, and transmits it to the control unit 30, the right side of the lateral side of the self-propelled vehicle It is provided on the side. The battery 73 for supplying electric power to the sonar ECU 64, the stacked lights 71, and the receiving device 72 is, among the both lateral sides of the self-propelled vehicle, the front sonar ECU 64A, the stacked lights 71 and a side on the side where the receiving device 72 is provided, that is, on the side on the right side. In the present embodiment, the front sonar ECU 64A, the stacked light 71, the receiver 72, and the battery 73 are provided on the right side of the self-propelled vehicle, but on the left side of the self-propelled vehicle. It may have been prepared.

When it demonstrates in detail, 64 A of front sonar ECUs and the lamination|stacking lamp 71 are provided in the upper part of 17A of spare|spread mother storage apparatuses on the right, as shown in FIGS. As shown in FIGS. 2 and 3 , the receiving device 72 is provided at a location on the right end side of the vehicle body in the front upper region of the driving unit 14 . The battery 73 is provided below the spare mother storage device 17A on the right.

[Configuration of laminated lights]

As shown in Figs. 2 and 3, the laminated light 71 is provided at a location on the inner side of the vehicle body in the lateral direction in the upper region of the spare mother storage device 17A on the right as the outer periphery of the self-propelled vehicle. The lamination lamp 71 is provided at a position higher than the uppermost preliminary bristle loading table 70 among the upper and lower four-stage preliminary bristle loading tables 70 in the right side preliminary bristle storage device 17A. The stacked lamp 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 so as not to interfere with the reception of the receiving device 72, It is provided at a position lower than the antenna 72p of the reception device 72 .

The laminated light 71 is inclined with respect to the posture of use in the longitudinal direction along the up-and-down direction of the vehicle body as shown by the solid line in FIG. It is supported so that an attitude|position change is possible in the storage attitude|position located in the position where the upper part is low compared with the attitude|position.

As specifically, shown in FIG. 1, FIG. 28, the support member 74 such as lamination|stacking is supported in the upper part of the lower end side part 17a of the right side in the preliminary|backup mother support frame 17. As shown in FIG. 28, the support shaft 71b and the posture determining arm 71c are provided in the connection part 71a formed in the lower part of the lamination|stacking lamp 71. As shown in FIG. The lamination lamp 71 is laminated via the supporting shaft 71b by the support shaft 71b being mounted to the support hole 74a of the lamination lamp support member 74 from the horizontal outer side of the lamination lamp support member 74. It is supported by the back support member 74 . As shown by the solid line in FIGS. 1 and 29, the lamination lamp 71 is oscillated by using the support shaft 71b as a oscillation support point, and is in a state of standing with respect to the lamination lamp support member 74, so that the use posture becomes As shown by the double-dotted chain line in FIGS. 1 and 29, the stacked lamp 71 is operated to swing with the support shaft 71b as a swing support point, and is tilted toward the front side of the vehicle body with respect to the use posture. do. When the stacked back light 71 is in the use posture, the set bolt 74b is inserted from the horizontal inner side of the stacked back support member 74 through the bolt hole 74c of the stacked back support member 74, and the posture determining arm 71c ), the stacking light 71 is held in the use posture by the set bolt 74b by being attached to the bolt hole. When the stacked lamp 71 is placed in the storage posture, the stopper 75a formed on the cover 75 supported by the stacked lamp support member 74 receives the free end side of the stacked lamp 71 from below. Supported, the lamination lamp 71 is held by the cover 75 in the storage posture. The cover 75 is supported by the laminated lamp support member 74, and is comprised so that the support part of the laminated lamp 71 and front sonar ECU 64A may be covered from the horizontal outer side.

The lamination lamp 71 is provided on the outer periphery of the spare bristle storage device 17A on the right as the outer periphery of the self-propelled vehicle, but is not limited thereto. For example, what was provided above the hopper 25 of the fertilization apparatus 4 may be sufficient. Moreover, it may be provided on both sides of the outer side of the driving part 14, and it may be supported by the railing 76 (refer FIGS. In this case, you may support each of the handrails 76 on either side. In this embodiment, although the lamination|stacking lamp 71 is supported by the preliminary|backup mother support frame 17, it is not limited to this, What provided the dedicated support frame which supports the laminated lamp 71 may be sufficient. It is suitable if the installation height of the lamination|stacking light 71 is comprised so that change is possible.

In the present embodiment, as shown in Figs. 3, 28, and 29, on the laminated light 71, the pink (71P), green (71G), and blue (71B) indicator light portions are laminated. The pink (71P), green (71G), and blue (71B) indicator parts are stacked in the order in which the green 71G is located under the pink 71P and the blue 71B is located below the green 71G, not limited to that For example, it may be laminated in any order, for example, the pink 71P is positioned between the green 71G and the blue 71B. In addition, it is not limited to the three-color display part, but it may be provided with the two-color indicator part or the display part of four or more colors.

1, 2, and 3, the center mascot 20 is provided in front of the driving unit 14. In the upper part of the center mascot 20 that is easy to see from the driver 14, an indicator light 20A for indicating the control mode of the control unit 30 is formed. In the present embodiment, the indicator lights 20A, not shown, are provided with red, green, amber right, and amber left indicator lights. In this embodiment, although the indicator light part 20A is formed in the center mascot 20, 20A of indicator light parts may not be formed.

In this embodiment, the indicator light portion 20A of the lamination lamp 71 and the center mascot 20 is controlled by the control unit 30 in the display state shown in FIG. 30 . A "-" symbol shown in FIG. 30 indicates lighting in the laminated lamp 71 and the indicator light unit 20A, and "-" indicates light off in the laminated lamp 71 and the indicator light unit 20A, "● (flashing)" indicates blinking in the stacking light 71 .

A part of the display state of the indicator light portion 20A shown in Fig. 30 will be described next.

In the indicator 20A, when the control unit 30 is selected in the manned automatic mode, when automatic driving is possible, and when the control unit 30 is selected in the manned automatic mode, when automatic driving is resumed, Red, Green, Amber Right and Amber Left are all lit.

In the indicator 20A, when the automatic driving start condition is not established in the state in which the control unit 30 is selected in the unattended automatic mode, all of red, green, amber right and amber left are turned off.

A part of the display state of the stacked lamp 71 shown in Fig. 30 will be described next.

In the stacking light 71, when the control unit 30 is selected in the manned automatic mode, when automatic operation start is possible, and when the control unit 30 is selected in the manned automatic mode, automatic operation restart is possible, All the indicator lights of the pink (71P), green (71G) and blue (71B) are turned off.

In the laminated light 71, when the control unit 30 is selected in the unattended automatic mode and the automatic driving start condition is not established, all the indicator lights of the pink (71P), green (71G) and blue (71B) are turned off. do. When the control unit 30 is selected in the unattended automatic mode, when automatic operation start is possible, and when the control unit 30 is selected in the unattended automatic mode, when automatic operation restart is possible, pink (71P), green ( 71G) and blue 71B are all lit. When the control unit 30 is selected in the unattended automatic mode, when an obstacle is detected, and when the control unit 30 is selected in the unattended automatic mode, when GPS positioning is not possible, only the indicator light in pink (71P) lights up

The stacking light 71 is used only in the unattended automatic mode. During condition adjustment for automatic driving start, no indicator lights up. During automatic operation, only the bottom indicator lights up, and if automatic operation is permitted (temporary stop during automatic operation or before induction of the starting point), the three-color indicator lights up and automatic operation is disabled (obstacle detection, machine error), only the top indicator lights up. Since the information that automatic operation is impossible is the most important, when automatic operation is impossible, the indicator light positioned at the highest position is turned on. The laminated light 71 may be lit in a state in which the control unit 30 is selected in the manned automatic mode. In the laminated lamp 71, the combination of the indicator light units that are turned on in correspondence to the control mode and the combination of the indicator light units that are turned off in correspondence with the control mode can be changed to combinations other than those shown in FIG. Except in the automatic operation mode, the stacking light 71 may not be displayed. Various display by the lamination|stacking etc. 71 may be performed together with an audio|voice notification, a virtual screen notification, etc. In the laminated lamp 71, an abnormality in the laminated lamp 71 can be detected by detecting the current (voltage) of the laminated lamp 71 .

[Support of positioning unit, antenna and receiving device]

An antenna 72p for receiving a radio command signal from the remote controller 90 (remote control device) is linked to the receiver 72 . The reception device 72 receives the radio command signal through 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 mother 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 includes a frame portion 17y extending in the vehicle body lateral width direction from a position above the front of the driving unit 14, and a frame portion ( It has the arm part 17t extended toward the lower end side part 17a in the preliminary|backup mother support frame 17 from both lateral ends of 17y, and supported by the upper part of the lower end side part 17a. As shown in Fig. 25, the mounting table 77 is supported by the frame portion 17y, and the positioning unit 8 and the receiving device 72 are arranged in the vehicle body lateral direction. It is configured to be fastened and fixed to the mounting table 77 by a connection bolt. As shown in FIGS. 2 and 3 , the positioning unit 8 and the receiving device 72 are stacked and fixed in a horizontal arrangement in which the receiving device 72 is located in the vehicle body lateral outer side of the positioning unit 8 . As shown in FIG. 25, the antenna 72p of the receiving device 72 is configured to be supported by the antenna support 77a provided on the mounting table 77 in a state positioned in front of the receiving device 72, have. The antenna 72p is supported by the antenna support portion 77a in a detachable manner by adsorption of a magnet (not shown) provided in the base portion of the antenna 72p. In this embodiment, although a magnet is employ|adopted, it is not limited to this. For example, it is possible to employ a sucker. When the antenna 72p extends from the receiving device 72, the antenna 72p may be detachable by configuring the receiving device 72 to be detachable.

25, 26, and 28, the extending end of the right arm portion 17t in the upper end side portion 17b of the preliminary mother support frame 17 is the lower end side of the right side in the preliminary mother support frame 17. It is comprised so that it may be supported via the pivot shaft 78a by the support part 78 formed in 17a. The left arm portion 17t in the upper end side portion 17b is configured to be supported by the lower end side portion 17a by the same configuration as that in which the right arm portion 17t is supported by the right lower end side portion 17a.

The upper end side part 17b is comprised so that it may be supported by the left and right lower end side parts 17a in the state which can rock|fluctuate using the pivot shaft 78a as a rocking|fluctuation fulcrum. The upper end side portion 17b is pivotally operated using the pivot shaft 78a as a pivot support point, and as shown by the solid line in FIG. 1, the frame portion 17y is positioned above the lower end side portion 17a. As shown by the dashed-dotted line in FIG. 1, the frame part 17y is attitude|positioned to the downward attitude|position located behind the lower end side part 17a. When the upper end side portion 17b is oscillated by the right arm portion 17t, the right arm portion 17t passes through the vehicle body lateral inner side rather than the laminated light 71, so that the laminated light 71 does not become an obstacle.

As shown by the solid line in Figs. 1 and 3, the upper end side portion 17b is attitude changed to the rising posture, so that the antenna 72p, the receiving device 72, and the positioning unit 8 are located in the rising use position, It will be in the state located in the position higher than the lower end side part 17a. 1 and 3, the upper end side portion 17b is changed to the lowering posture, so that the receiving device 72 and the positioning unit 8 are positioned in the lowered storage position, and the lower end side portion 17a ), it is lower than the upper end, and is in a state lower than the upward use position. When the receiving device 72 and the positioning unit 8 are positioned in the lowered storage position, the vertical orientation of the receiving device 72 and the positioning unit 8 is reversed to the vertical orientation when positioned in the raised use position. When the receiving device 72 and the positioning unit 8 are lowered to the lowered use position, the antenna 72p does not come into contact with the surrounding members and become an obstacle to the lowering and swinging of the upper side portion 17b. ) can be separated from the antenna support 77a. When the antenna 72p, the receiver 72, and the positioning unit 8 are placed in the upward use position, as shown in FIG. 26, the first bolt hole 78b of the arm portion 17t and the support portion 78 is By attaching the set bolt 79 over the top side portion 17b is held in the raised posture by the set bolt 79, and the antenna 72p, the receiving device 72 and the positioning unit 8 are lifted to the use position. can be held in When the receiving device 72 and the positioning unit 8 are placed in the lowered storage position, the set bolt 79 spans the second bolt hole 78c of the arm portion 17t and the support portion 78 as shown in FIG. 27 . ), the upper end side portion 17b is held in the lowered posture by the set bolt 79, and the receiving device 72 and the 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 as a notification device for notifying the control to be executed by the control unit 30 is in a state in which the sound emitting unit 100a faces the driving unit 14 . It is provided in the front upper part of the furnace operation part 14. As shown in FIG. The lower end of the voice alarm generating device 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, although the voice alarm generating apparatus 100 is employ|adopted as a notification apparatus, it is not limited to this. For example, it is possible to employ various notification devices, such as a device that notifies by sound or light, or a device that notifies by image or text.

The voice alarm generating device 100 is provided below the positioning unit 8 in a state of being 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 falling onto the voice alarm generating device 100 from above.

The voice alarm generating apparatus 100 is supported by the spare mother support frame 17, as shown in FIG.

Specifically, as shown in FIGS. 1 and 31 , the positioning unit 8 is supported by the upper end side portion 17b of the preliminary mother support frame 17 and the frame portion 17y of the upper end side portion 17b. The loading table 77 on which this loading is fixed is provided. The support member 101 extends downward from the mounting table 77 . The voice alarm generating device 100 is supported inside the box portion 101a formed under the support member 101 . The voice alarm generating apparatus 100 is supported by the upper end side part 17b of the spare mother support frame 17 via the support member 101 and the mounting table 77. As shown in FIG.

In the present embodiment, the voice alarm generating device 100 is controlled by the control unit 30 to generate 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 for notifying the control executed by the control unit 30 and also provides a notification regarding autonomous vehicle driving. It generates a voice alarm for notification and a voice alarm for notification about the planting device (3). In addition, [CH] shown in FIG. 32 is a channel.

During turning, reversing, and unmanned automatic control, the main shift lever (operation to neutral, forward/backward operation), planting down (when the operator wakes up during automatic operation, the beginning of each side of the outermost periphery) continues with a voice alarm notify In the case of the manned automatic, a voice alarm for operating the shift lever in the traveling direction is issued with respect to the traveling direction of the route. During the period from the start of the automatic operation to the start of the next automatic operation, when the forward/backward is temporarily changed (reversed) in the flow (with a transition, etc.), the corresponding operation of the main shift lever is not required by the voice alarm. In the case of the unmanned automatic, operation to the neutral main shift lever is urged by a voice alarm by an operation other than the neutral main shift lever by accident. At the time of hair exhaustion, fertilizer exhaustion (material exhaustion), we assume automatic operation impossibility. At this time, the voice alarm generating device 100 notifies the situation. urge workers to respond. In the voice alarm generating apparatus 100, it is checked whether there is an abnormality when the automatic operation start switch is turned on. When there is an abnormality, it is checked so that automatic operation is not entered, and the method of resolving the abnormality and the avoidance method (promoting manual operation) are also notified. During automatic operation, it is notified by a voice alarm before moving. After that, it stops the notification and starts moving. Or, move with notifications. As notification means, in addition to employing the voice alarm generator 100, the stacking light 71, and the center mascot 20, it is recommended to employ a remote control, a smartphone, a mobile device, a virtual machine, a work machine light, an alarm sound, and a vibration. It is possible.

In the rear of the operation unit 14, the voice alarm generating device 100 is provided above the hopper 25, above the mother loading table 21, on the handrail 76, etc., and when moving forward, the voice alarm in the front The generating device 100 may operate and, when moving backward, the rear voice alarm generating device 100 may be operated. In addition, the voice alarm generating device 100 may be provided in all four directions of the front, rear, left, and right directions of the driving unit 14 . The voice alarm generating device 100 may be provided in the case of the positioning unit 8 . In addition, the voice alarm generating device 100 may be surrounded by a dedicated case, and a cavity may be provided in the dedicated case so that the voice is sufficiently transmitted to the surroundings at that time. In addition, in consideration of the easiness of wiring, the voice alarm generating device 100 may be provided between the batteries in the left-right direction of the body. When the voice alarm generating device 100 breaks down, it is suitable to configure the remote control to be notified.

〔remote〕

This rice transplanter is equipped with the remote control 90 shown in FIG. 33, and can remotely control the rice transplanter using this remote control 90. This remote control 90 is provided with 7 buttons and 2 indicators. In addition, in this specification, a button should be construed in a broad sense, and includes various operating bodies such as a switch or a key, and also includes a software button or a hardware button. The first button 90a is a power ON/OFF button. The second button 90b temporarily stops the aircraft 1 in a state in which the automatic travel mode is maintained by a single pressing operation. Moreover, the 2nd button 90b stops the aircraft 1 by simultaneous pressing operation with the function button 90g, and ends the automatic travel mode. At that time, the engine is not stopped. The 3rd button 90c accelerates the base body 1 by a single pressing operation, and advances the base body 1 at a slow speed by simultaneous pressing operation with the function button 90g. The fourth button 90d decelerates the aircraft 1 by a single pressing operation, and slowly moves the aircraft 1 backward by a simultaneous pressing operation with the function button 90g. The fifth button 90e starts automatic travel by a simultaneous pressing operation with the function button 90g. The 6th button 90f starts a planting operation by simultaneous push operation with the function button 90g. The first indicator 90x indicates the remaining amount of the battery, and when the remaining amount of the battery decreases, the display color changes from green to red. The second indicator 90y indicates ON/OFF of communication. That is, the second indicator 90y indicates that the remote control 90 has been operated. In addition, the 2nd indicator 90y can also perform the display which shows that operation by the remote control 90 was accepted by the control system of a rice transplanter.

The function of each button realized by the simultaneous pressing operation with the function button 90g may be configured so as to be realized even by pressing and holding each button or pressing it twice. Moreover, you may comprise so that the base body 1 may be stopped by the 1st button 90a which is a power button. In the case where the aircraft 1 is temporarily stopped in the automatic running mode, the second button 90b is individually pressed. The aircraft 1 may be stopped by long-pressing or double-pressing the second button 90b, and the automatic travel mode may be ended. When the engine is stopped for idling stop, the restart of the engine may be realized by button operation of the remote controller 90 . In addition, the function realized by the simultaneous pressing operation of the function button 90g and each button, the function of each button, and the function of each button realized by the single pressing operation of each button may be changed. In addition, in this embodiment, the remote control 90 was provided with 7 buttons and 2 indicators, but you may change each number arbitrarily.

When the cradle of the remote control 90 or a connector capable of data communication with the remote control 90 is installed in the driver 14 , the remote control 90 can exchange data with the information terminal 5 or the control unit 30 . . When the battery of the remote control 90 is rechargeable, it can be charged through a cradle.

At that time, if the cradle is provided with a cover that can be waterproofed both when the remote control 90 is attached and when the remote control 90 is not attached, water damage is not caused when washing the rice transplanter. By exchanging data between the remote control 90 and the information terminal 5 , the operation guidance and the operation result of the remote control 90 can be displayed on the touch panel 50 . In addition, a function of managing the distance between the remote control unit 90 and the base unit 1 and notifying a caution when the distance exceeds a predetermined value is provided by the information terminal 5 , the control unit 30 , and the remote control unit 90 . At least one may be provided. Similarly, when communication failure occurs between the information terminal 5 or the control unit 30 and the remote control unit 90, the function of notifying a caution is provided to the information terminal 5, the control unit 30, and the remote control unit 90. provided in at least one of Moreover, it is also possible to employ|adopt the structure which performs the sequential operation|movement set in advance by the rice transplanter autonomously by specific operation with respect to the remote control 90 (demonstration mode operation, etc.).

The remote control 90 may be configured in various forms. For example, it is also possible to use as the remote control 90 by installing a program corresponding to a mobile phone or tablet computer.

[information terminal]

The information terminal 5 is provided in the driver 14 so that the operator (including a driver, a supervisor, etc.) seated on the driver's seat 16 can manually operate, check the time, and confirm the voice. The information terminal 5 has a network computer function. As shown in Fig. 34, a hardware button group 5a composed of a touch panel 50 and a plurality of operation keys is incorporated in the housing 5A. In addition, substantially the same operation keys are also displayed on the touch panel 50 as the software button group 50a. When the display content of the touch panel 50, for example, the map screen or the route screen is enlarged by operation of an enlargement key, the software button group 50a is erased, but the operation for the software button group 50a is performed by hardware It can be replaced by the button group 5a. For this reason, the positions of the respective operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation by an operator is requested, the corresponding operation key of the software button group 50a is alerted by flashing or lighting, or the like. At that time, when the operation keys of the hardware button group 5a are also effective, the corresponding operation keys of the hardware button group 5a blink or light. Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed with black characters on white paper as much as possible.

[Graphic interface of information terminal]

This rice transplanter can perform the seed planting operation|work in a pavement by automatic running. The necessary information for that is displayed on the touch panel 50 of the information terminal 5 . This information terminal 5 is equipped with the graphic interface for performing information display with respect to an operator and operation input by an operator via the touch panel 50. As shown in FIG. At that time, the icon simulating the rice transplanter is displayed on the touch panel 50 in order to show the running state of the rice transplanter. Since this rice transplanter can perform automatic running by manned and unmanned automatic running, in each case, the shape or color of a rice transplanter icon, or both is changed. The operator inputs various commands while being guided by information displayed on the screen of the touch panel 50 . In the automatic work driving, the following processing, (1) sensor/remote control check processing, (2) preparation processing, (3) map creation processing, (4) route creation processing, (5) working travel setting processing, (6) driving assist processing A process or the like is performed, and information necessary for each process is displayed on the information terminal 5 .

[Sensor remote control check processing]

This rice transplanter, as an object detection sensor, has four front sonars 61, two rear sonars 62, and two transverse sonars 63 (these generic names are simply sonar (SU)) is provided. A sensor check for checking whether an operation failure has not occurred in this sonar SU is performed in a timely manner. In a sensor check, an operator carries around the perimeter of a rice transplanter, the reflector used as a pseudo-obstacle. The sonar check here finds a malfunction due to foreign matter such as mud or water droplets adhering to the sonar SU. .

In addition, the object detection sensor includes, in addition to the sonar SU, a laser sensor, an electromagnetic wave sensor, a camera sensor, and the like. Alternatively, two types of object detection sensors may be combined. In addition, in object detection using these object detection sensors, particularly in object detection using a camera sensor, it is preferable to use machine learning as an object detection algorithm. Therefore, the following description is not limited to the 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. 35 . The functional elements used for this sensor check include the aircraft position calculation unit 311 built into the control unit 30, the obstacle detecting unit 641 built into the sonar ECU 64, and the information terminal 5 as a graphic display. The touch panel 50 and the sonar management unit 51 as a sensor management unit embedded in the information terminal 5 .

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The obstacle detecting unit 641 detects an obstacle based on a detection signal from the sonar SU. The sonar management unit 51 manages the operation check of the sonar. The sonar management unit 51 includes a sonar check execution unit 51a as a sensor check execution unit and a validity determination unit 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 operation of all the sonar SUs has been confirmed through the sonar check process. Further, the validity determination unit 51b determines (validity determination) the holding (validation) and cancellation (invalidation) of the recorded operation confirmation flag.

An example of the flow of control in a sonar check is shown in FIG. 36 . In this flow, the rice transplanter goes to the pavement by manual running, performs a seedling operation by automatic running in the pavement, and when an operation is complete|finished, it leaves|leaves out of a pavement by manual driving.

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

The flow of the sonar check process is shown in FIG. 37 . First, the sonar management unit 51 displays a screen as shown in FIG. 38 on the screen of the touch panel 50, and requests the operator to sequentially place the pseudo-reflectors within the detection range of each sonar SU. Do (#C1). On this screen, since the installation position of each sonar and the detection range of each sonar are shown based on the reality, an operator can grasp|ascertain the installation position of each sonar and the detection range of each sonar easily. The operator reflects ultrasonic waves from each sonar SU at the pseudo-reflector, and starts positioning the pseudo-reflector so that the reflected wave is received by the sonar SU (#C2). A check screen showing the sonar check status shown in Fig. 39 is displayed, and when the sonar SU receives (confirms) the reflected wave from the pseudo-reflector (#C3 "Yes" branch), the operation target on the check screen is A small check mark (CI1) as the first visual symbol is displayed at the sonar position (#C4). At the same time, the operation confirmation may be notified through a notification device by sound, light, or vibration. In that case, when using sound, a different tone may be assigned to each sonar SU. In the case of using light, a laminated lamp or an information terminal 5 may be used. When operation of this sonar check is performed by the remote control 90 or a mobile phone, the vibration function of a remote control or a mobile phone can be used for notification of operation confirmation. This operation check operation is sequentially performed for each sonar SU.

When the operation of all the sonar detectors SU is confirmed (#C5 "Yes" branch), a large check symbol CI2 as a second visual symbol is displayed in the illustration indicating the aircraft on the check screen (#C6). By displaying this check symbol CI2, an operator grasps that the sonar check process is completed. Notification of completion of this sonar check process can also be performed by sound, light, or vibration. When the operation of all the sonar SU is confirmed, the validity determination unit 51b sets "1" to the operation confirmation flag (it is simply described as a flag in FIG. 37) (#C7).

The notification of the operation confirmation may be performed when the operation|movement of all the sonar SUs is not confirmed for every operation confirmation of the individual sonar SU, but the operation confirmation.

As the positioning operation of the pseudo-reflector, the operator may have a pseudo-reflector and may go around the rice transplanter once, and the operator controls an operation rod such as a fishing rod provided with the pseudo-reflector in the driving unit 14, and the pseudo-reflector may be circumvented. Moreover, you may install a pseudo reflector in a drone, and you may fly a drone so that a pseudo reflector may go around the circumference of a rice transplanter.

Returning to the flow of FIG. 36 , when the rice transplanter manually travels toward the entrance and exit of the pavement, whether or not the rice transplanter has reached the vicinity of the pavement is checked based on the position of the body calculated by the body position calculation unit 311 (# S06). In addition, in step #S04, if the execution of the sonar check is canceled by the operator (#S04 "NO" branch), the sonar check process is not performed, and the flow jumps to step #S06. When the aircraft position reaches the vicinity of the pavement (#C6 "Yes" branch), a sonar check request command (pre-work sensor check request command) is issued, so the first operation check flag is invalid, that is, the operation check flag It is checked whether "0" is set to ? (#S07). If "0" is set in the operation check flag (#S07 branch "Yes"), it is necessary to complete the sonar check before performing automatic driving, so here again, the sonar management unit 51, the touch panel Through the screen of (50), 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), sonar check processing is executed (#S09). When the sonar check process is finished, it waits for the driving mode to be switched from the manual driving mode to the automatic driving mode (#S10). If "1" is set in the operation confirmation flag in the check in step #S07, or when the operator also cancels the execution of this sonar check in step #S08 (#S08 "No" branch), the sonar No check processing is performed, and the flow advances to step #S10.

When the driving mode is switched to the automatic driving mode (#S10 "Yes" branch), it is checked whether or not "0" is set in the operation check flag (#S11). When "0" is set in the operation confirmation flag (#S11 "Yes" branch), sonar check processing is forcibly performed (#S12). When the sonar check process is completed, automatic operation driving is enabled (#S13). If the sonar check process has been performed from the time the rice transplanter has already started up until now and "1" is set in the operation check flag (#S11 "No" branch), automatic operation running is immediately possible (#S13) ).

When the automatic driving is started, it is checked whether the driving mode is switched from the automatic driving mode to the manual driving mode (#S14). When the driving mode is switched to the manual driving mode (#S14 "Yes" branch), the operator is asked whether it is a temporary cessation of the automatic driving or the end of the automatic driving accompanying the end of the paving work (#S15). If the automatic running is ended (#S15 end branch), "0" is set in the operation confirmation flag (#S16), and the operation shifts to manual running (#S17). If the automatic running is interrupted (#S15 interruption branch), "0" is not set in the operation confirmation flag, and the manual running is transferred as it is (#S17).

When shifting to manual running, a check (#S18) of whether the running mode is switched to an automatic running mode, and a check (#S19) of whether the rice transplanter has detached from the field are performed. When the automatic driving mode is switched (#S18 branch "Yes"), the flow jumps to step #S11, and the state of the operation confirmation flag is checked. When the rice transplanter leaves the field (#S19 "Yes" branch), "0" is set in the operation confirmation flag (#S20). In addition, when the main switch of a rice transplanter turns OFF (#S21 "Yes" branch), this routine is finished.

The reset (invalidation) of the operation confirmation flag which replaces the contents of the operation confirmation flag set to "1" (validation) with "0" may be performed by the expiration of the set validity period other than the above-mentioned thing. Alternatively, the operation confirmation flag may be invalidated at a timing to which the date of the activation of the operation confirmation flag is advanced (the timing at which the date is changed) other than the automatic driving at night. In addition, as long as there is no departure from the pavement, when automatic driving is performed on one pavement, setting in which the operation check flag is not invalidated, or when automatic driving is performed on a plurality of predetermined pavements, It is preferable if the setting in which the invalidation of the operation confirmation flag is not performed is also prepared.

In addition, although not shown in FIG. 36, when a job end command for job termination is given, the operation check flag is canceled (invalidated), but when a job interruption command for job interruption is given, the operation check flag is maintained do.

In addition to the sonar check described above, the operation check of the remote control 90 is also performed. In addition, when non-use of the remote control 90 is selected, this remote control check can be omitted. In an example of the remote control check, buttons to be sequentially operated by the remote control 90 are displayed on the touch panel 50 of the information terminal 5 . By operating the corresponding button accordingly, the operation check proceeds. When the operation of all buttons is confirmed, the operation check is finished. In that case, similarly to the sonar check, it is preferable if the time sign of the completion of the operation of each button or the time sign of the completion of the operation of all buttons are displayed on the touch panel 50 . Invalidation of the operation confirmation flag indicating that the operation check of the remote controller 90 has been completed may also be useful for invalidating the operation confirmation flag in the above-described sonar check.

The check processing (sonar check, remote control check, stacking light check, voice alarm check, etc.) performed before the start of automatic driving may be canceled by confirming the intention of the operator. In addition, the cancellation of such a check process may be limited to the automatic driving|running by manned.

[Preparation processing]

In the preparatory process, the four alert screens shown in FIG. 40 (symbols (a), (b), (c), and (d) are respectively assigned to them) are sequentially displayed. The screen of (a) is a warning screen for prohibiting automatic driving along a cliff or a waterway in a posture in which the aircraft 1 is inclined beyond the allowable range. The screen of (b) is a warning screen for requesting that the operator must get on the driving unit 14 and perform manned automatic driving when the seed planting operation along the outermost periphery of the pavement is automatically driven. The screen of (c) is a warning screen for requesting to create a new map without diverting the previous map. The screen of (d) is a warning screen that prohibits automatic driving when the pavement is deformed more than allowable or there is a driving obstacle inside the pavement. A "confirmation" button is arranged on each screen, and the next screen is displayed by pressing the "confirmation" button.

Such an alert screen as preparation before automatic driving is displayed whenever the automatic driving mode is selected, but may be displayed every predetermined time or whenever a date is changed.

In addition, when the same operator performs automatic driving, you may configure so that this alert screen may be displayed continuously in animation without pressing the "confirmation" button. In FIG. 40 , four alert screens that are individually displayed on the touch panel 50 are illustrated, but these alert screens may be arbitrarily integrated. For example, the screen of (a) and the screen of (b) may be combined to form one alert screen.

In general, various processes performed together with information display on the touch panel 50 move to the next process by pressing the "Next" button. In the process for displaying this alert screen, display of all alert screens and "confirmation" Until the ' button is pressed, the screen transition by the 'next' button is invalidated. For this reason, unless the operator confirms all the alert screens, it is impossible to transfer to the next process. However, in the case of a work on the same day or a short period of time, or when it turns out that it is the same operator, you may put a control which can abbreviate|omit this "confirmation" operation.

[Map selection processing]

The map selection process in a rice transplanter is demonstrated. Fig. 41 is a functional block diagram showing a functional unit in the map selection process. As shown in FIG. 41 , in the map selection processing in the present embodiment, information and data are mutually transmitted and received between the control unit 30 and the information terminal 5 . In the present embodiment, the control unit 30 is provided with the aircraft position calculation unit 311 , the information terminal 5 is provided with a display device 551 (touch panel 50 ), and a map information storage unit 552 . , map information display unit 553, input area determination unit 554, input position information calculation unit 555, thumbnail display unit 556, operation determination unit 557, area calculation unit 558, notification unit 559 is provided Each functional unit is constructed with the CPU as a core member in hardware or software or both in order to perform a process 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 composed of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculating unit 311 . In addition, in the present embodiment, the height information corresponds to the height of the base 1 (the height of the positioning unit 8 ) in which the geoid height and the elevation are added up. A body position is a position of the body 1 in real space, and is represented 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 at which the map information was created. The shape of the work paper is the shape of the pavement in which the rice transplanter performs a planting operation, and corresponds to the external shape of the pavement.

In the present embodiment, information indicating the external shape of such a pavement is handled as map information. The position of the work site is the position of the pavement, and may be the position of the outer periphery of the pavement, or the position of the doorway through which the rice transplanter enters and exits the pavement. Furthermore, the position of the central part of the pavement may be sufficient. In addition, the time information indicating the time at which the map information was created may be a time stamp indicating the time at which the above-described position information was acquired, or a time stamp indicating the time at which the map information was stored in the map information storage unit 552 . The map information includes time information that defines the time at which the map information was created, together with the position information that defines the position of the pavement described above by latitude information, longitude information, altitude information, and the like.

The display device 551 has a display screen. In the present embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5 . In this embodiment, the touch panel 50 also serves as a display screen. For this reason, unless a distinction is made in particular, a display screen is demonstrated as the touch panel 50. As shown in FIG.

The map information display unit 553 causes the touch panel 50 to display the map information extracted based on the aircraft position, position information, and time information among the map information stored in the map information storage unit 552 . As described above, map information is stored in the map information storage unit 552, and the map information includes location information and time information. A base position is the position of the base|substrate 1 in the real space calculated by the base|substrate position calculation part 311, Specifically, it is the present position of a rice transplanter.

The map information display unit 553 is map information indicating the external shape of the pavement including the current position of the rice transplanter among the map information stored in the map information storage unit 552, and has the latest time stamp based on the time information The map information is extracted, and the extracted map information is displayed on the touch panel 50 . Thereby, when a rice transplanter exists in a field, it becomes possible to display the latest map information which shows the shape of the said field on the touch panel 50 automatically.

In FIG. 42 , map information about the pavement in which the rice transplanter displayed on the touch panel 50 currently exists is shown. In order to facilitate understanding, in FIG. 42 , the map information displayed by the map information display unit 553 is indicated as map information 5531 . In addition, the image image 560 of the rice transplanter is also shown in FIG. 42 in the position corresponding to the current position of the rice transplanter in the map information 5531. Moreover, map information 5532 which shows the shape of the pavement within a predetermined distance with respect to the pavement corresponding to the map information 5531 is also shown in FIG. The map information 5532 is also suitable when the map information display unit 553 extracts it from the map information storage unit 552 and displays it on the touch panel 50 .

In addition, when the rice transplanter does not exist in the pavement, or when there is no map information according to the current position of the rice transplanter, map information indicating the shape of the pavement adjacent to or in the vicinity of the current position of the rice transplanter is displayed on the touch panel 50 . should be displayed

In FIG. 42 , the map information 5531 is displayed on the lower layer (rear side) of the image image 560 . That is, the rice transplanter exists in the pavement corresponding to the map information 5531. In this case, the indicator 5533 may be provided so as to surround the map information 5531 along the outer edge. In addition, although not shown in FIG. 42, you may display on the touchscreen 50 information which shows the date and time when the map information 5531 was created, and the area of the pavement corresponding to the map information 5531.

Returning to FIG. 41, the input area determination part 554 determines the input area in which the operation input by the user was performed in the map information displayed on the display screen. As described above, in the present embodiment, map information is displayed on the touch panel 50 . Users are workers. The operation input corresponds to an input performed by an operator contacting the touch panel 50 with a finger in the present embodiment. For this reason, the input area|region corresponds to the area|region which the operator's finger|toe in the touch panel 50 touched. Therefore, in the map information displayed on the touch panel 50 , the input area determination unit 554 determines the operator's Determines the area touched by the finger.

The input position information calculating unit 555 calculates position information in the map information according to the input region determined by the input region determining unit 554 as input position information. The input area determined by the input area determination unit 554 means that when the operator touches the touch panel 50 on which map information is displayed and makes an input, the operator's finger on the touch panel 50 makes an input. the touched area. On the other hand, map information is information indicating the shape of the pavement, and there is a correlation between the coordinates on the map information and the position information of the pavement. Then, the input position information calculating part 555 calculates the position of the pavement corresponding to the area|region which the operator's finger touched in the map information displayed on the touch panel 50. The positional information, which is information indicating this position, corresponds to the input positional information.

The thumbnail display unit 556 extracts the map information stored in the map information storage unit 552 based on the input position information, and displays it as a thumbnail on the touch panel 50 . The input position information is calculated and transmitted by the input position information calculating unit 555 . The thumbnail display unit 556 extracts, from the map information stored in the map information storage unit 552, map information of the pavement including the position indicated by the transmitted input position information. Displaying as thumbnails on the touch panel 50 means reducing and displaying them on the touch panel 50 . Here, the map information displayed by the map information display unit 553 is displayed in a reduced size. Accordingly, the thumbnail display unit 556 displays the map information extracted from the map information storage unit 552 in a reduced size than the map information displayed by the map information display unit 553 on the touch panel 50 . At this time, the touch panel 50 displays the map information displayed by the map information display unit 553 and a plurality of map information extracted by the thumbnail display unit 556 and different in time information from each other.

In other words, in the map information storage unit 552 , a plurality of map information is stored in a stacked state for each time information (layer storage), and the thumbnail display unit 556 is input calculated by the input position information calculation unit 555 . Based on the positional information, layer-stored map information (a plurality of map information) is displayed as thumbnails.

At this time, the selected pavement (the pavement based on the input position information calculated by the input position information calculating unit 555) may be configured to display all of the map information in which at least a part overlaps (having a laminated portion).

In FIG. 43, the example in the case where an operator selects the map information 5532 which shows the shape of the pavement different from the pavement in which a rice transplanter exists is shown. In this case, the outer periphery of the selected map information 5532 is surrounded by the indicator 5533 to indicate that the map information 5532 is selected. In addition, the 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 unit 556 also display job information indicating information of a job performed on a job sheet based on the map information displayed as thumbnails. The information of the operation|work performed by the work site based on map information is information which shows the content of the planting operation|work which the rice transplanter performed in the past with the field|pavement corresponding to the map information displayed on the touchscreen 50. The date and time, working conditions, etc. which performed a planting work specifically, correspond. Therefore, the thumbnail display part 556 displays the date and time of the planting operation|work performed in the past, working conditions, etc. with the map information reduced and displayed on the touchscreen 50 in the field corresponding to the said map information. As a result, for example, when the operator is interested in the map information displayed as thumbnails, by contacting the map information, the map information extracted from the map information storage unit 552 is replaced with the map information contacted by the operator and displayed in a larger size. it becomes possible to do

Fig. 43 also shows an example in which job information of map information displayed in such a thumbnail is displayed. That is, when the cursor 5537 is operated while the map information is displayed as a thumbnail and the map information 5534 is selected, information indicating the date and time when the map information 5534 was created and the packaging corresponding to the map information 5534 are displayed. The area is displayed on the touch panel 50 (not shown in FIG. 43). Of course, instead of the operation by the cursor 5537, the map information 5534 may be operated by directly touching the map information 5534 with a finger.

In addition, the thumbnail display unit 556 may display the name of the pavement, the pavement area (using a unit unique to each country, such as the chiropractic method), and an image of the periphery of the pavement together with the map information that is reduced and displayed on the touch panel 50 . Furthermore, the name of the worker who performed the previous operation|work, the working time, etc. may be displayed.

Here, when an operator inputs an operation with respect to the touch panel 50, as shown in FIG. 44, an operator's finger may touch over some map information 5538, 5539.

In this embodiment, in such a case, it is comprised so that it can determine which map information was selected suitably, and can display on the touch panel 50. As shown in FIG. Hereinafter, this will be described.

Returning to FIG. 41 , the operation determination unit 557 determines whether the input area spans at least two or more map information in a state where a plurality of map information is displayed on the touch panel 50 . The fact that a plurality of map information is displayed on the touch panel 50 is, for example, the case of FIG. 44 . The input area is determined by the above-described input area determination unit 554 , and is an area in which operation input by an operator is performed in the touch panel 50 . The operation determination unit 557 determines whether such operation input spans at least two or more pieces of map information, that is, whether the area touched by the operator in the touch panel 50 overlaps with a plurality of pieces of map information. judge

The area calculation unit 558 calculates the area of the input area in each map information when the input area spans at least two or more map information. It can be specified that the input area spans at least two or more map information by transmitting the above-described determination result of the operation determination unit 557 to the area calculation unit 558 . The input area in each map information corresponds to the area contacted by the operator for each map information when the area contacted by the operator in the touch panel 50 overlaps with a plurality of map information. Therefore, when the area|region contacted by an operator in the touch panel 50 overlaps with some map information, the area calculation part 558 calculates the area of the area|region contacted by an operator for every map information.

More specifically, as shown in FIG. 44 , an input area 5540 relating to an operation input by an operator and an area 5541 in which map information 5538 on the lower layer (rear surface) of the input area 5540 overlap with each other. The area is calculated, and the area of the area 5542 in which the input area 5540 related to the operation input by the operator and the map information 5539 in the lower layer (rear surface) of the input area 5540 overlap with each other is calculated. .

In this case, the input area determination unit 554 assumes that the map information of the input area with the largest area among the at least two or more map information is the map information to which the operation input has been performed. That is, in the area of each of the plurality of map information calculated by the area calculation unit 558, it is determined that the operator has inputted the operation with respect to the map information having the largest area. In the example of FIG. 44 , the area of the area 5541 is compared with the area of the area 5542 , and it is determined that the operation input has been performed with respect to the map information 5538 having the larger area area 5541 . Thereby, even when an operator erroneously performs operation input over some map information, it becomes possible to detect the operation input by an operator appropriately.

Here, on the touch panel 50, as described above, map information by the map information display unit 553 and reduced map information by the thumbnail display unit 556 may be displayed in some cases. Moreover, as shown in FIG. 44, a plurality of map information by the map information display unit 553 may be displayed. In such a case, when there is map information created considerably earlier than the present among a plurality of map information, when an operator refers to this map information at the time of a planting operation, the information may become too old and cause trouble.

Then, the notification unit 559 calculates the elapsed time since the map information was created based on the time information regarding the map information displayed on the touch panel 50, and according to the elapsed time, It is appropriate to configure it to notify rewrite. The time information regarding the map information is a timestamp indicating the date and time when the map information was created. The elapsed time after the map information was created is the time from when the map information was created to the present. Re-creation of map information means re-creating map information. Accordingly, the notification unit 559 refers to a 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 is created to the present. When the calculated time is longer than the preset time (for example, 3 months), the notification unit 559 may notify so as to prompt the re-creation of the map information. This notification may be displayed on the touch panel 50 and may be performed by voice. Thereby, it becomes possible to notify the risk of the change of a packaging. In addition, when a longer time (for example, one year) than the preset time (for example, 3 months) has elapsed, the risk of packaging change is notified more strongly than the case of the preset time (for example, three months) ( As a warning), it is appropriate to strongly urge the rewriting of the map information.

Further, the notification unit 559 acquires disaster information indicating the disasters that have occurred so far at the work site, and creates the map information based on the disaster information and time information regarding the map information displayed on the touch panel 50 . If it is later determined that a disaster has occurred at the work site based on the map information, it may be configured to notify the re-creation of the map information. The disasters that have occurred in the workplace so far are particularly those that occurred after the previous work, and for example, earthquakes, typhoons, wind and flood damage, and the like are considerable. Regarding the occurrence status of such a disaster, it is possible to acquire disaster information including information on the type of the disaster and the date and time of occurrence, for example, by a management server or WEB. The notification unit 559 refers to a time stamp indicating the date and time when the disaster information and the map information displayed on the touch panel 50 were created, and indicates by the map information from the time the map information was created to the present. The operator determines whether an accident has occurred at the work site, that is, whether the work site has suffered an accident. If a disaster occurs at the work site from the time the map information is created to the present, the notification unit 559 may notify to prompt the re-creation of the map information. This notification may be displayed on the touch panel 50 and may be performed by voice.

Further, for example, even if the manager of the map information, the manager of the work place, or the manager of the worker is changed during the time from the creation of the map information to the present, the notification unit 559 is configured to restore the map information. A notification may be configured to prompt for completion. In this case, the map information may include information that can identify the manager of the map information, the manager of the work place, the manager of the worker, and the like.

In the above embodiment, the display screen has been described as being the touch panel 50 , but the display screen may not be the touch panel 50 . In this case, the operation input by the operator can be input by, for example, operating the cursor on a touch pad or the like.

In the said embodiment, when the input area|region determination part 554 spans multiple input areas by an operator, the map information of the input area|region with the largest area is demonstrated as map information to which operation input by an operator was performed. did. However, irrespective of the area, the map information of the area (position) contacted first may be configured as map information to which the operation input by the operator is performed, and the latest map information among the plurality of map information is provided by the operator. You may comprise as what sets it as map information to which operation input was performed. Moreover, you may configure so that an operator may select all the work papers within a predetermined range centering on an input area as selection candidates. Further, the map information may include frequency-of-use information indicating the frequency of use of the map information, and the map information with high frequency of use may be displayed so as to be located at the top of the map information displayed as thumbnails.

In the above embodiment, the thumbnail display unit 556 has been described as also displaying job information indicating information of a job performed on a job site based on map information displayed in thumbnails, but it may be configured not to display the job information.

In the above embodiment, the notification unit 559 notifies the re-creation of the map information according to the elapsed time after the map information is created, but the notification unit 559 notifies the re-creation of the map information. It is also possible to configure it not to do so. It is also possible to configure the elapsed time to be calculated by a functional unit different from the notification unit 559 .

In the above embodiment, the notification unit 559 has been described as notifying the re-creation of map information when it is determined that a disaster has occurred at the work site based on the map information. It is also possible to configure 559 not to notify the rewriting of map information.

You may comprise so that packaging information can be added to the map information displayed on the said touchscreen 50. It is possible to configure so that addition of this packaging information may be performed with a smartphone, the information terminal 5, a management server, a remote control, and an audio|voice input, for example. In addition, it is suitable if rearrangement of map information is comprised so that it can be performed by each item (date and time, pavement area, pavement name, user key, etc.) of pavement information.

Although the above-mentioned embodiment demonstrated that map information is memorize|stored in the map information storage part 552, it is also possible to configure so that an operator can delete map information through the touch panel 50. As shown in FIG. In such a case, it becomes possible to respond to the case where the detection accuracy (GPS sensitivity) of the gas position at the time of creation of map information is bad, or when the pavement shape is changed by division, etc. are performed.

In addition, it is suitable if it is comprised so that the some map information memorize|stored in the map information storage part 552 can be integrated as one map information. Thereby, it becomes possible to perform handling easily by integrating overlapping map information. Moreover, even when a pavement shape is changed by division arrangement etc., re-acquisition of map information becomes unnecessary. Furthermore, in the case where the supply point of the material used for work is limited, even if it is necessary to manage as a single package substantially, it can respond easily.

[Package shape acquisition processing]

The pavement shape acquisition process in a rice transplanter is demonstrated. Fig. 45 is a block diagram showing a functional part in the pavement shape acquisition process. As shown in FIG. 45 , in the packaging shape acquisition processing in the present embodiment, information and data are mutually transmitted and received between the control unit 30 and the information terminal 5 . In the present embodiment, the control unit 30 is provided with an aircraft position calculation unit 311 , and the information terminal 5 includes a display device 551 (touch panel 50 ) and a position information calculation unit 571 . , a map information creation unit 572 , and a travel route generation unit 573 are provided. Each functional unit is constructed by hardware or software or both, with the CPU as a core member, in order to perform processing related to packaging 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 composed of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculating unit 311 . In addition, in the present embodiment, the height information corresponds to the height of the base 1 (the height of the positioning unit 8 ) in which the geoid height and the elevation are added up. A body position is a position of the body 1 in real space, and is represented 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 partitioned along the outer periphery of the work site, the positional information calculating unit 571 is configured to, when starting traveling in one area, the position of the aircraft and the rear end of the outer periphery of the body 1 . Calculate location information based on the location of The outer periphery of the work site is the outer periphery part of the pavement in which the rice transplanter performs the planting operation, and corresponds to the inner periphery part of the ridge dividing the pavement. The plurality of areas partitioned along the outer periphery of the work site, for example, when the outer shape of the pavement has a polygonal shape, corresponds to each side of the polygon. In addition, when the outer shape of the pavement has at least an arc-shaped portion, the arc-shaped portion may be divided into a plurality of regions as one region. Of course, even when the external shape is a polygonal shape, one side may be divided into a plurality of regions.

Hereinafter, for ease of understanding, it will be described that the outer shape of the pavement as shown in FIG. 46 is quadrangular, and each side constitutes one area. Accordingly, the plurality of areas partitioned along the outer periphery of the work site correspond to four sides of the pavement having a rectangular outer shape. Hereinafter, these four sides are demonstrated as outer peripheral parts 591-594, respectively.

The traveling start time in one area|region is when a rice transplanter starts traveling in each of the outer peripheral parts 591-594. A base position is a position of a rice transplanter, and is computed by the base position calculation part 311 mentioned above. The position of the rear end of the outer peripheral side of the body 1 corresponds to the right sliding plate guard 3B when each of the outer peripheral portions 591 to 594 of the pavement in Fig. 46 is run counterclockwise. And, when traveling in the clockwise direction, the sliding plate guard 3B on the left is equivalent. Therefore, in each of the outer peripheral parts 591-594 of the pavement, the positional information calculation part 571 WHEREIN: When starting traveling, the position of the rice transplanter calculated by the body position calculation part 311, and a sliding plate guard Position information is calculated based on the position of (3B).

Specifically, the positional information calculation unit 571 memorizes in advance the deviation between the position of the positioning unit 8 and the position of the sliding plate guard 3B, and the direction in which the rice transplanter travels the pavement (counterclockwise or clockwise). direction), the 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 with respect to the aircraft position.

In addition, the positional information calculating unit 571 calculates positional information based on the position of the aircraft and the position of the outer peripheral front end portion of the aircraft 1 at the end of travel in one region. The time of completion|finish of traveling in one area|region is when a rice transplanter complete|finishes traveling in each of the outer peripheral parts 591-594. The position of the front end of the outer periphery of the base body 1 refers to the position of the spare bristle storage device 17A on the right side when each of the outer peripheral portions 591 to 594 of the pavement in FIG. 46 travels in a counterclockwise direction ( The right side end of the spare hair storage device 17A on the right side) is equivalent, and when traveling in the clockwise direction, the spare hair storage device 17A on the left side (the left end of the spare hair storage device 17A on the left side) is equivalent. do. Therefore, when the positional information calculating part 571 complete|finishes running in each of the outer peripheral parts 591-594 of a pavement, the position of the rice transplanter calculated by the body position calculating part 311, and the spare seedling storage apparatus 17A ) calculates location information based on the location of

Specifically, the positional information calculating unit 571 memorizes in advance the deviation between the position of the positioning unit 8 and the position of the spare mother storage device 17A, and the direction in which the rice transplanter travels the pavement (counterclockwise or clockwise). direction), the positional information may be calculated by adding or subtracting the deviation from the positioning unit 8 to the spare mother storage device 17A corresponding to the traveling direction with respect to the body position.

Here, the rice transplanter is provided with the work unit which performs a ground work so that raising/lowering with respect to the base|substrate 1 is possible. The work unit that performs the site work is the model planting device 3 . In this case, the positional information calculating unit 571 sets the time when the model planting device 3 in the raised position is in the lowered state as the traveling start time, and the model planting device 3 in the lowered state returns to the raised position. It is appropriate to set the starting point as the end of driving. When the seedling device 3 in the rising position is in a descending state, the planting mechanism 22 of the seedling device 3 approaches the planting surface so that a simulation is possible with respect to the planting surface (pavement surface) of the pavement, , when the leveling float 15 is grounded. It is also possible to detect the descent|fall of such a seedling apparatus 3 by providing a sensor in the leveling float 15, and by detecting the position of the work operation lever 11 which performs raising/lowering operation of the seedling apparatus 3, It is also possible to do

In addition, when the seedling apparatus 3 in a descending state returned to a raised position, the planting mechanism 22 of the seedling apparatus 3 is far away from the planting surface of a pavement, and the leveling float 15 is planted. It is a point that is separated from the side. It is also possible to provide a sensor in the leveling float 15 and to detect the rise of such a seedling device 3, too, by detecting the position of the work operation lever 11 which performs raising/lowering operation of the seedling device 3, It is also possible to do

Thus, the positional information calculation part 571 approaches a planting surface so that the planting mechanism 22 of the seedling apparatus 3 may simulate planting with respect to the planting surface of a pavement, and the leveling float 15 is grounded. By setting one time point as the running start time, the planting mechanism 22 of the parent planting device 3 is far away from the planting surface of the pavement, and the time point at which the leveling float 15 is separated from the planting surface is the running end time, positional information It becomes possible to properly perform the calculation of

Moreover, if the planting mechanism 22 does not descend (the leveling float 15 is grounded), it is also possible to comprise so that the positional information calculation part 571 cannot calculate positional information. In addition, you may comprise so that the start and end of calculation by the positional information calculation part 571 may determine combining other conditions and several conditions other than the grounding of the leveling float 15 (for example, of a planting clutch) on/off, marker action position, link sensor, rotor on/off, etc.).

Here, for example, when traveling around the outer circumferential part 591 in a counterclockwise direction, when it arrives near the intersection of the outer circumferential part 591 and the outer circumferential part 592, the body 1 travels while repeating running and stopping. There are cases where it runs (traveling while fine-tuning the aircraft position). In such a case, as for the planting mechanism 22 of the seedling apparatus 3, raising and lowering may be repeated. As described above, the positional information calculation unit 571 sets the time when the model planting device 3 in the raised position is in the lowered state as travel start time, and the model planting device 3 in the lowered state to the raised position. The point of return is defined as the end of driving. However, when traveling while performing fine adjustment as described above, there is a possibility that, for example, a plurality of positions at the start of traveling and at the end of traveling are detected, for example, during traveling of the outer peripheral portion 591 .

Therefore, the positional information calculation unit 571 is configured to, when the moving distance of the base body 1 between the position at the start of the previous run and the position at the start of the next run is equal to or less than a preset distance, the previous start of travel The position of the city should be invalidated. That is, the movement distance that the rice transplanter traveled during the time until the seed planting apparatus 3 in a raised position becomes a descending state, then it returns to a raised position, and the parent planting apparatus 3 in an ascending position becomes a descending state. If is less than a preset distance (for example, several tens of cm), there is a high possibility that the vehicle is traveling while making fine adjustments. In this case, before the start of the previous run, the position at the end of the run due to the return of the seed planting device 3 to the raised position may also be invalidated.

As shown in FIG. 47, after the model planting apparatus 3 in a rising position at T=1 is made into a falling state, specifically, it returns to a rising position at T=2, and also a rising position at T=3. When the rice transplanter travels until the seedling device 3 in the descent state, since the movement distance 5991 is larger than a preset distance (for example, several tens cm), the previous run in T=1 It does not invalidate the position at the time of start. On the other hand, in order to return to a raised position at T=4, and drive|work the outer periphery part 592, after the parent|child planting apparatus 3 in a raised position at T=3 goes into a lowered state, it is a raised position also at T=5. When the rice transplanter travels during the period until the seedling device 3 in the descent state, the movement distance 5992 is less than a preset distance (for example, several tens of cm), so the previous run in T=3 The starting position is invalidated. At this time, what is necessary is just to make invalid also the position at the time of completion|finish of travel by returning to a raised position in T=2 immediately before T=3 which was invalidated.

In addition, the positional information calculation unit 571 is virtually from the position of the center of gravity 595 of the body 1 along the width direction of the body 1 from the time travel is started in one area until it is finished. The extended first line 596 and the second line 597 virtually extended along the longitudinal direction of the body 1 from the most protruding protrusion along the width direction of the body 1 in the body 1 are formed. The location information may be calculated based on the intersection location. The period from start to end of running in one area is the period from start to end of running for each of the outer peripheral portions 591 to 594 of the pavement. The first line 596 virtually extended along the width direction of the body 1 from the position 595 of the center of gravity of the body 1 is a position (center of gravity) that becomes the center of gravity of the body 1 in FIG. 48 . From the position 595), a line extending in parallel in the left-right direction, which is the width direction of the base body 1, corresponds. The most protruding portion in the base 1 along the width direction of the base 1 corresponds to a portion in the base 1 most protruding along the left-right direction, which is the width direction of the base 1 . In this embodiment, as shown in FIG. 48, the sliding plate guard 3B corresponds. For this reason, in FIG. 48, the 2nd line 597 extending virtually along the longitudinal direction of the base body 1 from the protrusion part most protruding along the width direction of the base body 1 in the base body 1 is sliding. A line extending in parallel from the plate guard 3B in the front-rear direction that is the longitudinal direction of the base 1 corresponds.

Therefore, when the rice transplanter runs on the outer periphery of the pavement in the counterclockwise direction, the position information calculation unit 571, the first line 596 and the second line ( Position information is calculated based on the position of the intersection 598R of 597, and when the rice transplanter runs on the outer periphery of the pavement in a clockwise direction, the position information calculation unit 571, the first line 596 and the left Position information is calculated based on the position of the intersection 598L of the second line 597 set with respect to the sliding plate guard 3B. In this embodiment, the second line 597 is set with the sliding plate guard 3B as a reference, but instead of the sliding plate guard 3B, the left and right ends from the GPS antenna are set as a reference. Alternatively, it may be set based on the front and rear wheels or the like.

Returning to FIG. 45 , the map information creation unit 572 creates map information indicating the shape of the work sheet based on the position information. The positional information is calculated by the above-described positional information calculating unit 571 and transmitted to the map information creating unit 572 . The map information indicating the shape of the work site corresponds to a map indicating the shape of the pavement in which the coordinates consisting of latitude information and longitude information indicated by the positional information obtained by the rice transplanter traveling on the outer periphery of the pavement are continuously connected. Accordingly, the map information creation unit 572 creates a map indicating the shape of the pavement in which the coordinates consisting of latitude information and longitude information expressed by the position information calculated by the position information calculation unit 571 are continuously connected. . Since this map information can be created using a well-known method, description is abbreviate|omitted. In addition, here, map information in the middle of creation is also demonstrated simply as map information.

Here, when the map information creation unit 572 creates map information, it is also possible to configure so as to display the creation status on the touch panel 50 . For example, in the touch panel 50, it is possible to comprise so that the shape of the pavement represented by map information may be specified using a plurality of indexes. An index is a marker displayed on a display screen. Accordingly, the map information creation unit 572 can be configured to attach a marker on the touch panel 50 so as to correspond to the coordinates indicated by the position information calculated by the position information calculation unit 571 .

In this case, it is preferable to configure the display screen so that the position at the start of the travel and the position at the end of the travel are displayed with an index different from the index indicating the position other than the position at the start of the travel and the position at the end of the travel. Thereby, it becomes possible to make the operator who saw the display screen grasp intuitively both the position at the time of the start of traveling and the time of the end of traveling, and the position from the time of starting traveling until the end of traveling.

Furthermore, it is also possible to configure the display screen so that the position at the start of the travel and the position at the end of the travel are displayed by different indicators. Thereby, it becomes possible to make the operator who saw the display screen grasp intuitively also the position at the time of the start of traveling and the position at the time of the end of traveling.

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 includes the aircraft position calculation unit 571 . Position information is calculated based on the aircraft position calculated by (311). 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, and the map information creation unit 572 and the position information calculation unit 571, If map information and position information are created using all aircraft positions, respectively, there is a possibility that the amount of data will increase.

Then, it is suitable if the map information creation part 572 creates map information using only the positional information transmitted to the map information creation part 572 out of the positional information calculated by the positional information calculation part 571. In this way, the position information calculating unit 571 thins out the position of the aircraft from the aircraft position calculation unit 311 to calculate the position information, and map information can be created from the position information created by thinning, thus increasing the amount of data. suppression becomes possible.

Also, when the amount of data related to the map information becomes greater than or equal to a preset value, the map information creation unit 572 deletes data corresponding to the portion in which the change amount of the shape of the work sheet is small, and displays the deleted data on the display screen. It is appropriate to specify an indicator corresponding to the data so that it can be distinguished from other indicators. The case where the amount of data related to the map information is equal to or greater than the preset value means the case where the data amount of the map information created by the map information creation unit 572 is equal to or greater than the preset value. The portion with a small change in the shape of the worksheet refers to a linear portion, an arc-shaped portion having a constant curvature, or a portion changing at a constant rate of change in the outer shape of the pavement. Therefore, when the data amount of the map information created by the map information creation unit 572 is equal to or greater than a preset value, the map information creation unit 572 is configured to have a linear portion or a constant curvature in the external shape of the pavement. Data indicating the arc-shaped part having Thereby, it becomes possible to suppress an increase in the amount of data. In addition, even when data is deleted, the index itself indicating the appearance of the package displayed on the touch panel 50 is not deleted, and the shape may be indicated by an index different from the index in which data is not deleted. Thereby, when an operator sees the shape of the packaging in the touch panel 50, it becomes possible to grasp|ascertain intuitively whether data is deleted or not. In addition, in the case of deleting data, you may comprise so that it may delete in order from the thing of acquisition completion to the thing with the smallest distance or angle change.

By the said structure, when a rice transplanter travels the outer periphery of a pavement, it becomes possible to create map information. The rice transplanter performs a model planting operation based on this map information, and at this time, the travel route is generated by the travel route generation unit 573 . At this time, when the travel route generation unit 573 runs the pavement along the periphery, with respect to the outer periphery of the pavement indicated by the map information, based on the position offset to the center side of the pavement, when performing a model planting operation You need to create a driving route for

That is, the traveling route along which the rice transplanter travels when performing the seedling operation in the pavement may perform the seedling operation by setting the position offset by a predetermined distance to the center side than the outer shape prescribed by the map information as the outer shape. In addition, the travel-path generation unit 573 includes a round-trip path creation unit 522 and a round-trip path creation unit 524 which will be described later.

In addition, when a rice transplanter performs a seed planting operation|work in the outer periphery area|region of a pavement, if it travel|works at the same speed as the base|substrate speed at the time of creating map information, it is suitable. For this reason, at the time of creation of map information, what is necessary is just to memorize the gas velocity at the time of the said creation. Thereby, by setting the aircraft speed to the same speed at the time of map information creation (at the time of running) and at the time of the model planting operation in the outer periphery of the pavement (for example, at the time of planting around the pavement in the final stage), the desired It becomes possible to perform a seedling operation appropriately without deviating from a position (path).

Next, it demonstrates using the image displayed on the touch panel 50. FIG. When acquiring a pavement shape, first, as shown in FIG. 49, what is necessary is just to display the confirmation matter (instructions) with respect to an operator. Specifically, as shown in FIG. 49(A), a display of cautions regarding setting of a starting point and an end point in the pavement, as shown in FIG. 49(B), a display of cautions regarding running, FIG. 49( As in C), it is sufficient to display the cautions regarding the running direction on the pavement. Moreover, in each display, it is good to display the "confirmation" button together with the precautions, wait for the operator's press, and then perform the next display.

When the confirmation of the precautions is completed and the movement to the above-mentioned starting point of the rice transplanter is completed, it is good to just perform the display used as the waiting state of the press of the "start" button by an operator like FIG. At this time, what is necessary is just to display the sub-image 581 which shows whether the right side of a rice transplanter is used as a reference|standard, or whether the left side is used as a reference|standard to an operator. In FIG. 50, the index|index 5811 is attached to the rear left edge part of the rice transplanter shown by the sub-image 581, and it has shown that the left side of the rice transplanter is used as a reference|standard.

When running is started, as shown in FIG. 51, map information is created according to running.

In addition, at this time, a "positioning completion" button pressed by the operator when creation is completed, or a "stop" button to stop creation may be displayed. Moreover, what is necessary is just to display the sub-image 581 and the index 5811 which show that the right side of a rice transplanter is used as a reference|standard.

In addition, while driving, as shown in Fig. 52, an index is given based on the intersection 598L of the first line 596 and the second line 597, and when positioning of one side of the pavement is finished, The index is given based on the position of the left side spare hair storage device 17A (the left end portion of the left side spare hair storage device 17A). When traveling in the next outer peripheral portion, as shown in FIG. 53, an index is provided with the rear left end as a reference. In addition, as shown in FIG. 53, the position at the time of the end of the outer peripheral part which traveled first, and the position at the time of the start of the outer peripheral part which traveled next may be provided with an index different from the other index. Fig. 54 further shows a display in the case where the vehicle continues to run and provides an index. By continuously connecting these indicators, map information indicating the shape of the pavement is created.

Although the said embodiment demonstrated that the outer periphery part of a pavement was run and map information was created, you may create map information, planting the outer periphery part of a pavement. In such a case, although there is a possibility that some simulation steps may arise, it becomes possible to perform a model planting work and creation of map information efficiently.

In the said embodiment, although the positional information calculation part 571 drive|worked for every several area|region partitioned along the outer periphery of a pavement, and it demonstrated as what calculates positional information, for example, when a rice transplanter turns at the time of turning, only a turning center The intersection point where the positional information is calculated and the positional information before turning start and after turning is virtually connected may be considered as a corner part of a pavement. Thereby, it becomes possible to create map information easily.

In addition, during calculation of positional information, it is calculated about both the left and right of the base body 1, and it is also possible to configure so that switching is possible with respect to which positional information on either side is employ|adopted. In addition, among the positional information calculated based on a plurality of positions of the body 1 (GPS antenna, front and rear wheels, the left and right ends from the center of gravity, etc.), the one with the least shaking (smallest error) may be employed.

Further, the so-called imitation driving attempt position information may be calculated, or imitation control may be performed when transitioning from one region to another region (when turning a transition).

In the created map information, when there is an unclosed area, it is also possible to complete the map information by connecting end points. In addition, when there is an unclosed area, it is also possible to configure the pavement map to be completed by estimating the pavement shape from the information (size, position, orientation, etc.) of the aircraft 1, and when the map information starts running It is also possible to configure so as to complement and complete the shape of the pavement between the position at the end of the run and the position at the end of the run.

[Route creation process]

The travel path (route) that is the target of the automatic driving includes an internal reciprocating path (IPL) for performing a model planting operation of the inner area (IA) of the pavement, and an inner reciprocating route (IPL) for performing a model planting operation of the outer peripheral area (OA) of the pavement. It consists of a winding path and a starting point guidance path for movement from the induction start possible area GA set in the vicinity of the entrance/exit E to the starting point (work start point) S of the internal reciprocating path IPL. In addition, the outer peripheral area|region OA of pavement is an area|region in which a model planting operation|work is performed by running along a circling path, and the inner area|region IA is an area|region left inside the outer peripheral area|region OA. Here, the route creation process includes a round trip route creation process, a parent replenishment route creation process, a circling route creation process, and a starting point guidance route creation process.

A functional unit necessary for various processes related to route creation is constructed in the information terminal 5 as shown in FIG. This information terminal 5 is connected to the control unit 30 having functional units such as the aircraft position calculation unit 311, the travel control unit 312, and the operation control unit 313 through a communication line such as an in-vehicle LAN. have. The control unit 30 is also connected to the traveling device 1D and the work device 1C. Functional units built in the information terminal 5 include a reference side setting unit 521 , a round trip route creation unit 522 , a traveling direction determining unit 523 , a supply side setting unit 531 , and a supply control management unit 532 . , a winding path creation unit 524 , a driving mode management unit 525 , a starting point setting unit 541 , and a starting point induction path creation unit 542 .

The reference side setting unit 521 sets one side of the outer shape of the farm (field, etc.) that is the work site of the work machine as the reference side. The reciprocating path creation unit 522 creates an internal reciprocating path (IPL) including a plurality of straight paths extending in a predetermined direction with respect to the reference side. The traveling direction determining unit 523 sets the traveling direction in the internal reciprocating path IPL. The replenishment side setting unit 531 sets the specific side of the farm appearance as the material replenishment side of the material consumed by the working machine. The replenishment control management unit 532 is configured to operate from the end region of the straight path of the internal reciprocating path (IPL) traveling toward the material replenishment side, or from the starting end region of the straight path to be next traveled, or from both regions. The supply travel control for holding the work machine close to the material supply side is managed in connection with the travel control unit 312 . The circling path creation unit 524 creates at least one circling path in the outer periphery area of the farm, based on the running trajectory in the contour calculation driving running along the boundary line of the pavement in order to calculate the external shape of the farm. The driving mode management unit 525 enables selection of manned automatic driving, unmanned automatic driving, and manual driving as the driving mode of the circling route. The starting point setting unit 541 sets the starting point S of the work travel using the internal reciprocating path IPL. The starting point guidance path creation unit 542 creates a starting point guidance path SGL for automatically guiding the work machine that satisfies the guidance condition to the starting point S.

The program for realizing the function unit related to route creation is installed in the information terminal 5 as described above. Various processes are performed by the content displayed on the screen of the touch panel 50 of the information terminal 5, and operation with respect to the touch panel 50. As shown in FIG.

In route creation in the inner area|region IA, as shown in FIG. 56, selection of the reference side of a planting and selection of a planting direction are performed. In this example, the external shape of the pavement obtained by the map preparation process is a quadrangle, and it is the candidate of the planting reference|standard edge of each side and the entrance/exit side of the entrance/exit E. Numerical values are attached to the sides used as candidates for the planting reference side. An operator selects a desired side as a reference side, and selects whether a planting direction shall be parallel to a reference side, or it will be perpendicular|vertical. This planting direction turns into the direction of the straight path|route in the reciprocating travel in the inner area|region IA. In the reciprocating travel, a path in which a straight path and a turning path are combined is used, but the straight path is not limited to a straight line, and may have a large curved shape or a meandering shape.

[Round-trip process]

Regarding selection of a planting direction, if a reference side is selected, you may comprise so that the planting direction in which the number of reciprocations in a reciprocating run will decrease automatically is automatically selected. In addition, at the time of the first selection in the same pavement or similar pavement, the planting direction parallel to the longest side of the pavement is set as a default, and at the time of subsequent planting direction selection, the previous selection result is set as a default You can configure it as much as possible.

In addition, the shape of a pavement is not limited to a rectangle, Rectangle, such as a trapezoid and a rhombus, may be sufficient, and a triangle or polygon more than a pentagon may be sufficient as it. Accordingly, the reference side is not limited to the four sides of the rectangle, and sides whose opposite sides are non-parallel may be selected. In addition, when the curved side is selected as a reference side, the traveling path along the side may be set, or the path which is gradually accustomed to a straight line may be set. On the other hand, in this case, since the error becomes large, it may not be possible to select it as a reference side.

[Supply of seedlings]

In the work in the reciprocating travel in the inner area IA, hair replenishment is required in the middle of the work. Also, seed replenishment here can be read instead as other material replenishment (pharmaceuticals, fertilizers, fuels, etc.). 57 shows a selection screen related to this hair supply. In seedling replenishment, although the rice transplanter must stop reciprocating travel and approach the headland, the automatic stop of the rice transplanter at the position where headland approach travel for this seedling replenishment becomes possible is possible. The selection of whether or not to automatically stop (automatic stop of the hair supply side) for this headland approach driving can be performed through this screen. In addition, the side to which hair replenishment is performed is the pavement side which intersects the straight path|route in a reciprocating run, and this side can also be selected through this screen. The selectable side may be one side or two sides may be sufficient as it. In addition, in the modified pavement, there is a possibility that two adjacent mutations become candidates for the replenishment side.

When the pavement is special, it is necessary to select the candidate for the material supply side from among all pavement sides. For this reason, when such special packaging is considered, the material supply side is configured to be selectable among all pavement sides.

There are cases where hair replenishment is necessary even in the work run (periphery planting run) along the circumferential path in the outer periphery area. Even in this case, the base body 1 is automatically stopped at the pavement side. At that time, when the base 1 is spaced apart from the pavement by a predetermined distance or more, it automatically stops after the base 1 is horizontally close to the pavement. Upon automatic stop, a notification for urging replenishment is issued.

Regarding the selection of the hair replenishment side, the reference side may be preferably configured so that the hair replenishment side in the peripheral planting run is automatically determined by the selection of the reference side, or the reference side is preferably automatically determined after the hair replenishment side is selected. do.

In the hair replenishment, in general, since the front part of the base body 1 needs to approach the head (supply side), it advances toward the head before entering a turning or during turning. After replenishment, it enters the next straight path by backwards and turns. In the turning control performed when entering the next straight path, the control in which the turning radius is fixed is preferable. In this case, the base body 1 returns backward to the position where the normal turning travel of the original straight path is performed, and from there, it enters the next straight path by the normal turning travel. In chemical replenishment etc., since the rear part of the base body 1 needs to approach a headland, as headland approach travel, the turning backward headway approach travel which turns backward after turning is employ|adopted. After replenishment, move forward and enter the next straight path. Remote control using such a series of mother replenishment driving maps, remote control 90, and the like is possible.

When hair replenishment is performed near the deformed head, there is a possibility that the base body 1 approaches the head in the turning run performed when returning to the next straight path after hair replenishment. In such a turning travel, as compared with the turning normally performed, the turning start position is set to a position farther from the head, or the turning radius is changed.

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

In the case where the material supply location is not a supply side but a limited supply point, the head approach driving for supplying material is performed by automatic driving with this supply point as the target point.

When the automatic stop for hair replenishment is selected, it goes straight to the outer peripheral area (also referred to as canis) OA on the side of the replenishment side by automatic driving. For this automatic driving, an extended path generated by extending the straight path of the internal reciprocating path IPL is used. During travel of the extension route, operations such as planting, planting, fertilization, etc. are not performed, and the base body 1 is automatically stopped at the processing position which approached the headland.

When replenishment is performed without selecting automatic stop, head approach driving is possible before or during turning, when the seed planting device 3 is rising, by manual operation or interrupt control using the remote control 90. will do In that case, if the aircraft 1 is not manually driven until the next starting point after replenishment, the restart of the automatic operation becomes impossible. Of course, when replenishment is unnecessary, it is not necessary to select automatic stop. The example in which replenishment becomes unnecessary is the case where a direct sowing apparatus is equipped instead of the seedling planting apparatus 3 when wheat hair and long (roll) mat hair are employ|adopted. Regardless of replenishment, you may set so that the aircraft 1 may be stopped before or during turning by operation using the remote control 90 or the like.

In addition, there may be a control mode in which automatic temporary stop and travel restart are performed in order to give the operator time to determine whether or not to replenish the material during the temporary stop, regardless of whether or not an automatic stop for replenishment is required. By this stop, the remaining amount of replenishment material can be visually checked.

In the case of remote control using the remote control 90 or the like, the check of the remaining amount of replenishment material is not visually checked by the operator, but is performed using a remaining amount sensor, and the detection result or material exhaustion is transmitted to the remote control 90 . A configuration for transmitting or a configuration for notifying the surroundings by voice may be adopted. When material exhaustion (material shortage) is detected by the residual quantity sensor, it can stop automatically. Such automatic stop or notification of material exhaustion (shortage of material) can be performed not only in the work travel in the inner area IA but also in the work travel in the outer periphery area OA. In that case, you may comprise so that the material supply path|route to a material supply position may be created.

A residual quantity sensor can be comprised by the machine learning model which takes as an input the captured image by a camera, and outputs material residual quantities, such as wool. In addition, when the remaining amount of material can be estimated, it is also possible to estimate the position where the material automatically stops to replenish. Based on this estimated position, an automatic stop for material replenishment can be scheduled. This reservation can be made automatically or manually, and cancellation of the reservation can be made manually.

When the remaining amount of material can be estimated, a determination is made as to whether or not travel is possible to the next replenishable position with the estimated remaining amount. Based on this determination result, the base body 1 stops for material reinforcement, and notification of the expected position for starting a material supply run is performed.

[periphery planting stroke]

In this embodiment, the work travel (peripheral planting travel) in the outer peripheral area OA is an inner circumferential path IRL located inside the outer circumferential area (Canis) OA, and the outer circumferential area OA as the circumferential path. ) along the outer circumferential path (ORL) located outside the Running along the inner circumferential path IRL is called an inner circumferential run or an inner circumferential run, and running along the outer circumferential path ORL is called an outer circumferential run or an outer circumferential run. In map preparation, it is created so that it may correspond substantially with the traveling trajectory which the base|substrate 1 traveled. The inner winding path IRL is a path between the inner reciprocating path IPL and the outer winding path ORL. The inner circumferential run and the outer circumferential run can be performed automatically by manned, unattended, or manually.

Fig. 58 is a screen for selecting whether to make the inner circumferential travel and the outer circumferential travel 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 typical travel route is displayed. Although only the winding path for one round is displayed, in this embodiment, the inner winding path IRL and the outer winding path ORL are displayed as a winding path.

It is configured such that even in the actual work travel, the inner circumferential path IRL and the outer circumferential path ORL similar to those in FIG. 58 are displayed. However, the circumferential path for which manual driving is selected is erased from the screen. The work completion area is painted with the work width as a planted trace. Alternatively, when manual running is selected, the configuration may be such that the corresponding circling route is erased from the screen and no planted trace is displayed. Furthermore, by changing the display form of the winding path which is manually run and its trace, and the winding path and the trace which are automatically run, both may be displayed identifiably. In addition, a display color, a display line type, etc. are included in the display form of a path|route and a planted trace on a screen. Paths and planted traces having different attribute values can be identified by changing the display color and display line type. Accordingly, in the present invention, the expression of changing the color on the screen includes changing the line type, and conversely, changing the color when the line type is changed on the screen.

When the inner circumferential path IRL is set to manual travel, the outer circumferential path ORL is also switched to manual travel, so that the travel path is not displayed. However, since the travel route can serve as a guide in manual travel, even in manual travel, at least the outer circumferential route ORL may be left displayed for use as a guide.

In this embodiment, the outer circumferential path ORL is stipulated to be a manned automatic travel even if it is an automatic travel. However, the outer circumferential path ORL is based on the travel trajectory of the teaching travel of map creation, and the travel is performed by the model planting device. Since it is running in the state in which (3) is lowered, the possibility that a problem will arise is small even if it is unattended automatic driving. From this, you may comprise so that unattended automatic running can also be selected also about the outer circulating path ORL. In addition, since the inner revolving path IRL and the outer revolving path ORL are each set as separate paths, the algorithm tends to be complicated, but a connection path of the two paths may be provided from the beginning. Alternatively, at the end time of the inner circumferential path IRL, a path guided from the end point to the starting position of the outer circumferential path ORL may be provided.

In this embodiment, in order to sufficiently take the space for the turning travel in the reciprocating travel, the circumferential path formed in the outer circumferential area OA is previously determined as a two-round circumferential path. However, depending on the model and the number of workers, a one-week circling route is sufficient. Therefore, it is good also as a structure which can select that the winding path|route is formed by one winding path|route. However, when the circling path is formed as a lap path of one round, the slewing path used for reciprocating travel includes a transition path using reverse, or a connecting turn connecting two swivel paths on an angle with a connecting straight path exceeding the working width. It is preferable to employ a route. At that time, in the running of the connecting straight route, running control that imitates the circling route is performed, but special measures such as expanding the permissible range of menstruation determination that stipulates the interval with the head are adopted. Furthermore, when there is a risk of interference with the headboard during turning, a turning retry function of gradually turning in multiple transitions using reverse or the like is also employed.

59 and 60 exemplify the above-described special turning travel (turning path). Fig. 59 shows an example of connecting turning. This connecting turning is not a straight-forward route adjacent from one straight-forward route, but a transition travel for shifting to the next straight-forward route. This connected turning includes a first turning path (signed Q1 in Fig. 59), a straight path (signed Q3 in Fig. 59), and a second turning path (Fig. 59, code Q2 is assigned). The length of the straight path is calculated according to the position of the straight path of the transition destination. Fig. 60 shows an example of transition turning using reverse. The transition turning is used when the space (distance to the ridge: width of the outer peripheral area OA) for the turning travel is small when transitioning from the traveling straight path to the adjacent path by turning travel. The transition turning shown in FIG. 60 includes a first turning path (signed R1 in FIG. 60), a reverse reverse turning path (signed R2 in FIG. 60), and a second turning path (symbol R2 in FIG. 60). in the code R3). A travel called a transition is realized by the first turning path and the reverse reverse turning path. By increasing this transition, the space required for the turning travel can be reduced.

When the turning retry function is executed, the turning trajectory of the aircraft 1 is estimated at the time of turning, and based on the estimated turning trajectory, it is determined whether the work machine can turn within a limited space or at a predetermined interval to the headland. is judged If the result of the determination is that turning is possible, the turning continues as it is, but if the result of the determination is that it is impossible to turn, the transition travel using the reverse is performed until the result of the determination is that turning is possible. At that time, if the determination result is impossible to turn, the operator may be notified, and the automatic travel may be shifted to the manual travel, or the transition travel may be performed automatically.

Since the perimeter running runs close to the head, there is information that the operator should be aware of before that. For this reason, in the stage before the peripheral planting running is started, a notice to call attention to the operator, at least the outer peripheral running, is notified to be performed by incentive. A warning based on the performance in the reciprocating driving performed before the perimeter driving is preferable. At that time, it is preferable that at least a notification to call attention is given on the screen of the information terminal 5 . As another aspect, it is also possible to select whether the outer circumferential running is performed by manned or unmanned. Also, the notification may be made by voice, stacking, or the like.

When the outer circumferential running is performed by manual running, it is preferable to draw a marker that serves as a reference for the outer circumferential running in the inner circumferential running performed earlier. These marker marks help the operator to manually perform the outer circumferential run.

The inner winding path IRL and the outer winding path ORL are a combination of a straight forward path and a direction change path. When performing a peripheral planting run using these circling paths, since the seed|planting part of the inner area|region IA is already complete|finished, an inner area|region becomes a planting completion area|region. Therefore, the non-planting space similar to between a planting end area and a headland arises between the said planting end position and a headland by making the planting end position in one straight path into a position aligned with a planting end area|region. Since this non-planting space can be used as a space for the direction change travel (transition turning) for traveling using the following straight path|route, the said direction change travel becomes easy.

In a region where the end position of the straight path in the reciprocating travel of the inner region IA is different from the end position of the other straight path, that is, in a region where concave portions or convex portions exist in the corner region of the inner region IA, the inner winding path IRL ) is bent over the crank. For this reason, the seed planting trace by running on the outer circumferential path ORL extended so that the outside of the inner circumferential path IRL may be covered overhangs the seedling trace in running along the inner circumferential path IRL. . In order to avoid this, each group clutch control which turns off each group clutch corresponding to the planting claw used as an overhang is performed.

Here, using FIG. 61, the planting work run accompanying each group clutch control is demonstrated. In (a) in FIG. 61, all of the planting mechanisms (planting claws) 22 for 8 sets are an operating state (all of the clutches of each group are turned on), and the planting trace of 8 sets is formed. In (b), the planting mechanism 22 for 2 sets of left is non-actuation (off|off|off|off|off of each set|piece clutch), and the planting trace of 6 sets is formed. In (c), the planting mechanism 22 for 4 sets of the left side is non-actuation (off|off|off|off of each set|piece clutch), and the planting trace of 4 sets is formed. Various planting traces can be formed by such each jaw clutch control. For example, in (d) in FIG. 61, a triangular-shaped planting trace is formed by making the planting mechanism 22 non-operation sequentially from the left. Furthermore, as shown to (e) in FIG. 61, the planting trace which has a curved side surface is formed by making the planting mechanism 22 into non-operation one by one from the left, and setting it to operation sequentially after that. Alternatively, although not shown, it is also possible to form a planting trace having a stepped, convex, or concave side surface.

The inner winding path IRL is created so as to follow the position of each end of the straight path in reciprocating travel, and during the automatic travel, the inner winding path IRL is set as the target path, and deviation from the target path is minimized. control is performed. On the other hand, the outer circumferential path ORL is created based on the travel trajectory in the teaching travel for map creation, and automatic travel control using the outer circumferential path ORL is a control that imitates the teaching travel. The outer circumferential path ORL in which this copy control is employed can reliably prevent contact with the head. However, in order to further lower the contact risk, it is further retreated (setback) inward from the running trajectory in the teaching running. There is a function to select zero or reduce this set white amount. Instead of reducing the setback amount, the control of the outer perimeter running is not aimed at the outer circling path (ORL) created based on the running trajectory in the teaching run, but rather by the pavement outer shape (the boundary between the head and the pavement) It may be configured to do so.

As described above, the route creation process includes a round trip route creation process, an inner winding path (IRL) creation process, an outer winding path (ORL) creation process, and a starting point derivation route creation process. Although all these processes are performed at once, you may employ|adopt a structure in which each process is performed individually.

When the round-trip path creation processing and the inner winding path (IRL) creation processing are performed without considering the outer winding path (ORL), since the outer winding path (ORL) and the inner winding path (IRL) overlap, the normal outer winding path ( ORL) cannot be formed.

[Induction of starting point]

Next, the derivation of the starting point will be described with reference to FIG. 62 . The starting point induction is to guide the rice transplanter to the starting point (S) which is the starting point of the internal reciprocating path (IPL) used as the start of the seed planting operation in the pavement. When the teaching running for pavement map formation is complete|finished and a route creation process is also complete|finished, a rice transplanter will perform the model planting operation|work to an automatic run. The planting operation by an automatic running is started from the starting point S of the internal reciprocating path|route IPL. A starting point guidance path (SGL), which is a traveling path for automatically driving the rice transplanter to the starting point (S), is set in the route creation process, and automatic driving start permitting automatic driving using this starting point guidance path (SGL) is possible. Conditions are set. This automatic running start possible condition is that the position and the orientation of a rice transplanter are in an allowable range. Simply, it may be an automatic running start possible condition that the rice transplanter enters in guide start possible area GA. This induction start possible area GA is also displayed on the screen displayed on the touch panel 50. As shown in FIG.

When the operation for automatic driving start is performed, if the rice transplanter is located within the guidance start possible area GA (or the position and the orientation of the rice transplanter are within the allowable range), within the guidance start possible area GA In the case where it is not located (or when the position of a rice transplanter and its direction are not in an allowable range), the display color of the guidance start possible area GA displayed on the touchscreen 50 differs. Whether or not the rice transplanter is located in the induction start possible area GA is also notified by lamp lighting, sound, or the like.

For example, as shown in FIG. 62 , when the automatic travel start enable condition is not satisfied because it is not located within the guidance start possible area GA, it is notified so that the automatic travel start possible condition is satisfied. At that time, notification of the reason (eg, positional shift, azimuth shift, etc.) for which the condition is not satisfied and the method of resolving it (eg, forward/backward instruction, left/right steering wheel operation instruction, etc.) are notified. When this cancellation method is performed and as shown in FIG. 63 , when the automatic travel start enable condition is satisfied, a notification is made to that effect, and the starting point guidance travel to the automatic travel is started. In FIG. 63, the posture of two rice transplanters is shown. In the posture of one rice transplanter, the rice transplanter is facing its front part against the head for hair replenishment, and from this posture, the starting point guidance path (SGL) to the transition travel (FL) using predetermined backward turning and forward is By capture, the starting point guidance travel is performed. In the other rice transplanter posture, since capture of the starting point guidance path SGL is possible, the starting point guidance traveling along the starting point guidance path SGL is performed as it is after entering the farm.

Regarding the determination of the automatic driving start possible condition using the guidance start possible area GA, the following is further described.

(1) If most of the aircraft 1 is in the guidance startable area GA, at least the front part of the aircraft, for example, about the front of the front wheels 12A, is within the area even if it comes out from the guidance startable area GA. is judged From this, the guidance start possible area GA may protrude out of the pavement (outside the pavement boundary line).

(2) Basically, since the entrance/exit E, the starting point S of the internal reciprocating path IPL, and the hair replenishment edge (hair replenishment girth) have a relationship as shown in FIG. 63, the guide start possible area (GA) is set in the vicinity of the entrance/exit E of a hair supply side or a pavement. Of course, when automatic running from the outside of the pavement through the doorway E to the starting point S is possible, the guidance start possible area GA can be set outside the pavement.

(3) The starting point guidance path SGL is substantially composed of a turning path leading to the starting point S and a straight path leading to the turning path. The possible area GA does not cover all of the straight paths. This is an automatic driving start possible condition (start point guidance condition), and in order to smoothly capture and enter the starting point guidance path SGL, a predetermined distance from the center point of the guidance start possible area GA to the starting point S This is because it is desirable to secure a straight path as much as several meters). This predetermined condition is based on the turning radius and 1/2 wheelbase distance of a general rice transplanter, and in the rice transplanter from which these specifications differ, this predetermined distance is changed.

(4) At least a part of the straight path of the starting point guidance path SGL is contained in the guidance start possible area GA. The length along the straight path of the starting point guidance path SGL of the guidance start possible area GA is preferably longer because the automatic driving start area condition is relaxed.

(5) The starting point induction path (SGL) is set parallel to the hair replenishment edge. When there are a plurality of candidates for the hair replenishment edge, the hair replenishment edge close to the entrance and exit becomes the first candidate, and the guiding start possible area GA is set at the hair replenishment edge.

(6) The starting point guidance path SGL may be generated so as to be parallel to the outer circumferential path ORL by diverting the outer circumferential path ORL. The starting point guiding path|route SGL may be provided over several crest edge|side. In that case, two induction start possible areas GA may also be set corresponding to these several head|edge edges, and these may be connected and it is good also as one area. For example, when the induction start possible area GA is formed in each of the two adjacent crest sides, the induction|induction close to the starting point S from the induction start possible area GA far from the starting point S. An auxiliary starting point derivation path leading to the startable area GA is formed. The work machine that has entered the guidance startable area GA far from the starting point S moves to the guidance startable area GA closer to the starting point S using the auxiliary starting point guidance path, and the Then, the starting point S can be reached using the starting point derivation path SGL. Since the starting point guidance path (SGL) is formed in the outer periphery area (OA), the devastation of the pavement due to overlapping of wheel marks generated by driving using the starting point guidance path (SGL) and driving using the circling path is reduced. In order to avoid it, it is preferable to set the starting point guidance path SGL to be spaced apart from the outer circumferential path ORL and the inner circumferential path IRL. When a model planting operation using the inner circumferential path (IRL) is performed with a working width narrower than the working width of the entire set, the starting point guidance path SGL set in the outer perimeter area OA is close to the inner area IA. do. However, in order to lighten the control burden, the outer winding path ORL or the inner winding path IRL may be used as it is (combined), and may be set as the starting point induction path SGL.

(7) In FIG. 62 and FIG. 63, although the starting point induction path SGL is set in the outer peripheral area OA, only one winding path is generated, and when the width of the outer circumferential area OA is narrow, the starting point The guide path SGL may at least partially enter the inner region IA.

(8) Since the outer circumferential path (ORL) is generated as an entire aligner, between the planting trace by the outer reciprocating path (ORL) and the planting trace by the internal reciprocating path (IPL), the inner revolving path (IRL) Traces of planting by Therefore, the working width of the work machine in the inner winding path IRL is adjusted. Or the straight path|route in the internal reciprocating path|route IPL may be extended to the outer peripheral area|region OA, and the planting trace by straight travel may be expanded. In addition, when it is necessary to adjust a planting trace partially, the traveling using each group clutch control demonstrated using FIG. 61 is performed.

[Guidance to Guidance Start Possible Area (GA)]

When the rice transplanter is positioned outside the induction start possible area GA, if an operator performs the operation of automatic running start, the guidance screen for moving to the induction start possible area GA is displayed on the touch panel 50. In addition, voice, laminated lights, remote control, etc. may be notified together. You may drive automatically to the guidance start possible area (GA) while notifying.

An example of the guidance screen is shown in FIGS. 64 and 65 . In FIG. 64, the base|substrate position of a rice transplanter is the outside of guidance-start possible area GA, and it has shown that the body orientation is also outside the permissible range.

In Fig. 64, the recommended aircraft orientation (hair replenishment orientation) is indicated as a guide arrow. In addition, a guide arrow in which the orientation of the base body 1 toward the starting point S is the orientation of the starting point guidance path SGL can also be illustrated. 65 : has shown that the base|substrate position of a rice transplanter is in the guidance start possible area GA, and the body orientation also exists in the permissible range. In this posture, it is possible to shift to the screen for automatic driving start. In addition, in FIG. 64, the guidance start possible area GA is drawn with the color which shows that the base|substrate position is out of permissible, for example, red. In FIG. 65 , the guidance start possible area GA is changing to a color indicating that the aircraft position is within the allowable range, for example, blue.

Another example of the guidance screen is shown in FIGS. 66, 67, and 68 . In this example, a plurality of induction start possible areas GA are set, and are indicated by thick arrows perpendicular to the hair replenishment side.

The direction of this arrow indicates the reference direction. 66 : has shown that the base|substrate position of a rice transplanter is outside the guidance start possible area GA, and the body orientation is also outside the permissible range. Although the base|substrate orientation is in an allowable range, FIG. 67 has shown that the base|substrate position of a rice transplanter is outside the guide start possible area GA. 68 : has shown that the base|substrate position of a rice transplanter is in the guidance start possible area GA, and the body orientation also exists in the permissible range. Here too, in Figs. 66 and 67, the color indicating that the position of the aircraft is outside the allowable color, for example, red, is drawn, but in Fig. 68, the induction start possible area GA is a color indicating that the position of the aircraft is within the allowable range, For example, it is changing to blue.

When the model planting operation|work to the automatic travel performed from the guidance start possible area GA through the starting point S is requested|required, the determination regarding airframe equipment is performed. Condition items used for this determination are communication, sensors, motors, and the like. In the determination result, a condition not satisfied is displayed on the touch panel 50 . In that case, you may make it display the recovery method of the condition which is not satisfied. Further, in the determination result, a satisfied condition may also be displayed.

When all the conditions for performing the seedling operation by automatic driving are satisfied, the basic setting confirmation screen in the seedling operation (weekly, rice planting amount, number of horizontal transfers, fertilization amount, chemical spraying amount, etc.) is displayed.

If work simulation is performed with the contents set on this basic setting confirmation screen and it is estimated that material replenishment work is necessary at a location separated from the hair replenishment side, a guidance screen recommending automatic driving to the manned is displayed. This guidance screen is also displayed during an actual work run. Specifically, in the reciprocating travel, when it is estimated that one piece of hair is insufficient until returning to the next hair replenishment side, this guidance screen is displayed, followed by selection of whether to drive automatically by manned or unattended. screen is displayed.

When a means for detecting the load amount of a material requiring replenishment, that is, a means for detecting the remaining amount of material is provided for each administered material, the selection of manned automatic driving or unmanned automatic running taking this material replenishment into account can be automatically selected. . The material loading amount detecting means includes a hair exhaustion sensor (for example, a press-type hair exhaustion sensor), a weight sensor or an optical sensor of the hopper, and a hair consumption detection encoder (for example, a hair consumption amount for detecting the movement amount of the wool mat as a rotation amount) detection encoder), a camera (for example, a camera which image-analyzes whether the hair remaining amount is below a predetermined value) etc. can be comprised. When the replenishment material is fuel, the operator is notified of the minimum required refueling calculated based on the remaining amount of fuel and the distance to be driven thereafter.

In many cases, the fuel consumption per run estimated before the start of the work travel differs from the fuel consumption per run calculated after actually starting the work travel. For this reason, it is preferable that the guidance timing of refueling is corrected sequentially.

[Suspension/Termination of Automatic Driving, Fast Forwarding of Driving Lines, Resuming from Suspension of Automated Driving]

If a situation in which automatic travel is difficult occurs during automatic travel, automatic travel is stopped or terminated, and travel control is transferred manually. When the automatic running is ended, it is impossible to resume the work in the automatic running, but when the automatic running is interrupted, it is possible to resume the work in the automatic running. In the automatic travel, the history of the performed automatic travel (traveled travel route, etc.) is recorded. When automatic travel is resumed after stopping the automatic travel at the same aircraft position or after traveling by manual travel, the location of the aircraft at which automatic travel is stopped and the ID of the travel route of the aircraft position, etc. are read from a memory or the like. In the case where the interruption position and the resume position are different, when the interruption position and the resume position are on the same line, a restart instruction is possible with the touch panel in a state where the aircraft overlapped on the line. When the stop position and the resume position are on different lines, the set travel route is quickly sent using the travel route displayed on the touch panel 50 (referred to as line sending), and the current Match the driving route to the location. When such line sending is performed on the screen of the touch panel 50 in which the display area is limited, it becomes difficult to identify each path, especially in a region where the circling path and the internal reciprocating path (IPL) are densely or overlapped. For this reason, it is preferable to identify each travel path by a color, a line pattern, or the like.

The items to be further described with respect to the screen display of the travel route on the touch panel 50 are as follows.

(1) The driving route where the automatic operation is stopped is drawn with a characteristic color such as red. In that case, the route section to be changed in color is preferably a straight route unit, but may be a partial section of the straight route including a breakpoint.

(2) When a plurality of routes exist in the vicinity of the breakpoint of the automatic operation, the travel route to be processed is selected by the operator.

(3) The travel route is changed in color according to the work attribute of the travel route. For example, along the travel route, the route where the model planting work has been completed, the route where the model planting work is being performed, the route to be performed in the future, and the route traveled without performing the model planting work called the idle running route, etc. can be identified, respectively. are colored In addition, the periphery of the path|route in which the seedling work was completed may be colored by the work width (each group unit).

(4) Also in manual travel, the travel trajectory and travel route map are matched, so that the work traces driven by manual travel are also displayed as the pre-worked area.

(5) In order to facilitate fast forwarding of the travel route when the automatic travel is stopped and the automatic travel is resumed again after manual travel along a plurality of travel routes, the travel route fast forward and fast rewind functions are provided. Ready.

(6) When resuming automatic running, it is necessary to select a restarting running line. In order to facilitate the selection operation, at the time of automatic driving restart, any of the stopped travel route, the travel route following the interrupted travel route, and the travel route before one of the stopped travel routes are set as the default resume travel route.

As for the end of the automatic operation, selection of the end is confirmed through a selection screen for selecting the stop or end of the automatic operation. The matters to be additionally described regarding the end of this automatic driving are as follows.

(1) Automatic operation restart after pushing the end button is disabled. In general, it is assumed that pressing the end button even though the work has not been completed before and after the start of the outer circumferential run, and if the outermost periphery is slightly shifted, there is a possibility that it may go out of the pavement. making it impossible However, the automatic driving may be resumed even when the end button is pressed until the outside driving path is entered.

(2) The selection of the travel route when the automatic travel is resumed can be selected not only on a travel route basis, but also on a single point on the travel route, in units of multiple lines, or in units of an internal reciprocating path (IPL) or circling route. When a plurality of routes are selected, the travel routes for actually resuming automatic travel can be compressed and selected.

(3) When the working machine is moved from the stopping point where the work in automatic running is stopped for material replenishment, etc., it moves from the moving place to the stopping point in automatic running, and employs a configuration in which the work in automatic running is resumed. It is also possible to At that time, the control technique of the starting point guided driving may be useful for the automatic driving to the point where the automatic driving is resumed.

(4) When problem information is detected at the time of transition from automatic driving to manual driving or from manual driving to automatic driving, the notification is made including countermeasures.

(5) Even when the end of the automatic driving is selected, the option of stopping the automatic driving or a new automatic driving (regeneration of the driving route) may be left.

(6) In the automatic running of the outer circumferential path (ORL), when the automatic running is interrupted, the automatic running cannot be resumed and only the manned manual running is permitted, but the automatic running can be resumed This may be employed.

[Princess Run Control and Tidal Adjustment]

As also shown in the basic travel route diagram by FIG. 4, generally, the starting point S of the internal reciprocating path IPL and the ending point G which is the planting end point of the internal reciprocating path IPL are on the same side. Also, the transition path from the end point G of the reciprocating travel path and the internal reciprocating path IPL to the reciprocating path is located in the vicinity of the entrance and exit of the pavement. In order to satisfy this condition, it is sufficient if the number of straight paths in the internal reciprocating path (IPL) is an even number, but when the number of straight paths is an odd number, the end point (G) of the internal reciprocating path (IPL) is the entrance (E). ) on the opposite side. In order to avoid this problem, as shown in Fig. 69, a straight path other than the last straight path (sign Ln is assigned in Fig. 69), for example, a straight path path assigned the symbol Ln-1 in Fig. 69 is selected. After running idle in non-work (non-modelling work) and traveling on the next straight path (the last straight path to which the symbol Ln is attached in FIG. Thereby, the end point G of the last straight path is inverted toward the entrance/exit side. In the example of FIG. 69, only the planting width|variety moves the position of the end point G. In order to avoid this, what is necessary is just to select another straight path|route as an empty running straight path|route. In this way, traveling along a traveling path (a straight path) other than the turning path without a model planting operation is called an idle run.

Of course, when the number of straight paths is an odd number, by setting the starting point S of the internal reciprocating path IPL to the opposite side to the ending point G of the internal reciprocating path IPL, idle running becomes unnecessary. In this case, the starting point S of the internal reciprocating path IPL is farther away from the entrance E, so that the starting point guiding path SGL becomes long. The extension of this starting point guidance path SGL can be regarded as the distance of the running run.

It is similar to running on a run, but one of the effective methods for avoiding the extension of the starting point guidance path SGL is to perform intertidal adjustment so that the number of straight paths is an even number. Intertidal adjustment is to narrow the working width (root planting width). For example, the work completion area created when traveling on one straight path with a predetermined working width is the same as the work completion area created when traveling on two straight paths with the working width equal to half of the predetermined working width. Although the running in which all each group clutch is OFF is controlally different from the idle run which raises the model planting apparatus 3 to a non-work position without control of each group clutch, it is the same as a work result. By employing intertidal adjustment, the number of straight paths in the inner area IA becomes an even number. However, since the adjustment (adjustment of the working width) using each group clutch control as described with reference to FIG. 61 accompanies the change of the travel path interval, the off control of each group clutch, etc., A notification (voice, message display, lamp, etc.) to that effect is given before entering the travel route and during travel on the travel route.

In intertidal adjustment, since the working width is changed in units of streaks by the off control of each jaw clutch, adjustments that are impossible in idle running are possible. That is, when the width of the inner region IA in which the internal reciprocating path IPL is set is not an integer multiple of the working width, the straight path is set to be an integer multiple by reducing the interval of the straight path by using intertidal adjustment. At that time, in general, the distance of the straight path is adjusted uniformly, but the adjustment width of each path is changed, for example, the part close to the doorway E is set to have an interval close to the standard, and gradually toward the side farther from the doorway. narrow it down or Alternatively, from the entrance E to a predetermined distance, it may be adjusted equally at intervals close to the standard, and after a predetermined distance, the interval may be slightly shorter than the entrance E side and uniformly adjusted. In any case, what is necessary is just to adjust the space|interval of any straight path in intertidal adjustment for making the width|variety of the inner area|region IA correspond to the integer multiple of a working width. However, when the quantity is important, it is desirable to adjust the intertidal adjustment in the close-type direction as much as possible (about 3 cm at most). Conversely, when attaching importance to reduction in the number of steps and materials, it is preferable to adjust the intertidal adjustment in the direction of the news.

When the path to which the running run or the tide adjustment is applied is identifiably displayed on the touch panel 50, it becomes a hard screen to see depending on the screen resolution. For this reason, only the circumferential path and only the internal reciprocating path (IPL) may be displayed. When the reciprocating process is finished a little later, it is judged from the current position, and only the circling route as the traveling line to be operated next may be displayed.

In addition, at the time of interruption and resumption of automatic travel, only the travel route which has been pre-worked may be erased. In addition, it is preferable to store the work history immediately before interruption and resumption, so that the work is performed based on the same work history at the time of resumption, so that the continuity of the work is ensured.

When a running route or a running route to be adjusted in the morning is set, the running route is displayed on the screen of the touch panel 50 so that it can be identified by changing a display color or the like.

In addition, while driving, when it approaches an idle running route or the running route adjusted by the tide, a message such as "the next running route is an idle running (tidal adjustment running)" is displayed on the screen of the touch panel 50. Coloring for the corresponding working width is applied to the running traces of the idle running route or the intertidal-adjusted running route. Of course, in the case of an idle run, no coloring is performed, and only the travel route is displayed.

Although intertidal adjustment and idle running can be implemented by all the work travel routes, the intertidal adjustment accompanying control of each group clutch may be limited only to a circling route.

In a region transitioning from the straight path to the turning path of the internal reciprocating path IPL, a zero alignment path having a length close to the day distance is set. A zero-alignment path|route is a path|route for reliably planting the hair|bristle hold|maintained by the planting claw at that time between travel of this short path|route, by this, floating hair is suppressed.

[Traveling route in modified pavement]

In the case of a modified pavement with different lengths of each side, the inner winding path (IRL) is also a path along the pavement shape and may be matched to the outer winding path (ORL). In this case, when an internal reciprocating path (IPL) is generated as the internal area (IA) is rectangular, the patterning operation is performed on the work trace (in the straight path of the internal reciprocating path (IPL)) when the internal reciprocating path (IPL) is used. area) and the work trace in the case of using the inner revolving path IRL, a deformed unworked area or overlapping work area having an inclined side as shown in FIGS. 70 and 71 is generated. To solve this problem, there are two methods. One is to generate an internal reciprocating path IPL in which each end of the straight path of the internal reciprocating path IPL is sequentially elongated. As mentioned above, one side or both sides of a work trace (planting end area) turns into an inclined side when each group clutch turns ON or OFF sequentially with a run. In addition, if each jaw clutch is controlled finely, a curved work trace is also possible.

70 and 71 show examples of the traveling method of the straight path having different lengths of the respective ends. FIG. 70 shows an example in which the ends of the straight path are sequentially shortened, and the illustrated internal reciprocating path IPL is a linear straight path Y1, a turning path Y2, and a car straight path Y3. ), and the vehicle straight path Y3 is divided into a first path portion Y31 and a second path portion Y32 . The line straight path Y1 and the second path portion Y32 are model travel, and the turning path Y2 and the first path portion Y31 are non-model travel. FIG. 71 shows an example in which the end of the straight path gradually lengthens, and the illustrated internal reciprocating path IPL is a linear straight path W1, a turning path W2, and a car straight path W3. , and the vehicle straight path W3 includes a first path portion W31 and a second path portion W32 .

The first path portion W31 and the second path portion W32 overlap with the last portion of the turning path W2. The first path portion W31 is a backward path. The linear straight path Y1, the second path portion W32, and the vehicle straight path W3 are model travel, and the turning path W2 and the first path portion W31 are non-model travel. In the example of Fig. 71, since the turning path is a path performed with a predetermined turning radius, the straight forward path enters the turning path, and backward movement is required, but a turning with a smaller turning radius; When a special turning is performed, since the distance of a turning path|route becomes short, the 1st path|route part W31 and the 2nd path|route part W32 become unnecessary. The special turning here is transition turning or turning using a speed difference between the left and right wheels, and can be realized by turning control based on GPS coordinates, steering angle, wheel rotation speed, and the like.

In the case of the modified pavement, since the outer circling path (ORL) is a path along the pavement shape, the number of connection points (hereinafter referred to as plot points) between the straight path and the next straight path increases. When generating the inner winding path IRL to follow the outer winding path ORL, the number of plots of the inner winding path IRL is set to be smaller than the number of plots of the outer winding path ORL, but the inside of a normal rectangle It is larger than the number of plots of the inner winding path IRL generated to follow the contour of the area IA.

[Other embodiment]

(1) The travel route is set by performing non-work travel along the periphery of the pavement. The travel route may be generated by the information terminal 5 or the control unit 30 . At this time, the information terminal 5 or the control unit 30 may be configured such that a route setting unit is provided as an independent functional block. In addition, route setting units are provided on both of the information terminal 5 and the control unit 30, and optionally, the information terminal 5 or the control unit 30 may be configured to determine which route setting is to be performed. . Moreover, it is good also as a structure in which the information terminal 5 or the control unit 30 can generate|occur|produce a travel route by an external server etc. and receive the generated travel route. Various data (data created in map shape acquisition processing or route creation processing, etc., obstacle data related to obstacles detected while driving, driving state data obtained during driving, working state data, pavement state data, etc.) It may be uploaded to a central computer installed in the . In addition, prior to the operation, such registered data may be downloaded.

(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 device control unit that controls various work devices, and the information terminal 5 or other devices A communication unit that transmits and receives information in the , an obstacle detection unit that controls the sonar sensor 60 to detect an obstacle, an obstacle control unit that gives a command to an automatic driving control unit or a manual driving control unit according to the detection result of the obstacle, a stacking, etc. (71) A control unit such as a stacking light for controlling the control unit, a transmission operation unit for controlling 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 said embodiment, the notification apparatus which performs various notifications which a rice transplanter performs is not limited to the information terminal 5 and the voice alarm generating apparatus 100, It can perform using various notification apparatuses. For example, LEDs may be provided in the remote control 90 to notify various information according to a lighting pattern, or various information may be displayed by providing a monitor in the remote control 90 . In addition, due to the lighting pattern of the laminated light 71, the center mascot 20, the light, and other luminous materials, the display or vibration of the smart phone, mobile terminal, personal computer, etc. possessed by the worker, vibration of the remote control 90, etc. can notify In addition, various notifications performed by the notification device are performed by the control unit 30 or the notification control unit built in the control unit 30 , or the notification control unit provided outside the control unit 30 . It is controlled according to the detection state of the sensor, etc.

(4) As shown in Fig. 72, the corrected outer periphery outline obtained by offsetting the outer perimeter outline LL0 of the pavement represented by the pavement map information acquired by the pavement shape acquisition process by a predetermined offset amount on the center side of the pavement. A travel path is formed based on (LL1). The crystal outer perimeter contour LL1 is substantially the same as the outer circling path ORL, which is a circling path of the outermost periphery. An inner winding path IRL and an inner reciprocating path IPL are created inside the outer winding path ORL. At that time, as shown in FIG. 72, if the convex part ZA exists in the pavement outer shape, the outer circling path ORL and the inner circling path IRL also have a curved shape imitating the shape of the convex part ZA. will show However, if the amount of protrusion to the pavement of the convex part ZA is small, at least the inner winding path IRL may substitute a curved shape with a straight line. Thus, the area|region used as the object which substitutes a curved shape with a straight line is called special planting area|region SNA here. Although the pavement shape with two or more this special planting area|region SNA turns into a complicated polygon, if the curved path|route part in this special planting area|region SNA can be substituted with a straight line, a pavement shape will become a simple shape. As a result, the inner winding path IRL can be formed linearly, and the envelope of the inner reciprocating path IPL also becomes linear. In that case, in the traveling of the outer circumferential path ORL or the inner circumferential path IRL, when the parent planting portions overlap, the traveling in the outer circumferential path ORL may be an idle run or may be stacked. . Although such special planting area|region SNA generate|occur|produces in the corner area|region of a pavement, especially the entrance/exit E in many cases, path|route design becomes simple by straightening the path|route in special planting area|region SNA. However, it is preferable to make selectable by an operator the linearization of the path|route in this special planting area|region SNA.

In addition, when the size of the above-described curved shape is greater than or equal to a predetermined size, the above-mentioned straightening becomes difficult. That is, the straightened inner winding path IRL enters the outer winding path ORL, and the special planting area SNA overlaps the overlapping special planting area contained in both the outer winding path ORL and the inner winding path IRL. becomes In this case, the planting operation|work with respect to this overlapping special planting area|region is performed by the traveling in inner side winding path|route IRL. In addition, travel of this overlapping special planting area|region in the outer circling path|route ORL travels without planting, and passes through the overlapping special planting area|region. In addition, when an overlapping special planting area|region generate|occur|produces in the periphery of the entrance/exit E, planting is performed by running using the inner winding path IRL, and the outer winding path ORL does not pass this overlapping special planting area. , pass through the doorway (E) as it is and escape the pavement.

(5) When the location where fuel exhaustion, battery exhaustion, planting and planting, fertilizer, medicine, etc. material exhaustion (material shortage) occurred, or the location where they are predicted to occur is calculated, in the notification of the material exhaustion (material exhaustion) short) position on the touch panel 50, preferably on a travel route.

(6) In each of the above embodiments, a rice transplanter was described as an example, but the present invention is a rice transplanter, a direct sowing machine, a management machine (spreading chemicals and fertilizers, etc.), a tractor, various agricultural machines such as a harvester, and work It can be applied to various working machines that work and run.

[Industrial Applicability]

INDUSTRIAL APPLICATION This invention is applicable to agricultural work machines, such as a rice transplanter, and the traveling route management system for other work machines.

1: gas
5: Information terminal
50: touch panel
522: Round-trip route creation unit
524: circuit path creation unit
525: driving mode management unit
E: Entrance
OA: Outsourcing area
IA: inner area
IPL: Round-trip route (internal round-trip route)
IRL: inner circumferential path
ORL: outer traversing path

Claims (10)

It is a driving route management system for a working machine that can automatically drive a farm.
a circumferential path creation unit that creates at least one circumferential path in the outer periphery of the farm based on a running trajectory in an external shape calculation run running along the boundary line of the farm to calculate the external shape of the farm;
and a reciprocating path creating unit for creating a reciprocating path including a plurality of straight paths in an inner region located inside the outer peripheral region,
The number of the circling paths is determined by an area required for swiveling from the traveling straight path to the next straight path to be driven. The travel route management system according to claim 1 , wherein the reciprocating route is created based on a travel trajectory in an outline calculation travel running along a boundary line of the farm. The traveling route management system according to claim 1 or 2, further comprising a driving mode management unit that enables selection of manned and unmanned automatic driving as the driving mode of the circling route. The driving mode of claim 3 , wherein the circumferential path includes an outer circumferential path that matches the travel trajectory in the contour calculation travel, and an inner circumferential path located inside the outer circumferential path, wherein the driving form of the outer circumferential path is , The driving route management system is limited to the manned automatic driving or manual driving. The traveling route management system according to claim 4, wherein the inner circumferential path is created so as to follow the outer circumferential path and end contours of a plurality of straight paths created in an inner region located inside the outer circumferential region. The ON/OFF of each set clutch for changing the working width according to the fluctuation of the interval as work control information on the inner circumferential path when the interval between the end contour line and the outer circumferential path varies. Off is assigned, the driving route management system. The information terminal with a touch panel connected to the in-vehicle LAN of the work machine includes: the circling route creation unit, the round trip route creation unit, and the driving mode management unit; The driving route management system is constructed so as to be operable through a user interface, and wherein the circling route is displayed on the screen of the touch panel so as to be identifiable according to the driving mode. The travel route management system according to claim 7, wherein, as the driving mode, a portion of a route on which manual travel is performed is erased from the screen. The travel route management system according to claim 7, wherein, as the driving mode, a portion of a route on which manual travel is performed is displayed on the screen to be identifiable as a guide route. 10. The method according to any one of claims 1 to 9, wherein as a part of a turning path for turning from the traveling straight path to the next straight path to be driven, a part of the winding path is used. , driving route management system.

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