KR20240056784A - Work vehicle - Google Patents

Abstract

The work vehicle includes a traveling body (C) having a traveling device (A), a model unit (W) that performs work on paving, a steering unit (U) capable of steering the traveling device (A), and a satellite positioning system. a receiving device 63 that acquires positional information, a main inertial measurement device 62 that measures inertial information, a generator that generates a target line for driving the traveling body C, and the positional information and inertial information. Based on this, there is provided a control unit that controls the steering unit (U) so that the traveling body (C) travels along the target line. The receiving device 63 and the main inertial measurement device 62 are arranged at different locations in the traveling body C.

Description

Work vehicle {WORK VEHICLE}

The present invention relates to work vehicles such as agricultural work vehicles (hereinafter also referred to as “agricultural work vehicles”) and construction work vehicles. Work vehicles include, but are not limited to, a riding-type rice transplanter, a riding-type direct seeding machine, a tractor, a combine, etc.

[1] A conventional work vehicle capable of automatic steering control of a traveling body is described, for example, in JP2001-161112A. This work vehicle includes a traveling body having a traveling device (“front wheel”, “rear wheel”), a working device (“mother planting device”) that performs work on paving, and a steering unit capable of steering the traveling device ( “Power steering valve,” “power steering cylinder,” “automatic control valve,” etc.) are provided. Additionally, this work vehicle includes a receiving device (“GPS receiver”) that acquires positional information using a satellite positioning system, and a control unit (“controller”) that controls the steering unit so that the traveling machine travels straight based on the acquired positional information. ) is provided (the names in parentheses are the names of components in JP2001-161112A). This work vehicle is designed to control the steering unit based only on the positional information acquired from the receiving device and perform automatic steering control of the traveling machine.

Additionally, US7346452B2 describes a measurement unit in which a receiving device that acquires positional information using a satellite positioning system and an inertial measurement device that measures inertial information are integrated.

[2] Among the conventional riding-type rice transplanters, there is a traveling vehicle body with a riding-type driving unit, a model unit device connected to the rear part of the traveling vehicle so as to be capable of lifting and lowering, and a lateral side of the driving unit in an upward direction from the vehicle body portion. There is a handrail provided in an upright position and a spare hair receiving device installed in front of the handrail (for example, see JP2013-074841A).

This riding-type rice transplanter is provided with a riding operation section, a horizontal handrail section (equivalent to a handrail), and a spare seedling loading device (equivalent to a spare seedling receiving device), and the spare seedling loading device includes a spare seedling loading table of the front movable frame, and The spare hair loading table of the rear movable frame is in a folded state in which the spare hair loading table of the fixed frame is folded upward, the spare hair loading table of the front movable frame is deployed toward the front side of the fixed frame, and the spare hair loading table of the rear movable frame is located on the fixed frame. It can be converted to a rearward deployment state.

[3] Some work vehicles are equipped with position detection means for detecting the position of the vehicle body and orientation detection means for detecting the orientation of the vehicle body, and are configured to cause the vehicle body to travel along a target movement path based on these detection information. there is.

Conventionally, the body of a work vehicle is equipped with a satellite positioning unit such as GPS (Global Positioning System) and an inertial navigation unit, which is an example of a direction detection means, and in the pavement being the work target, the vehicle body must run. The target movement path is set in advance, and the steering is controlled so that the position of the vehicle body detected by the satellite positioning system becomes the target position corresponding to the target movement path, and the detection direction becomes the target direction corresponding to the target movement path. , the target direction was always set to the direction corresponding to the target movement path (for example, see JP2009-245002A).

To add explanation, in the case of steering control of the vehicle body, it is impossible to know in which direction the vehicle body is currently moving based only on the positional information obtained by the satellite positioning unit. Furthermore, measurement processing by a satellite positioning unit may take time, and when applied to a work vehicle whose body is guided along a set path, it is difficult to control the steering of the work vehicle with high precision using only position information. Therefore, the current orientation of the vehicle body is detected by the orientation detection means, and steering is controlled based on the position information and orientation information.

[4] Among agricultural machines, there are some that perform agricultural work by setting a travel line using a positioning system using satellites such as GPS. Among these agricultural machines, it is possible to switch between manual travel by manual steering and automatic travel by automatic steering along a set travel line set parallel to the reference travel line, and the manual travel and the automatic travel can be switched. Some have a changeover switch.

Conventionally, as agricultural machinery of this type, there was a rice transplanter configured to automatically travel on a set travel line and plant seedlings in a predetermined planting range while measuring the position of the traveling body using the above-described positioning system (e.g., JP2008 -092818A).

In order for this rice transplanter to run automatically, it is necessary to set (herein referred to as teaching) a reference travel line that serves as a reference for the travel line in advance.

As a specific example of teaching, a traveling machine is driven on the pavement, and when it reaches a position that is considered the starting point of the standard traveling line, the position information of the traveling machine at that position is read by the positioning system by operating a designated switch provided on the meter panel. and enter it as the starting point location in the recorder.

Subsequently, the traveling machine is driven to the position that is the end point of the reference traveling line, and similarly, by operating the designated switch, information on the end point position of the reference traveling line can be recorded. By connecting these starting and ending positions, the reference point position can be recorded. The running line is set.

In addition, the setting of the set travel line, which serves as an index for automatically running the traveling body, is based on the above-mentioned reference traveling line, with a constant interval dimension calculated from the number of plantings of the traveling body, etc., and a plurality of lines parallel to the reference traveling line. Assuming line segments of , each of these parallel line segments is set as a set travel line.

And the control unit that controls the automatic travel of the traveling body is configured to automatically run the traveling body to the end point along the set traveling line. Additionally, between adjacent set traveling lines, the traveling body is controlled to automatically turn (180 degrees). And the control unit is configured so that automatic travel along the set travel line is repeated from the viewpoint of an adjacent set travel line.

[5] Among the pavement work vehicles, those equipped with a traveling body that travels within the pavement while changing direction in the edge area, a pavement work device that performs work on the pavement, and a positioning unit that outputs positioning data indicating the position of the vehicle are there is.

As an example of such a paving vehicle, a rice transplanter that automatically runs on a target route using positional information measured by a GPS device is known from JP2008-092818A. In this rice transplanter, seedling work is performed while autonomously traveling on a straight target path, and when the driver confirms that the ridge area, also called the edge, has been reached, the driver uses the turning operation tool to change the machine direction in the desired direction. By operating it, turning to change direction is automatically performed in the ridge area. When the direction change is performed, planting work is performed while autonomously traveling on a straight target path again.

Japanese Patent Publication No. 2001-161112 (JP2001-161112A) US Patent No. 7346452 Specification (US7346452B2) Japanese Patent Publication No. 2013-074841 (JP2013-074841A) Japanese Patent Publication No. 2009-245002 (JP2009-245002A) Japanese Patent Publication No. 2008-092818 (JP2008-092818A)

[1] The problems corresponding to background technology [1] are as follows.

The position information acquired from the receiving device by the satellite positioning system may have a large deviation from the actual position. In such cases, in the work vehicle described in JP2001-161112A, automatic steering control of the traveling machine is used to control the work device. It was difficult to carry out the work accurately. Additionally, under situations where radio wave interference or the like is likely to occur, the amount of positional information acquired by the receiving device becomes insufficient, making it difficult to perform automatic steering control of the traveling machine.

For this reason, as described in US7346452B2, the work vehicle described in JP2001-161112A is equipped with a measurement unit that integrates a receiving device for acquiring positional information by a satellite positioning system and an inertial measurement device for measuring inertial information. It has been studied to further improve the accuracy of work by the working device by performing automatic steering control of the traveling machine based on the positional information acquired by the device and the inertial information measured by the inertial measurement device.

However, the receiving device tends to exhibit the characteristic of increasing the accuracy of the acquired positional information by placing it in a location where there are few shielding objects surrounding it to block radio waves and where the fluctuations are relatively large. On the other hand, the inertial measurement device tends to show characteristics where the fluctuations are relatively high. By placing it in a smaller location, the error in inertial information tends to be smaller. For this reason, if a measurement unit in which the receiving device and the inertial measurement device are integrated is placed at one location of the traveling body, there is a risk that the characteristics of both the receiving device and the inertial measurement device may not be fully utilized.

In light of the above-described circumstances, there is a demand for a work vehicle that enables accurate performance of work by a work device using automatic steering control of the traveling body.

[2] [Background technology] The problems corresponding to [2] are as follows.

In the riding-type rice transplanter of JP2013-074841A described above, the spare seedling storage device is provided with a plurality of spare seedling loading stands, a first state in which the plurality of spare seedling loading stands are arranged in the vertical direction of the traveling vehicle body, and a plurality of spare seedlings. By configuring the spare hair receiving device to be switchable in the second state in which the loading table is arranged in the front and rear directions of the traveling vehicle body, the spare hair receiving device is switched to the first state, and the plurality of spare hair loading tables are arranged in multiple stages up and down. It becomes possible to store or accommodate a plurality of spare bristles arranged in multiple stages up and down, and by switching the spare bristle storage device to the second state, it becomes possible to accommodate a plurality of spare bristles arranged in the front and rear directions of the traveling vehicle body. .

When switching between the first state and the second state of the spare hair receiving device is made possible by adopting a conventional technology, the longer the length of the upper part of the upper part that becomes the holding part of the handrail in the front-back direction of the vehicle body, the further forward the spare hair receiving device is. It is located on the side. In other words, when the spare hair receiving device is switched to the second state, it is necessary to ensure that the first spare hair loading table does not touch the handrail from the back.

Therefore, there is a demand for a riding-type rice transplanter that can lengthen the length of the upper end of the handrail in the anteroposterior direction of the vehicle body without having to place the spare seedling receiving device close to the front side of the vehicle body, or not very close to it.

[3] The problems corresponding to background technology [3] are as follows.

In the above configuration of JP2009-245002A, in steering control based on the detection information of the satellite positioning unit and the detection information of the direction detection means, the target direction is always set to a direction that follows the target movement path, resulting in the following disadvantages: There was a side.

That is, in the above conventional configuration, the control means operates the steering operation means so that the detection position of the vehicle body is located on the target movement path and the detection direction is along the target movement path. In that way, for example, when the vehicle body is deviated laterally from the target movement path, but the direction of the vehicle body is corrected from a driving state in which the direction is the same as the target direction, the moving direction of the vehicle body is adjusted in order to correct the position. When changed, the orientation of the vehicle body deviates from the target orientation, so unnecessary operations may be performed to cope with the deviation from the target orientation. As a result, there was concern that it would take time to return to a driving state following the target movement path.

Therefore, when the vehicle body is laterally displaced from the target movement path and the direction of the vehicle body is the same as the target direction, it is desired to quickly return to a running state following the target movement path.

[4] The problems corresponding to background technology [4] are as follows.

According to agricultural machinery such as JP2008-092818A having the above-described configuration, each set travel line is set parallel to the reference travel line and set at equal intervals. Therefore, regardless of differences in pavement conditions (e.g., ups and downs of the pavement, simulated planting conditions on adjacent planting completion routes, etc.) in the route of automatic travel, the traveling body travels on the travel lines at equal intervals. While doing this, a mock planting is performed.

However, the surface of the pavement on which the traveling body travels is not necessarily flat, so for example, in places where the pavement has some undulations and places where it does not, some deviation may occur in the passage path of the traveling body. , there is a risk that changes may occur in the planting situation, such as the location or posture of the planted seedlings.

In such cases, it may be desirable to perform planting while, for example, driving a course close to the adjacent set travel line (or a course away from it) while looking at the planting situation of the adjacent planting completion path.

However, the set travel line is set parallel to the reference travel line and at equal intervals, so in order to take countermeasures as described above, switch from automatic travel to manual travel with a changeover switch and use the driver's manual steering. It is necessary to continue manual driving while changing courses. Therefore, there is a risk that the driver will not be able to take his or her hands off the driving operation, making it difficult to perform other tasks simultaneously on the traveling body.

In addition, when the switch is switched back to automatic driving, the driving course returns to the originally set driving line, and even if the driving line that matches the on-site situation is driven, it is not reflected in subsequent driving.

Therefore, there is a need for an agricultural machine that can freely set a travel line and reduce the burden on the driver.

[5] The problems corresponding to the background technology [5] are as follows.

In cases where accuracy is required for positional alignment of adjacent work areas (travel traces), such as rice transplanters, advanced self-position detection technology and automatic Steering control skills are required. However, when such a direction change run is performed by automatic steering or artificial steering, the timing of starting the direction change run, that is, accurately recognizing that the rice transplanter has reached the ridge area, and the opening for the next work run after the direction change run are necessary. Accurate positioning from the viewpoint is important, but it is a difficult driving operation for unskilled people.

In light of this situation, there is a demand for a paving vehicle that can properly recognize that at least the ridge area (edge area) where the traveling body changes direction is reached and performs an appropriate change of direction.

[1] The solution corresponding to problem [1] is as follows.

The work vehicle of the present invention,

A traveling body having a traveling device,

A working device that performs packaging work,

a steering unit capable of steering the traveling device;

A receiving device that acquires location information using a satellite positioning system,

An inertial measurement device that measures inertial information,

a generating unit that generates a target line for driving the traveling body;

Based on the position information and the inertia information, a control unit is provided to control the steering unit so that the traveling body travels along the target line,

The receiving device and the inertial measurement device are arranged at different locations in the traveling body.

According to the present invention, a receiving device that acquires positional information using a satellite positioning system and an inertial measurement device that measures inertial information are arranged at different locations in the traveling body.

For this reason, for example, by placing the receiving device in a location where the shaking is relatively large, the acquisition accuracy of the positional information of the receiving device can be improved, and by placing the inertial measurement device in a location where the shaking is relatively small, inertial measurement can be performed. Errors in inertial information measured by the device can be reduced. In other words, both the accuracy of the positional information acquired by the receiving device and the accuracy of the inertial information measured by the inertial measurement device are improved, making it possible to utilize the characteristics of both the receiving device and the inertial measurement device.

As a result, it becomes possible to perform steering control of the steering unit using highly accurate positional information and inertial information, and the traveling body can be accurately automatically steered and controlled so that the traveling body and the work device travel along the target line.

Therefore, according to the present invention, it becomes possible to accurately perform work by the working device using automatic steering control of the traveling body.

In the above configuration, it is suitable if the inertial measurement device is disposed near the center of the anteroposterior direction among the entire length of the traveling body and the working device in the anteroposterior direction.

According to this configuration, the portion in the vicinity of the center in the front-back direction among the entire length in the front-back direction of the traveling body and the working device is, for example, the yawing axis, which is the entire turning center of the traveling body and the working device. It is located in a nearby location. By arranging the inertial measurement device at such a location, the error in the inertial information measured by the inertial measurement device decreases, making it easier to accurately measure the inertial information.

In the above configuration, it is suitable if the inertial measurement device is installed on an installation member located near the rear axle of the traveling device.

According to this configuration, the installation member located near the rear axle of the traveling device is prevented from being shaken while the traveling body is traveling. By installing the inertial measurement device on such an installation member, the error in the inertial information measured by the inertial measurement device decreases, making it easier to accurately measure the inertial information.

In the above configuration, the working device is a model planting device capable of performing simulated planting on a package,

A plurality of spare seedling stands capable of loading spare seedlings to be supplied to the seedling device,

A pair of left and right spare parent frames supporting the spare parent support,

A connection frame is provided connected to the upper part of the left and right spare mother frames,

It is suitable if the receiving device is installed on the connection frame.

According to this configuration, the receiving device is installed on a connection frame installed at a somewhat high location that connects the left and right spare parent frames that support the spare parent loading stand, so the receiving device is installed in a location where there are few shields that block radio waves. It can be placed. This makes it difficult for a disconnection to occur in the location information acquired by the receiving device. In addition, since the spare parent frame and connection frame are relatively prone to shaking during travel, the detection accuracy of the direction in which the traveling body is traveling based on positional information acquired by, for example, a receiving device can be improved.

In the above configuration, the connection frame has a use state in which the receiving device is located above the upper end of the spare mother frame, and is vertically inverted with respect to the use state, so that the receiving device is positioned below the upper end of the spare mother frame. It is suitable if the state can be changed to a storage state located in .

According to this configuration, by putting the connection frame in a use state, the receiving device is positioned at a higher position than the upper end of the spare parent frame, and thus the reception sensitivity of radio waves when the receiving device is used can be improved. On the other hand, by placing the connection frame in a stored state, it is located at a lower position than the upper part of the spare mother frame, so that the receiving device does not get in the way when, for example, the traveling body is housed in a shed, for example, at the entrance of the shed. Problems such as bumping the receiving device against the upper part can be avoided.

In the above configuration, it is suitable if the connection frame is rotatable around the left and right axes along the left and right directions and is supported by the left and right spare parent frames so that the position can be fixed in the use state and the storage state.

According to this configuration, since the connection frame can rotate around the left and right axes, it becomes easy to change the state of the connection frame between a use state in which the receiving device is used and a storage state in which the receiving device is stored.

In the above configuration, it is suitable if the connecting frame is detachable from the left and right spare parent frames.

According to this configuration, the connection frame is detachable, so when the receiving device is not used, the connection frame in use can be removed from the spare mother frame, and the connection frame can be stored in the spare mother frame. there is.

In the above configuration, the receiving device is provided with a connector portion for connecting a harness,

It is suitable if the connector portion extends outward in the left and right directions from the receiving device.

According to this configuration, since the connector portion for connecting the harness in the receiving device extends outward from the receiving device in the left and right directions, for example, compared to the case where the connector portion extends forward from the receiving device, trees approaching from the front while driving It becomes difficult to hit the connector part of the receiving device with obstacles such as branches.

In the above configuration, the receiving device is provided with a connector portion for connecting a harness,

It is suitable if a guard member is provided to protect the connector portion.

According to this configuration, the guard member is more appropriately protected to prevent obstacles such as tree branches from colliding with the connector portion while driving.

[2] The solution corresponding to problem [2] is as follows.

The riding-type rice transplanter according to the present invention,

A driving body with a riding-type driving unit,

A mother unit device connected to the rear part of the traveling vehicle body so as to be capable of being raised and lowered,

On the transverse side of the driving section, a handrail provided upright from the vehicle body portion toward the upper direction;

Equipped with a spare hair receiving device installed in front of the handrail,

The spare hair receiving device is provided with a plurality of spare hair loading stands, and a first state in which the plurality of the spare hair loading stands are arranged in the vertical direction of the traveling vehicle body, and the plurality of the spare hair loading stands are located at the front and rear of the traveling vehicle body. It is possible to transition to a second state listed in the direction,

An empty space is provided below the upper part of the railing,

In the second state of the spare hair receiving device, the rear end side of the first spare hair loading stand from the back among the plurality of spare hair loading stands enters the empty space, and in plan view, the upper end and the rear end side A riding-type rice transplanter with overlapping.

According to this configuration, when the spare hair storage device is switched to the second state, the rear end side of the first spare hair loading stand from the back enters the empty space, so even if the length of the upper end of the handrail in the front-back direction of the car body is lengthened, the spare hair is accommodated. Even if the device is not placed close to the front side of the vehicle body, or even if it is placed close to it, it is not as close as in the case of the conventional structure, the spare cap is loaded by entering the empty space on the rear end side of the first spare cap loading platform from the back. Avoid contact with the pole and handrail.

Therefore, the length of the upper end of the handrail in the anteroposterior direction of the vehicle body can be lengthened without attaching the spare hair storage device close to the front side of the vehicle body, or not very close to it, and even if the spare hair storage device is switched to the second state, the spare hair storage device can be loaded. The railing can be made easy to use while making it easy to control the traveling vehicle body by making it easy to control the traveling vehicle body by not protruding very far forward from the main traveling vehicle body.

In the present invention, the first spare seedling loading stand has a spare seedling loading stand main body, a use posture protruding rearward from the spare seedling loading stand main body, and a storage posture being stored inside the spare seedling loading stand main body. It is suitable if it is provided with an extension loading table supported on the main body of the spare hair loading stand so that its posture can be changed, and the rear end side of the first spare hair loading stand is formed by the extension loading stand in the use posture.

According to this configuration, when the spare hair storage device is switched to the second state, the loading area of the first spare hair loading table from the back can be expanded by putting the extension loading table in the use position, and this spare hair loading stand can be It becomes easier to remove and insert spare seedlings. In this way, the loading area of the spare hair loading table can be expanded, and the length of the upper end of the handrail in the front-back direction of the car body can be lengthened without placing the spare hair storage device close to or very close to the front side of the traveling car body. there is.

In the present invention, in the second state of the spare hair storage device, it is suitable if the rear end side of the first spare hair loading table enters the hatch of the driving unit.

According to this configuration, when the spare hair receiving device is switched to the second state, the hatch can be closed or narrowed with a simple structure in which the rear end side of the first spare hair loading stand from the back is utilized as a closing member of the hatch. .

In the present invention, the upper end of the handrail includes a fixed part fixed to the vehicle body part, extends forward and protrudes from the fixed part, and has a front end side in a closed state in which the hatch of the driver's hatch is closed, and in a closed state in which the hatch is opened. It is suitable if it has a movable part that can be switched to an open state, and the empty space is provided below the movable part in the closed state.

According to this configuration, by placing the movable part in a closed state, the hatch can be closed or narrowed with a simple structure in which the movable part is utilized as a closing member of the hatch.

In the present invention, it is suitable if the movable part is supported on the fixed part so as to be able to swing and switch between the closed state and the open state.

According to this configuration, the movable part can be easily switched between the closed state and the open state by simply swinging the movable part.

In this invention, in the said closed state of the said movable part, it is suitable if the front end side part of the said movable part is supported by the support|pillar of the said spare hair containing device.

According to this configuration, the support of the spare hair receiving device was utilized as a member supporting the front end side of the movable part.

The simple structure allows the moving part to be reliably supported in a closed state.

[3] The solution corresponding to problem [3] is as follows.

The characteristic configuration of the work vehicle according to the present invention is:

A steering operation means capable of changing the direction of movement of the vehicle body,

path setting means for setting a target movement path along which the vehicle body should travel;

Position detection means for detecting the position of the vehicle body,

Orientation detection means for detecting the orientation of the vehicle body;

So that the detection position of the vehicle body detected by the position detection means is a position on the target movement path, and the detection direction of the vehicle body detected by the direction detection means is a target direction on the target movement path. Control means for executing automatic steering control for manipulating the steering operation means are provided,

The control means is,

When the detection position is laterally deviated from the target movement path and the detection direction is the same as the target direction, the target direction is changed to an inclined target direction inclined toward the target movement path, and the steering operation means is operated. The point of operation is to perform positional misalignment correction processing.

According to the present invention, when performing automatic steering control, the control means detects the vehicle body detected by the orientation detection means even though the detection position of the vehicle body detected by the position detection means is deviated laterally from the target movement path. When the direction is the same as the target direction in the target movement path (hereinafter referred to as the reference target direction), the target direction is changed to an inclined target direction inclined toward the target movement path, and the steering operation means is operated. That is, the control means operates the steering operation means so that the detection position of the vehicle body is a position on the target movement path and the detection direction of the vehicle body is the inclined target direction.

In order to correct the lateral positional misalignment, when the car body travels in an inclined direction toward the target movement path, the car body is driven in an attitude along the reference target direction and so as to reduce the positional misalignment. In other words, since the orientation of the vehicle body does not deviate from the inclination target orientation, unnecessary operations are not performed to cope with the deviation in orientation.

As a result, when the vehicle body is displaced laterally from the target movement path and the direction of the vehicle body is the same as the reference target direction, unnecessary operations are reduced and it is possible to return to the driving state following the target movement path as quickly as possible. It becomes possible.

In the present invention, when performing the position misalignment correction process, the control means sets the tilt angle of the tilt target orientation with respect to the target orientation to a setting upper limit value or less.

According to this configuration, when performing steering control, the target direction does not change too much, so there is less risk of the vehicle body making a sharp turn and the attitude becoming unstable.

In the present invention, vehicle speed detection means for detecting vehicle speed is provided,

When performing the position misalignment correction process, the control means is suitable if the larger the vehicle speed is, the smaller the change operation speed when the steering operation means changes the direction of travel.

When correcting positional misalignment, if the steering operation is performed quickly when the vehicle speed is high, there is a risk that the posture will change suddenly and the vehicle body posture may become unstable. Therefore, in this configuration, when correcting the position misalignment, the change operation speed when the steering operation means changes the direction of travel is made smaller as the vehicle speed increases. As a result, the direction change operation of the vehicle body is performed quickly, there is less risk of the vehicle body posture becoming unstable, and positional misalignment correction can be performed smoothly.

In the present invention, vehicle speed detection means for detecting vehicle speed is provided,

When the control means performs the position misalignment correction process, it is suitable if the inclination angle for inclining the target direction toward the target movement path becomes smaller as the vehicle speed increases.

When correcting positional misalignment, if the steering operation is performed quickly when the vehicle speed is high, there is a risk that the posture will change suddenly and the vehicle body posture may become unstable. So, in this configuration, the higher the vehicle speed, the smaller the inclination angle that inclines the target direction toward the target movement path. As a result, the amount of change in direction of the vehicle body is reduced, there is less risk of the vehicle body posture becoming unstable, and positional misalignment correction can be performed smoothly.

In the present invention, when performing the position misalignment correction process, the control means preferably maintains the tilt target orientation until the detection position reaches a point corresponding to the target movement path.

According to this configuration, in the position misalignment correction process, once the target orientation is changed to the tilt target orientation, the tilt target orientation is maintained until the vehicle body reaches a position corresponding to the target movement path. As a result, since the orientation of the vehicle body follows the tilt target orientation and moves to a position corresponding to the target movement path, positional misalignment can be corrected quickly with minimal unnecessary movement.

In the present invention, when the control means performs the position misalignment correction processing, it is suitable if the inclination of the inclination target direction with respect to the target direction becomes gentler as the detection position approaches a point corresponding to the target movement path. .

According to this configuration, in the position misalignment correction process, first, the inclination with respect to the reference target direction is changed to a steep inclination target direction, but as the vehicle body approaches a point corresponding to the target movement path, the inclination with respect to the reference target direction becomes steeper. In a state where it becomes gentle, the slope target direction changes.

In positional misalignment correction processing, if a steering operation is performed while the inclination to the reference target direction is steep, the vehicle body can be quickly brought closer to a point corresponding to the target movement path. However, if the vehicle is driven with a steep inclination to the reference target direction, the amount of return correction becomes large when the direction of the vehicle body is returned to the direction along the target movement path after reaching the point corresponding to the target movement path, so the re-correction operation is difficult. There is a disadvantage in that it takes time.

Therefore, when performing positional misalignment correction processing, in the initial stage when the amount of positional misalignment is large, by changing the incline to a steep target orientation, the vehicle body can be quickly brought closer to a point corresponding to the target movement path. And as the vehicle body approaches a point corresponding to the target movement path, the inclination to the reference target direction changes to a gently inclined target direction. As a result, when the point corresponding to the target movement path is reached, the angular deviation between the inclined target direction and the direction along the target movement path becomes small, so the return correction amount becomes small, and the re-correction operation can be performed quickly.

Accordingly, it is possible to bring the vehicle body closer to a point corresponding to the target movement path as quickly as possible, and a re-correction operation to return it to the direction along the target movement path can be performed in a short time without waste.

In the present invention, it is suitable if the location corresponding to the target movement path has an area of a predetermined width in the horizontal direction on both left and right sides of the position corresponding to the target movement path.

In the position misalignment correction process, if the position misalignment correction process is configured to be performed until the position of the vehicle body reaches a position corresponding to the target movement path, after the position of the vehicle body reaches a position corresponding to the target movement path, the vehicle body When returning the direction to the direction following the target movement path, there is a disadvantage in that a delay occurs in the return operation and the re-correction operation takes time. Therefore, in this configuration, since the location corresponding to the target movement path has an area of a predetermined width, the orientation of the vehicle body is returned to the direction along the target movement path shortly before the position of the vehicle body reaches the position corresponding to the target movement path. Therefore, a re-edit operation can be performed with low response delay.

In the present invention, the vehicle body is configured to perform a straight run in which work is performed while traveling along the target movement path, and a turning run in which the vehicle body turns toward the next target movement path parallel to the target movement path at the end position of the target movement path. It is driven alternately and repeatedly,

When performing the positional misalignment correction process in a state in which the vehicle body is misaligned toward the pre-work area, the control means tilts the vehicle body toward the target movement path side significantly compared to a state in which the vehicle body is misaligned toward the non-work area. Therefore, it is suitable to set the slope target direction.

According to this configuration, the vehicle body travels so as to alternately repeat straight travel and turning travel, and work is performed during straight travel. And, when performing positional misalignment correction processing in a state in which the vehicle body is misaligned toward the existing work area, the inclination with respect to the target direction in the inclination target direction is increased compared to the state in which the vehicle body is misaligned toward the non-work area.

If it is a work vehicle that performs the task of planting crop seedlings on the field while driving, the crop seedlings have already been planted in the existing work area, so it is necessary to avoid the vehicle body from entering the existing work area. Therefore, when the vehicle body is misaligned toward the existing work area, by steering in a largely inclined direction, the position can be corrected as quickly as possible to avoid the vehicle body from entering the existing work area.

In the present invention, the vehicle body is configured to perform a straight run in which work is performed while traveling along the target movement path, and a turning run in which the vehicle body turns toward the next target movement path parallel to the target movement path at the end position of the target movement path. It is driven alternately and repeatedly,

When executing the positional misalignment correction process in a state in which the vehicle body is misaligned toward the non-work area, the control means tilts the vehicle body toward the target movement path side significantly compared to a state in which the vehicle body is misaligned toward the existing work area. Therefore, it is suitable to set the slope target direction.

According to this configuration, the vehicle body travels so as to alternately repeat straight travel and turning travel, and work is performed during straight travel. And, when performing positional misalignment correction processing in a state in which the vehicle body is misaligned toward the unworked area, the inclination of the inclination target direction with respect to the reference target direction is increased compared to the state in which the vehicle body is misaligned toward the existing work area.

If it is a work vehicle that performs the task of cutting planted crops while driving, the planted crops exist in the unworked area, so it is necessary to avoid the vehicle body from entering the unworked area. Therefore, when the car body is misaligned toward the unworked area, by steering in a largely inclined direction, the position can be corrected as quickly as possible to avoid the car body from entering the unworked area.

In the present invention, the vehicle body is configured to perform a straight run in which work is performed while traveling along the target movement path, and a turning run in which the vehicle body turns toward the next target movement path parallel to the target movement path at the end position of the target movement path. It is driven alternately and repeatedly,

It is suitable if the control means does not perform the position misalignment correction process immediately after the vehicle body performs the turning travel and starts the straight travel until a predetermined determination condition is established.

Immediately after starting straight travel after turning, the running state may not be stable, and the vehicle body may deviate laterally from the target movement path. As a result, it cannot be said that the vehicle body can travel in a stable state on the target movement path immediately after starting straight travel.

Therefore, in this configuration, position misalignment correction processing is not performed immediately after starting straight travel until a predetermined determination condition is established, so unnecessary steering operation can be avoided. As predetermined discrimination conditions, various conditions can be considered, such as, for example, that a set time has elapsed since turning, that the vehicle has traveled a set distance, and that the orientation of the vehicle body is close to the predetermined orientation. In short, it is a condition for stable driving conditions.

In the present invention,

It is provided with a manual steering operation tool that commands a change in the direction of travel of the vehicle body based on manual operation, and manual operation detection means that detects that a manual operation has been performed on the manual steering operation tool,

It is suitable for the control means to reduce the operating force for operating the steering operation means in the automatic steering control when manual operation is detected by the manual operation detection means.

According to this configuration, the direction of movement of the vehicle body can be changed by operating the steering operation means even through manual operation. And when manual operation is detected by the manual operation detection means, the control means reduces the operating force when operating the steering operation means in automatic steering control.

As a result, it becomes possible to operate the steering operation means by manual operation in preference to automatic steering control, and for example, when there is a risk of contact with an obstacle, manual operation is performed rather than the operation accompanying automatic steering control. By steering operation, it is possible to avoid contact with obstacles.

In the present invention, the control means reduces the operating force when manual operation is detected by the manual operation detection means, and further reduces the operating force even when manual operation is not detected by the manual operation detection means. It is suitable as long as it remains in its current state.

According to this configuration, once manual operation is detected and the operating force of the steering operation means is reduced, the state is maintained even if manual operation is no longer performed. Therefore, if manual operation is performed intermittently and repeatedly, manual operation is performed. This is possible, making it convenient to use.

In the present invention, the control means reduces the operating force when manual operation is detected by the manual operation detection means, and further reduces the operating force to the original when the manual operation is not detected by the manual operation detection means. It will fit if you return it to size.

According to this configuration, after manual operation is detected and the operating force of the steering operation means is reduced, when manual operation is no longer performed, the operating force of the steering operation means is returned to its original state, so that manual operation is performed only once, and after that, manual operation is performed only once. If not performed, automatic steering control continues to be performed, resulting in good usability.

In the present invention, a manual steering operation tool for commanding a change in the direction of travel of the vehicle body based on manual operation is provided, and a manual operation detection means for detecting that a manual operation has been performed on the manual steering operation tool,

Suitable for the control means to stop the automatic steering control when a change command from the manual steering operation tool continues to be issued for a set time or longer.

According to this configuration, if manual operation is performed for a longer period of time than the set time, it is determined that there is an intention to continue steering by manual operation, and the automatic steering control is stopped. As a result, operation in a direction against the will of the manual operator accompanying automatic steering control is eliminated, making it easier to perform manual operation.

In the present invention, a manual steering operation tool for commanding a change in the direction of travel of the vehicle body based on manual operation is provided, and a manual operation detection means for detecting that a manual operation has been performed on the manual steering operation tool,

When manual operation is detected by the manual operation detection means, the control means stops the automatic steering control and operates the steering operation means to enter a driving state corresponding to a change command by the manual steering operation tool. It is suitable for performing assist control.

According to this configuration, the direction of movement of the vehicle body can be changed by operating the steering operation means even through manual operation. And when manual operation is detected by the manual operation detection means, the control means stops the automatic steering control and executes assist control. That is, the steering operation means is operated so that the steering state corresponds to the change command given by the manual steering operation tool.

Therefore, when performing a steering operation by manual operation, the manual operator operates the steering operation means in the intended direction, so the manual operation can be performed comfortably with a small operating burden.

In the present invention, it is suitable if the position detection means is a satellite positioning unit that detects the position of the vehicle body by receiving radio waves from a satellite.

According to this configuration, for example, a satellite positioning unit such as GPS receives radio waves from a satellite and detects the position of the vehicle body, so that the absolute position on the earth can be measured. Therefore, the position of the work vehicle within the packaging can be detected with high accuracy.

[4] The solution corresponding to problem [4] is as follows.

A feature of the present invention is a traveling machine capable of switching between manual travel by manual steering and automatic travel by automatic steering along a set travel line set parallel to the reference travel line, and the manual travel and the automatic travel. A changeover switch that can be switched, and a starting point setting unit that sets the plane position of the traveling body at the time of switching from the manual driving to the automatic driving by the switching switch as a starting point of the set driving line. It's in the thing.

According to the present invention, simply by performing a switching operation from manual driving to automatic driving using a changeover switch, that point can be set as the starting point of the set driving line by the starting point setting unit, so that the driver can see the pavement condition while looking at the above-described pavement condition. You can freely set the driving line to a desired position.

Moreover, since the driver's operation to set the set travel line is an operation to switch the changeover switch from manual driving to automatic driving, automatic driving is performed after the switching operation of the changeover switch, thereby reducing the burden on the driver. .

In the present invention, it is suitable if the changeover switch is installed in a shift operation tool that swings along the front-back direction of the traveling body, and the operating direction of the changeover switch is set along the left and right directions of the traveling body. .

According to this configuration, since the changeover switch is provided on the shift operation tool, it becomes possible to operate the changeover switch while keeping the hand on the speed change control tool, without moving the hand to another position or holding it again. It becomes possible to operate the changeover switch efficiently.

In addition, since the operating direction (front-back direction) of the shift operation tool and the operating direction (left and right directions) of the changeover switch are different, when operating one of the shift control tool and the changeover switch, it becomes easy to prevent erroneous operation of the other.

In the present invention, it is suitable if a displacement switch is provided for displacing the set travel line in parallel.

According to this configuration, even during automatic travel along the set travel line, the set travel line can be displaced in parallel by operating the displacement switch.

Therefore, during automatic driving, the driver watches the pavement conditions (for example, the undulations of the pavement or the simulated planting situation on the adjacent planting completion path, etc.), for example, on the side (or, By parallel displacing the set driving line to the (separated side), the settings can be changed to automatically drive a more desirable course.

Therefore, it is possible to carry out agricultural work that is well suited to the situation of the field.

In the present invention, the displacement switch is suitable if it also serves as an indication switch capable of inputting the plane position of the traveling body into a recording unit during the manual traveling when setting the reference traveling line.

According to this configuration, the indicating switch used for setting the reference travel line can also be used as the displacement switch, so the number of switches is reduced and, for example, the switch panel can be configured to be easy to see.

In the present invention, it is suitable if the displacement switch has a displacement switch for right displacement that displaces the set travel line to the right and a displacement switch for left displacement that displaces the set travel line to the left at different positions. do.

According to this configuration, the displacement switch for right-side displacement and the displacement switch for left-side displacement are provided respectively, and since they are provided at different positions, erroneous operation becomes difficult, and the traveling body can be accurately displaced in the direction intended by the driver. .

In the present invention, it is suitable if the displacement switch for right displacement is provided on the right side with respect to the front of the traveling body rather than the displacement switch for left displacement.

According to this configuration, in the relative positional relationship between the displacement switch for right displacement and the displacement switch for left displacement, the displacement switch for right displacement is disposed on the right side, and the displacement switch for left displacement is disposed on the left side, so that the traveling body The direction of displacement matches the left and right arrangement of the corresponding displacement switches, making it easy to prevent erroneous operation.

As a result, the displacement operation of the set travel line can be performed more accurately.

In the present invention, it is suitable if there is provided an operation cancellation unit that does not reflect an initial predetermined number of operations in the displacement control of the set travel line during the operation of the displacement switch.

According to this configuration, even if an operation is performed by, for example, accidentally touching the displacement switch, if the number of operations is within the predetermined number set in the operation cancellation unit, it is not reflected in the displacement control of the set travel line, so malfunction occurs. Prevention can be achieved.

Therefore, more accurate driving control can be performed according to the driver's operating intention.

In addition, if the number of operations of the displacement switch exceeds the predetermined number of times set in the operation cancellation unit, the displacement operation in the intended direction is reflected, and the set travel line can be displaced in the indicated direction.

In the present invention, if the displacement switch is operated, an operation cancellation unit is provided that does not reflect the operation of the displacement switch in the displacement control of the set travel line until a set time has elapsed from the operation of the displacement switch. Suitable.

According to this configuration, for example, even if the displacement switch was intended to be operated only once but is accidentally turned on multiple times in succession, the elapsed time from the first operation is set in the operation cancellation unit. If it is within a predetermined time, operations after the second time are not reflected in the displacement control of the set travel line, so malfunction can be prevented.

Therefore, more accurate driving control can be performed according to the driver's operating intention.

In addition, if the elapsed time of operation of the displacement switch exceeds the predetermined time set in the operation cancellation unit, the next switch operation is reflected in the displacement control, and the set travel line can be displaced in the direction indicated.

In the present invention, when the displacement switch is operated, the displacement switch is operated until the traveling body reaches an error area of a predetermined width set centering on the set travel line after displacement. It is suitable if there is an operation cancellation unit that is not reflected in the line displacement control.

According to this configuration, for example, even if the displacement switch is turned on multiple times in succession, while the traveling machine is automatically traveling toward the target setting traveling line for which the displacement was set by the first operation, the target setting traveling line Since the operation of the displacement switch is not reflected in the displacement control by the operation cancellation unit until an error area of a predetermined width set with as the center is reached, malfunction or sudden change in course can be prevented.

Therefore, more accurate driving control can be performed according to the driver's operating intention.

[5] The solution corresponding to problem [5] is as follows.

The pavement work vehicle according to the present invention includes a traveling body that travels within the pavement while changing direction in a ridge area, a pavement work device that performs work on the pavement, a positioning unit that outputs positioning data indicating the position of the vehicle, and An artificial steering unit that steers the traveling body based on artificial manipulation, an automatic steering unit that automatically steers the traveling body, and a headway detection module that detects that the traveling body has reached the headway area based on the position of the own vehicle. It is available.

According to this configuration, positioning data indicating the position of the vehicle is obtained from a positioning unit using GNSS (Global Navigation Satellite System) or GPS (Global Positioning System), etc., so if the position of the ridge area is set in advance, the traveling vehicle moves to the ridge area. The edge detection module can detect that it has reached and transmit this to the driver or automatic steering control system. As a result, the driver can stably and accurately detect the arrival of the traveling body to the rim area through visual confirmation, thereby reducing the burden on the driver.

One of the methods for setting the location of the edge area in advance is to equip map data of the road including the edge area and set the edge area in the map data. By matching the pavement map based on this map data with the own vehicle position obtained from the positioning unit, the position of the running pavement work vehicle within the pavement is calculated in real time. Therefore, it becomes possible to notify the automatic steering control system or the driver of the time when the traveling body reaches the edge area. From this, in one of the preferred embodiments of the present invention, a pavement map storage unit for storing map data of the pavement is provided, and the edge detection module performs map matching using the own vehicle location and the map data to perform the driving operation. It is detected that the aircraft has reached the above-mentioned edge area.

In actual paving work by a paving work vehicle, driving in a non-edge area (work area: generally an area other than the pavement area) where paving work is performed, and driving in a edge area where changes in direction are performed. In , the behavior of the vehicle is different. The behavior of this vehicle includes the behavior of the traveling body and the behavior of the paving equipment. In particular, by detecting the vehicle behavior that occurs when entering the non-durungga area from the non-duranga area and the vehicle behavior that occurs when entering the non-durunga area from the non-durungga area, and combining the position of the vehicle at the time of detection, The boundary points of the and Bidurunga regions are obtained. In general paving, the spacing between adjacent boundary points is almost equal to the spacing of the travel trajectories in round-trip work travel, that is, the work width, so it is also possible to estimate the next boundary point from the initially obtained boundary point. From this, in one of the preferred embodiments of the present invention, a vehicle behavior recording unit is provided that records the behavior of the traveling body, the paving machine, or both as vehicle behavior in relation to the position of the traveling body, and the ridge detection is provided. The module detects that the traveling body has reached the edge area based on the vehicle behavior.

Vehicle behavior that occurs when entering a non-durunga area from a non-durunga area, vehicle behavior that occurs when entering a non-durunga area from a non-durunga area, and vehicle behavior that occurs when entering a non-durunga area and entering a non-durunga area from a non-durunga area. Vehicle behavior that occurs during paving varies depending on the type of paving vehicle or work details. Common vehicle behaviors in planting and seeding operations using a rice transplanter, plowing operations using a tractor, and harvesting operations using a combine include starting and stopping work of the paving work equipment, moving the paving work equipment to its working position, and moving the paving work equipment to its working position. Examples include transitioning to a working position, changing direction of the traveling body, and starting and stopping travel. From this, in one of the preferred embodiments of the present invention, the vehicle behavior recording unit records work start and work stoppage of the packaging work device as the vehicle behavior. In another embodiment, the vehicle behavior recording unit records the transition of the paving work device to a working position and a transition to a non-working position as the vehicle behavior. In yet another embodiment, the vehicle behavior recording unit records the start and stop of direction change travel of the traveling machine as the vehicle behavior. Of course, these embodiments may be applied in arbitrary combination.

Additionally, the boundary point between the non-durunga area and the non-durunga area may be determined artificially. For this reason, in one of the embodiments of the present invention, a driving mode switching operation tool is provided that is artificially operated when transitioning between driving in the edge area (headway driving mode) and driving outside the headway area (non-headway driving mode). The vehicle behavior recording unit records the operation of the driving mode switching operation tool as the vehicle behavior.

As described above, once the boundary between the non-durungga area and the ruddy area is determined based on vehicle behavior, it is possible to estimate the boundary between the non-durungga area and the rudder area thereafter, and thus, one of the preferred embodiments of the present invention In one, the edge detection module has a edge estimation unit that estimates the arrival timing of the next traveling body to the edge area from the vehicle behavior in the previous adjacent work travel path. As a result, the state of approach to the over-the-edge area can be calculated while driving in the non-over-the-edge area, and appropriate and necessary control can be performed before or after reaching the over-the-edge area.

For example, if an approach notification command notifying approach to the edge area is output before the arrival timing estimated by the edge estimation unit, the driver can comfortably perform operations or confirmations that must be performed in the edge area. there is. In addition, in order to avoid problems associated with unexpected approaches of the traveling body to the edge area, an embodiment in which a deceleration command to decelerate the traveling body is output before the arrival timing estimated by the headge estimation unit can be adopted. . In addition, in an embodiment in which a vehicle stop command for stopping the traveling vehicle is output when the vehicle has traveled a predetermined distance from the arrival timing estimated by the headge estimation unit, or in response to the arrival timing estimated by the headge estimation unit, the traveling vehicle It is also possible to adopt an embodiment in which a vehicle stop command is output to stop.

Completely different steering is performed during driving in the non-durunga area and driving in the non-durunga area where the direction is changed. For this reason, whether these two different runs are performed by automatic steering or artificial steering also differs depending on the type of paving work vehicle, type of paving work, driver's skill level, etc. For this reason, in one of the preferred embodiments of the present invention, a steering mode management unit that manages an artificial steering mode in which artificial steering by the artificial steering unit is executed and an automatic steering mode in which automatic steering by the automatic steering unit is executed is provided. It is done. In this configuration, if an appropriate algorithm is built in in advance, automatic steering and artificial steering can be appropriately assigned according to the driving situation and surrounding conditions.

For example, when it is technically burdensome to automatically steer a change of direction, the steering mode management unit selects the artificial steering mode in the edge area and selects the automatic steering mode in other than the edge area. can be employed.

In addition, in the case of flexibly applying automatic steering and artificial steering, an embodiment provided with a steering mode switching operation tool that artificially selects the automatic steering mode and the artificial steering mode may be adopted.

In positioning units that use radio waves from satellites, such as GNSS or GPS, a problem occurs in which positioning data cannot be obtained if the unit fails to operate due to deterioration of reception conditions or the like. For this reason, in a preferred embodiment of the present invention, a travel distance calculation unit is provided to calculate the travel distance based on the rotation speed of the wheels, and when the positioning unit is inoperable, the edge detection module includes the travel distance calculation unit. It is detected that the traveling body has reached the edge area based on the traveling distance calculated by . As a result, even if the positioning unit is temporarily inoperable, it is detected that the traveling body has reached the edge area. At that time, when the travel distance calculation unit detects that the ridge area has been reached due to the positioning unit being inoperable, the traveling body may be stopped at that point.

In particular, when driving with automatic steering, it is difficult for the automatic steering control system to understand various situations of the vehicle while driving. One of the important vehicle situations when driving on pavement is the attitude of the vehicle. The attitude of the traveling body is substantially determined by the inclination of the traveling body with respect to the ground. In particular, pitching angles or rolling angles above a certain level have a negative effect on driving. For this reason, in one of the preferred embodiments of the present invention, an attitude determination unit for determining the attitude of the traveling body is provided, and when the attitude deviates from a predetermined condition, a braking command (stop command) to decelerate or stop the traveling body or deceleration command) is output.

Other features and advantageous effects to be exhibited in the future will become clear by reading the following description with reference to the accompanying drawings.

Fig. 1 is a diagram showing the first embodiment (hereinafter the same applies to Fig. 8), and is a side view showing a rice transplanter as an example of a work vehicle.
Figure 2 is a top view showing a rice transplanter.
Figure 3 is a front view showing the rice transplanter.
Figure 4 is a schematic diagram schematically showing a steering unit.
Figure 5 is a block diagram showing a control configuration related to automatic steering control.
Figure 6 is an explanatory diagram viewed from the top illustrating the operation of automatic steering control.
Fig. 7 is an explanatory diagram viewed from the top illustrating the creation of a target line, etc.
Fig. 8 is a side view showing another embodiment.
FIG. 9 is a diagram showing the second embodiment of the present invention (hereinafter, the same applies to FIG. 22), and is a left side view showing the entire riding-type rice transplanter in which the spare seedling storage device at the lower end is in the second state.
Figure 10 is a left side view showing the entire riding-type rice transplanter with the lower preliminary seedling receiving device in the first state.
FIG. 11 is a plan view showing the entire riding-type rice transplanter with the lower spare seedling receiving device in the second state.
Figure 12 is a front view of the traveling vehicle body.
FIG. 13 is a left side view showing the rear portion of the spare hair storage device at the lower left side in the second state.
Figure 14 is a front view showing the rear guard.
Figure 15 is a perspective view showing the rear guard.
Figure 16 is a perspective view showing the upper end side of a certain loading platform.
Fig. 17 is a longitudinal cross-sectional view showing a partition plate.
Fig. 18 is a left side view showing a handrail with a second embodiment structure.
Fig. 19 is a left side view showing a handrail with a third embodiment structure.
Fig. 20 is a left side view showing a rear guard with a first alternative embodiment structure.
Fig. 21 is a front view showing a rear guard with a second alternative embodiment structure.
Fig. 22 is a front view showing a rear guard with a third alternative embodiment structure.
FIG. 23 is a diagram showing the third embodiment (hereinafter, the same applies to FIG. 32), and is an overall side view of a rice transplanter as an example of a work vehicle.
Figure 24 is an overall plan view of the rice transplanter.
Figure 25 is a front view of the rice transplanter.
Figure 26 is a diagram showing a steering unit.
Fig. 27 is a block diagram showing the control configuration.
Figure 28 is a plan view of the entire rice paddy field illustrating the operation of automatic steering control.
Figure 29 is an explanatory diagram seen from the plane of the rice transplanter explaining the operation of automatic steering control.
Figure 30 is an explanatory diagram seen from the plane of the rice transplanter explaining the operation of automatic steering control.
31 is an explanatory diagram viewed from the plane of the rice transplanter illustrating the operation of automatic steering control.
Figure 32 is an explanatory diagram in plan view of the rice transplanter explaining the operation of automatic steering control.
Fig. 33 is a diagram showing the fourth embodiment (hereinafter the same applies to Fig. 42), and is a side view showing a rice transplanter as an example of an agricultural implement or agricultural vehicle.
Figure 34 is a top view showing a rice transplanter.
Figure 35 is a schematic diagram schematically showing a steering unit.
Figure 36 is a block diagram showing a control configuration related to automatic steering control.
Fig. 37 is a top view showing the surroundings of the meter panel.
Fig. 38 is an explanatory diagram viewed from the top illustrating the creation of a running line, etc.
Fig. 39 is an explanatory diagram viewed from the top illustrating the parallel displacement operation of the set travel line.
Figure 40 is a flowchart of parallel displacement control of a set travel line.
Fig. 41 is a block diagram showing a control configuration related to automatic steering control in another embodiment.
Fig. 42 is an explanatory diagram viewed from the top illustrating the parallel displacement operation of the set travel line in another embodiment.
Fig. 43 is a diagram showing the fifth embodiment (hereinafter the same applies to Fig. 49), and is a schematic diagram explaining the basic principles of vehicle control employed in paving work vehicles.
Figure 44 is a schematic diagram explaining the basic principles of vehicle control employed in paving work vehicles.
Figure 45 is a side view of a rice transplanter, which is one of the embodiments of the paving vehicle.
Figure 46 is a plan view of a rice transplanter, which is one of the embodiments of the paving vehicle.
Figure 47 is a schematic diagram showing the steering system of the rice transplanter.
Figure 48 is a functional block diagram showing functions related to running control of the rice transplanter.
Fig. 49 is an explanatory diagram showing an example of recorded vehicle behavior.

[First Embodiment]

As shown in FIGS. 1 to 3, a riding-type rice transplanter (an example of a “work vehicle”), which is a planting and transplanting work vehicle among agricultural work vehicles, includes a traveling body (C) having a traveling device (A), and a device for packaging. A working device for performing work is provided. The working device of the rice transplanter is a mother planting device (W) capable of simulated planting on the field. In addition, arrow F shown in FIG. 2 is the “front” of the traveling body C, arrow B is the “back” of the traveling body C, arrow L is the “left” of the traveling body C, and arrow R is the traveling body It is the “right” of (C).

As shown in Fig. 1, the traveling device A is provided with a pair of left and right front wheels 10 and a pair of left and right rear wheels 11. The traveling body C is equipped with a steering unit U capable of steering the left and right front wheels 10 of the traveling device A.

1 to 3, the front part of the traveling body C is provided with an openable bonnet 12. Within the bonnet 12, an engine 13 is provided. At the tip of the bonnet 12, a rod-shaped center mascot 14 is provided to identify the indicator line LN (see FIG. 6). As shown in FIGS. 1 and 3, the traveling body C is equipped with a frame-shaped body frame 15 extending along the front-rear direction. At the front of the fuselage frame 15, a support strut frame 16 is installed standing upright.

[About mother planting device]

As shown in FIG. 1, the mother planting device W is attached to the rear end of the traveling body C through a link mechanism 21 that moves up and down by the expansion and contraction operation of the up and down cylinder 20 comprised of a hydraulic cylinder. It is connected so that it can be raised and lowered.

1 and 2, the model device W includes four power cases 22 and a rotary case 23 rotatably supported on the left and right sides of the rear part of each power case 22. ), a pair of rotary planting arms 24 provided at both ends of each rotation case 23, a plurality of stationary floats 25 for stopping the bottom of the field, a seedling loading stand on which mat-shaped seedlings for planting are loaded ( 26) etc. are provided. That is, the mother planting device W is configured in an 8-row planting format.

The seedling device W configured in this way drives the seedling loading stand 26 to the right and left in a reciprocating lateral transfer, and rotates each rotary case 23 by the power transmitted from the electric case 22, thereby carrying out seedling loading. Seedlings are alternately taken out from the lower part of the stand 26 by each planting arm 24 and planted on the bottom of the field.

〔About the spare mother loading stand〕

As shown in FIGS. 1 to 3, on the left and right sides of the bonnet 12 in the traveling body C, a plurality (for example, four) can be loaded with spare seedlings for supplying the seedling device W. )'s normal spare seedling loading stand 28 (an example of a "spare seedling loading stand"), a single rail-type spare seedling loading stand 29 ("spare seedling loading stand") capable of loading spare seedlings to be supplied to the seedling device W An example of a “loading platform”) is provided. In addition, on the left and right sides of the bonnet 12 in the traveling body C, a pair of left and right spare mother frames 30 support each normal spare mother loading stand 28 and the rail-type spare mother loading stand 29. ) and a connection frame 31 connected to the upper part of the left and right spare mother frames 30 are provided. The connection frame 31 is U-shaped when viewed from the front. The left and right ends of the connecting frame 31 are connected to the upper parts of the left and right spare mother frames 30 through connecting brackets 32, respectively.

〔About marker device〕

As shown in FIG. 1, the left and right sides of the mother planting device W are each provided with a marker device 33 for forming an indicator line LN (see FIGS. 6 and 7) on the bottom of the field. there is. The left and right marker devices 33 each have an action posture of grounding the field bottom of the field and forming an indicator line LN on the bottom of the field along with the running of the traveling body C, and upward from the bottom of the field of the field. It is configured to be operated in a spaced storage position.

As shown in FIG. 1, the left and right marker devices 33 each have a marker arm 34 supported on the model device W so as to be able to swing up and down, and the tip of the marker arm 34 can be freely rotated. A rotating body 35 having a plurality of convex bodies in the circumferential direction is provided. Additionally, a marker electric motor (not shown) is provided to operate the left and right marker devices 33 in the operating posture and the storage posture. Each marker device 33 is set to an operating posture, so that the rotating body 35 rolls across the ground as the traveling body C is steered, forming a dotted index line LN when viewed from the top (FIG. 6 reference).

〔About the driver〕

As shown in FIGS. 1 to 3, the central portion of the traveling body C is provided with an operating unit 40 that performs various driving operations. The driving unit 40 includes a driver's seat 41 on which the driver can sit, a control tower 42, a steering wheel 43 configured by a steering wheel for manual steering operation of the front wheels 10, and a forward/backward switching operation. A main shift lever 44 and a control lever 45 that can change the driving speed are provided. The driver's seat 41 is provided in the central part of the traveling body C. The control tower 42 is provided with a steering handle 43, a main shift lever 44, an operation lever 45, etc. to be operable. A boarding step 46 is installed at the foot of the driving unit 40. Auxiliary steps 47 are installed at positions outside the left and right sides of the boarding step 46. On both left and right sides of the bonnet 12, a lifting step 48 is provided as an elevating passage that continues without steps to the boarding step 46. Left and right spare mother frames 30 are disposed laterally outside the lifting step 48, respectively.

[About the operation lever]

The operation lever 45 shown in FIGS. 2 and 3 is provided on the lower right side of the steering wheel 43. Although not shown in detail, the operation lever 45 is configured to be operable in the cross directions of the upper rising position, the lower falling position, the rear right marker position, and the front left marker position from the neutral position, and is moved to the neutral position. It is pressurized.

When the operation lever 45 is operated to the upward position, the planting clutch (not shown) is operated in the blocked state, the mother planting device W rises, and the marker devices 33 on the left and right (see Fig. 1) are stored. It is manipulated by posture. When the operation lever 45 is operated to the lowered position, the planting clutch (not shown) is operated in the blocked state, the marker devices 33 on either side are operated in the storage posture, and the mother planting device W is lowered. When the central stationary float 25 is grounded on the bottom of the field, the seedling device W is grounded on the bottom of the field and is stopped.

When the operation lever 45 is operated to the right marker position, the marker device 33 on the right side changes from the storage posture to the operating posture. When the operation lever 45 is operated to the left marker position, the left marker device 33 changes from the storage posture to the operating posture.

The control tower 42 of the operation unit 40 is equipped with a press-operated automatic steering switch 50 (see FIG. 5). The automatic steering switch 50 is configured to enable switching between on and off the automatic steering of the steering unit U. In addition, the main shift lever 44 is provided with a registration switch 52 (see FIG. 5) for registering the teaching direction TA (see FIG. 6) used for automatic steering control of the steering unit U. . The registration switch 52 is provided with a press-operated first registration button 52A and a press-operated second registration button 52B.

[About the steering unit]

As shown in FIG. 4, the steering unit U includes the above-described steering handle 43, a steering operation shaft 54 linked to the steering handle 43, and rotation of the steering operation shaft 54. The oscillating pitman arm 55, the left and right linkage mechanisms 56 linked to the pitman arm 55, the steering motor 58, and the gear linking the steering motor 58 to the steering operation shaft 54. The apparatus 57 and the like are provided.

The steering operation shaft 54 is interlocked with the left and right front wheels 10 through the Pitman arm 55 and the left and right linkage mechanisms 56, respectively. The rotation amount of the steering operation shaft 54 is detected by a steering angle sensor 60 (see FIG. 5) consisting of a rotary encoder provided at the lower end of the steering operation shaft 54.

When performing manual steering of the steering unit (U), the steering operation axis By rotating 54, the steering angle of the front wheel 10 is changed. On the other hand, when performing automatic steering of the steering unit U, the steering motor 58 is driven, the steering operation shaft 54 is rotated by the driving force of the steering motor 58, and the front wheel 10 is rotated. It is designed to change the steering angle.

[About measurement units and inertial measurement devices with receiving devices]

As shown in FIGS. 1 to 3 and FIG. 5 , the traveling body C is equipped with a receiving device 63 that acquires position information by a satellite positioning system and mainly the inclination (pitch angle, It is provided with a measurement unit 61 having a secondary inertial measurement device 64 capable of detecting the roll angle, and a main inertial measurement device 62 (corresponding to an “inertial measurement device”) that measures inertial information.

The main inertial measurement unit 62 and the sub-inertial measurement unit 64 are each comprised of an IMU (Inertial Measurement Unit).

The measurement unit 61 having the receiving device 63 and the sub-inertial measurement device 64, and the main inertial measurement device 62 are arranged at different locations in the traveling body C. In addition, the measurement unit 61 having the receiving device 63 and the sub-inertial measurement device 64, and the main inertial measurement device 62 are arranged on the left and right center lines CL of the traveling body C. .

A representative example of the above-described satellite positioning system (GNSS: Global Navigation Satellite System) is GPS (Global Positioning System). GPS uses a receiving device 63 provided by a plurality of GPS satellites orbiting the skies of the Earth, a control station that tracks and controls GPS satellites, or an object that performs positioning (traveling aircraft C). The purpose is to measure the position of (63). The receiving device 63 is used to acquire positional information of the traveling body C by a satellite positioning system.

1 to 3, the measurement unit 61 including the receiving device 63 is installed on the connection frame 31 via a plate-shaped support plate 65. The measurement unit 61 having the receiving device 63 is disposed at a front position of the traveling body C (particularly ahead of the front wheels 10). For this reason, when the traveling body C changes the direction of travel, the amount of displacement in the left and right directions is larger at the front position of the traveling body C compared to the rear end position of the traveling body C, and the receiving device The change in self-position (NM) of the traveling body C acquired by (63) can be detected with high sensitivity.

As shown in FIG. 3 and the like, the connection frame 31 has a use state (S1) in which the measurement unit 61 having the receiving device 63 is located above the upper end of the spare mother frame 30, and a use state. It is possible to change the state to a storage state (S2) in which the reception device 63 is located below the upper end of the spare mother frame 30 by inverting the state (S1). To add explanation, the connection frame 31 is rotatable around the left and right axis It is supported on the left and right spare mother frames 30 so that the position can be fixed.

As shown in FIGS. 1, 3, etc., when the connection frame 31 is in the use state (S1), the reception device 63 is supported at a high location by the connection frame 31 and the spare mother frame 30. Therefore, as the traveling body C travels, the receiving device 63 is liable to shake due to bending of the spare mother frame 30 and the connecting frame 31, and the information is acquired by the receiving device 63. Detection of the self-position (NM) and self-azimuth (NA) of the traveling body C based on the positional information can be performed with high precision. Furthermore, by putting the connecting frame 31 in the use state (S1), the receiving device 63 is positioned at the highest position in the traveling body C, so the reception sensitivity of the radio wave of the receiving device 63 can be increased, making it difficult for radio wave interference to occur in the receiving device 63.

As shown in FIGS. 2 and 3, the receiving device 63 of the measurement unit 61 is provided with a connector portion 67 for connecting the harness 66. The connector portion 67 extends outward in the left and right directions from the receiving device 63 of the measurement unit 61. The harness 66 is laid along the connecting frame 31 and the spare mother frame 30. Additionally, a guard member 68 is provided to protect the connector portion 67. The guard member 68 is installed on the support plate 65. The guard member 68 is designed to protect the front side of the connector portion 67.

As shown in FIG. 1, the main inertial measurement device 62 is disposed at a location near the center in the front-back direction among the entire length of the traveling body C and the model device W in the front-back direction. To further explain, the main inertial measurement device 62 is disposed near the center of rotation of the traveling direction of the traveling body C (the axis center of the yaw axis of the traveling body C).

Specifically, at the rear of the traveling body C, there is a rear axle frame 73 (equivalent to an “installation member”) that rotatably supports the rear axle 72 that transmits the driving force to the rear wheels 11. It is provided. The rear axle frame 73 is a rigid member located near the rear axle 72 of the traveling device A. The main inertial measurement device 62 is installed on this rear axle frame 73.

Adding explanation, as shown in FIGS. 1 and 2, the main inertial measurement device 62 is located in the vicinity of the mother planting device W. Additionally, the main inertial measurement device 62 is located below the rear side of the driver's seat 41.

As shown in FIG. 5, the main inertial measurement device 62 mainly includes a gyro sensor 70 capable of detecting the angular velocity of the yaw angle of the traveling body C (turning angle of the traveling body C), and An acceleration sensor 71 capable of detecting acceleration in three orthogonal axes directions is provided. That is, the inertial information measured by the main inertial measurement device 62 includes azimuth change information detected by the gyro sensor 70 and position change information detected by the acceleration sensor 71. As described above, since the main inertial measurement device 62 is placed near the center of rotation in the direction of travel of the traveling vehicle C, the integration error of the azimuth change information generated in the gyro sensor 70 is suppressed to a small level. This becomes possible, and the detection accuracy of the position change information by the acceleration sensor 71 becomes high.

[About control configuration]

As shown in FIG. 5, the traveling body C is equipped with a control device 75 that controls automatic steering of the steering unit U. The control device 75 includes an information storage unit 76, a teaching storage unit 77, a turning detection unit 78, a start determination unit 79, an information correction unit 80, and a traveling body (C ), a generating unit 81 for generating a target line LM for traveling, a state detecting unit 82, and, based on positional information and inertial information, causing the traveling body C to travel along the target line LM. A control unit 83 that controls the steering unit (U) is provided.

The control device 75 includes a receiving device 63, a sub-inertial measurement device 64, and a gyro sensor 70, an acceleration sensor 71, and a steering angle sensor 60 in the main inertial measurement device 62. , information such as the automatic steering switch 50 and the registration switch 52 is input.

The information storage unit 76 is configured to store the positional information acquired from the receiving device 63 every time.

The teaching storage unit 77 is configured to calculate the teaching direction TA using the positional information of two points among the positional information stored in the information storage unit 76, based on the operation of the registration switch 52. there is.

The turning detection unit 78 starts turning of the traveling body C and starts turning of the traveling body C based on the steering angle information of the steering operation axis 54 of the steering unit U input from the steering angle sensor 60. It is configured to detect termination.

The start determination unit 79 is configured to determine whether to start automatic steering control of the traveling body C.

The information correction unit 80 calculates the integrated error of the information detected by the gyro sensor 70 among the inertial information measured by the main inertial measurement device 62 every time the automatic steering control of the traveling machine C is started, It is configured to perform correction processing based on the positional information acquired by the receiving device 63 and the information measured by the sub-inertial measurement device 64.

The generating unit 81 is configured to generate the target line LM based on the teaching direction TA and the magnetic position NM and magnetic heading NA at the start of automatic steering control of the traveling body C. It is done.

During automatic steering control of the traveling body C, the state detection unit 82 determines the distance difference (deviation distance) between the self-position NM of the traveling body C and the target line LM and the It is configured to detect the angular deviation (misalignment angle) between the magnetic direction (NA) and the teaching direction (TA).

The control unit 83 is configured to control the driving of the steering motor 58 of the steering unit U based on information input from the state detection unit 82.

[About automatic steering control]

As an example, a case where a mock planting operation is performed on a rectangular faucet viewed from the top will be described.

As shown in Fig. 6, first, the traveling body C is placed at a certain first position Q1 on the edge of the pavement, and the first registration button 52A of the registration switch 52 (see Fig. 5) is pressed. Manipulate. Then, in a state where the model device W is raised and the stationary float 25 is grounded, the traveling body C is driven straight along the straight line of the ridge on the side from the first position Q1. , move it to the second position Q2 near the ridge on the opposite side, and then operate the second registration button 52B (see FIG. 5) of the registration switch 52. Accordingly, from the positional information acquired by the receiving device 63 at the first position Q1 and the positional information acquired by the receiving device 63 at the second position Q2, the first position Q1 A teaching direction (TA), which is a direction connecting the and the second position (Q2), is created.

Next, as shown in FIG. 6, the traveling body C is manually turned by operating the steering handle 43. When the start of turning of the traveling body C is detected by the steering angle sensor 60, the mother planting device W, the stationary float 25, and the marker device 33 are automatically raised from the bottom of the field. When the turning of the traveling body C ends, the turning end position Q3 of the traveling body C is detected based on the detection result of the steering angle sensor 60.

Automatic steering switch until a certain period of time elapses after the turning end position (Q3) of the traveling aircraft (C) is detected and until the angle of deviation between the magnetic heading (NA) and the teaching direction (TA) falls within a predetermined range. A dead zone is set that does not accept the operation input of (50). That is, while the state of the traveling body C is in the dead zone, automatic steering control is not started even if the automatic steering switch 50 is operated. While the state of the traveling body C is in the dead zone, the driver manually steers the steering unit U so that the indicator line LN coincides with the end of the line of sight looking at the tip of the center mascot 14, Position alignment of (C) can be performed.

Then, when the state of the traveling body C is outside the dead zone, the operation input of the automatic steering switch 50 is accepted, and when the automatic steering switch 50 is operated, the receiving device 63 at the control start position Q4 ) The self-position (NM) and magnetic direction (NA) of the traveling body C based on the positional information in ) are stored. And a straight target line LM parallel to the teaching direction TA is formed at a predetermined distance from the position where the receiving device 63 is installed in the direction of the self-azimuth NA of the traveling body C. This is created. At the same time, the information measured by the main inertial measurement device 62 includes the position information of the self-position (NM) acquired by the receiving device 63 and the position information of the self-position (NM) acquired by the receiving device 63. Correction is made based on the magnetic heading (NA) calculated based on the position information and the position information of the previous position.

Furthermore, in FIG. 6 , due to urban conditions, the indicator line LN formed by the marker device 33 and the target line LM are slightly shifted, but in reality, the driver's gaze is directed toward the center mascot 14. Since manual position alignment is performed so that the distal end coincides with the index line LN, the target line LM is created to approximately coincide with the index line LN.

And along with this, automatic steering control of the traveling body C, mainly based on the main inertial measurement device 62, is initiated. That is, in automatic steering control, the main inertial measurement device 62 is mainly used, and the receiving device 63 is used for correction of the main inertial measurement device 62. Specifically, the magnetic position (NM) and magnetic heading (NA) based on the positional information acquired by the receiving device 63 at the control start position Q4, and the gyro sensor of the main inertial measurement device 62 Based on azimuth change information obtained by integrating the angular velocity measured by (70) and position change information obtained by integrating the acceleration measured by the acceleration sensor 71 of the main inertial measurement device 62, Find the current magnetic position (NM) or magnetic heading (NA). Then, automatic steering of the steering unit U is performed so that the current magnetic position (NM) and magnetic direction (NA) coincide with the target line (LM) and teaching direction (TA), and automatic steering control of the traveling body C is performed. is done.

During automatic steering control of the traveling machine C, there is no angle deviation (misalignment angle) between the magnetic heading (NA) and the teaching direction (TA), and there is no distance deviation (deviation distance) between the magnetic position (NM) and the target line (LM). If there is no, the steering unit (U) is not steered.

Additionally, during automatic steering control of the traveling body C, there is an angle deviation (misalignment angle) between the magnetic heading (NA) and the teaching direction (TA), and a distance deviation (deviation angle) between the magnetic position (NM) and the target line (LM). When there is no distance, the steering unit U is controlled to steer in a direction that eliminates the angle deviation (misalignment angle) between the magnetic direction NA and the teaching direction TA.

Additionally, during automatic steering control of the traveling body C, there is an angle deviation (misalignment angle) between the magnetic heading (NA) and the teaching direction (TA), and a distance deviation (deviation angle) between the magnetic position (NM) and the target line (LM). When there is a distance, the steering unit U is controlled to steer in a direction that eliminates the angle deviation (misalignment angle) between the magnetic direction NA and the teaching direction TA.

Additionally, during automatic steering control of the traveling body C, there is no angle deviation (misalignment angle) between the magnetic heading (NA) and the teaching direction (TA), and there is no distance deviation (deviation angle) between the magnetic position (NM) and the target line (LM). If there is a distance), the steering unit U is controlled to steer in a direction that eliminates the distance deviation (deviation distance) between its own position NM and the target line LM.

Thereby, the traveling body C travels accurately along the target line LM.

In this way, during automatic steering control of the traveling body C, the position information acquired by the receiving device 63 is not essential, so for example, during automatic steering control of the traveling body C, the positioning information acquired by the receiving device 63 is not essential. Even when radio wave interference, etc. occurs, automatic steering control of the traveling body C can be continued based on the inertial information measured by the main inertial measurement device 62, and the goal is simulated planting by the model planting device W. It can be done accurately along the line (LM).

And when the traveling body C approaches the ridge, the driver operates the automatic steering switch 50, so that the automatic steering control of the traveling body C is stopped and switched to manual steering. Then, a similar turning operation is performed at the edge of the ridge, the same operation is repeated, and a mock planting is performed on the field. Thereby, the driver does not need to manually operate the steering wheel 43 during mock planting on the field by the mock planting device W, and can perform the mock planting work more accurately and more simply.

〔About setting your own location〕

As shown in FIG. 7, the receiving device 63 is disposed at the front of the traveling body C, but its own position NM, which serves as a standard for data processing, is determined by the actual installation of the receiving device 63. It is not set to a position, but to a position near the main inertial measurement device 62. The setting of the self-position (NM), which becomes the standard for data processing, is based on the distance between the receiving device 63 and the point set as the self-position (NM), and the receiving device 63 and the main inertial measurement device 62. It is calculated based on the calculated magnetic heading (NA). Since it is the model device W that is to be driven accurately along the target line LM, by setting its own position NM in the vicinity of the model device W in this way, the model device W is set to the target. It becomes possible to perform automatic steering control of the traveling body C so that it travels accurately along the line LM.

[Regarding the relationship between the spare mother frame, the normal spare mother loading stand, and the rail-type spare mother loading stand]

As shown in FIG. 3, the left and right spare mother frames 30 each include a fixing part 85 fixed to the support strut frame 16, and a fixing part 85 that extends upward from the fixing part 85 and slopes toward the left and right inner sides. is provided with an inclined portion 86 and a vertical portion 87 extending upward from the inclined portion 86. That is, the vertical portion 87 of the spare mother frame 30 is offset left and right inward by a predetermined distance D with respect to the support strut frame 16 and the fixing part 85 of the spare mother frame 30.

As shown in FIGS. 1 to 3, a plurality of normal spare mother loading stands 28 are installed on the vertical portion 87 of the spare mother frame 30, respectively, and move forward along the front and rear directions, respectively, on the left and right inner sides. It is supported on the spare mother frame 30 so as to be able to swing around the front and rear axis Y, which is inclined. Normally, the spare mother loading stand 28 is configured so that its posture can be changed between the horizontal posture (E1) and the vertical posture (E2).

As shown in FIGS. 1 to 3, when the spare seedling loading stand 28 is usually placed in the horizontal posture E1, the loading surface of the spare seedling loading stand 28 is usually in a substantially horizontal state. On the other hand, when the normal spare seedling loading stand 28 is changed from the horizontal posture E1 to the vertical posture E2, each normal spare seedling loading stand 28 is swung around the anteroposterior axis Y to be placed in the vertical direction. Thereby, each normal spare hair loading stand 28 in the vertical posture E2 is in a compact state in the left and right directions biased toward the vertical portion 87 of the spare hair frame 30.

The rail-type spare parent loading stand 29 shown in FIGS. 1 to 3 is provided with a front loading stand 88, a central loading stand 89, and a rear loading stand 90. The central loading table 89 is fixed to the support frame 16 through a pair of support brackets 91. The front loading stand 88 is connected to the front end of the central loading stand 89 so as to be able to swing around the front transverse axis P1 along the left and right directions. The rear loading stand 90 is connected to the rear end of the central loading stand 89 so as to be able to swing around the rear transverse axis P2 along the left and right directions. As shown in FIG. 1, the rail-type spare cap loading stand 29 is configured to be changeable between an unfolded state (F1) and a folded state (F2). When the rail-type spare mother loading platform 29 is in the deployed state (F1), the front loading platform 88 is deployed to the front side of the central loading platform 89, centering on the central loading platform 89, and the central loading platform 88 is deployed. A rear loading stand (90) is deployed to the rear of the stand (89). That is, when the rail-type spare mother loading stand 29 is placed in the deployed state (F1), the front loading stand 88, the central loading stand 89, and the rear loading stand 90 are arranged in order from front to back. .

As shown in FIG. 1, when the rail-type spare mother loading platform 29 is changed from the deployed state (F1) to the folded state (F2), the front transverse axis P1 located at the front end of the central loading platform 89 ) The front loading table 88 is swung around, the front loading table 88 is folded and positioned on the upper side of the central loading table 89, and the rear transverse axis located at the rear end of the central loading table 89 ( P2) The rear loading stand 90 is swung around and the rear loading stand 90 is positioned on the upper side of the central loading stand 89. As a result, the rail-type spare mother loading stand 29 can be placed in a compact folded state (F2) in the front-back direction.

As shown in FIG. 1, a plurality of normal spare seedling loading stands 28 are arranged in a vertical arrangement, and the rail-type spare seedling loading stand 29 is arranged below the normal spare seedling loading stand 28 at the lowest stage. It is done.

*That is, as understood from FIGS. 1 to 3, the vertical part 87 of the spare mother frame 30 is connected to the support strut frame 16 and the fixing part 85 of the spare mother frame 30, In addition to being offset to the left and right inside by a predetermined distance D, a plurality of normal spare mother loading stands 28 are compacted in the left and right directions biased toward the vertical portion 87 of the spare mother frame 30. Vertical posture (E2) ) by changing the posture to enable offset to the left and right inward, the rail-type spare mother loading stand 29 can be placed in the deployed state (F1) without interfering with the spare mother frame 30 or the normal spare mother loading stand 28. ) to the folded state (F2) without any problems. In addition, by enabling the plurality of normal spare mother loading stands 28 to be offset to the left and right inward, for example, rather than offsetting the rail-type spare mother loading stands 29 to the left and right outward, the traveling body (C ) can be made smaller.

[Other embodiments of the first embodiment]

Hereinafter, other embodiments of the first embodiment will be described. Each of the following different embodiments may be applied to the above-described embodiment in combination, as long as there is no conflict. In addition, the scope of the present invention is not limited to the content of these embodiments.

(1) In the above embodiment, automatic steering control of the traveling body C is mainly performed based on inertial information measured by the main inertial measurement device 62, and the inertia measured by the main inertial measurement device 62 Although it is exemplified that the information is corrected based on the positional information acquired by the receiving device 63, it is not limited to this. For example, automatic steering control of the traveling body C is performed mainly based on the positional information acquired by the receiving device 63, and the positional information acquired by the receiving device 63 is used by the main inertial measurement device ( 62) may be corrected based on the inertial information measured.

(2) In the above embodiment, the connection frame 31 is rotatable around the left and right axis Although it is illustrated that it is supported on the spare mother frame 30, it is not limited to this. For example, it may be detachable from the left and right spare mother frames 30. In this case, the connection frame 31 in the use state (S1) is removed from the spare mother frame 30, flipped upside down, and reinstalled on the spare mother frame 30, so that the connection frame 31 is in the storage state ( S2).

(3) In the above embodiment, it is exemplified that the receiving device 63 is fixed at a certain location, but it is not limited to this. For example, as shown in FIG. 8, on the rail member 100 which is installed and fixed to the spare mother frame 30 and extends along the front-back direction of the traveling body C, it is movable along the front-back direction. The receiving device 63 may be placed in this state. Thereby, by moving the receiving device 63 between two points on the rail member 100, the magnetic orientation NA of the traveling body C and the receiving device 63 are maintained while the traveling body C is stationary. It can be obtained based on the two-point location information obtained by

(4) In the above embodiment, it is exemplified that only one receiving device 63 is provided, but the present invention is not limited to this. For example, two or more receiving devices 63 may be provided. By doing this, even when the traveling body C is stopped, based on the positional information acquired by one receiving device 63 and the positioning information acquired by the other receiving device 63, the traveling body C It becomes possible to obtain the self-orientation (NA) of .

(5) In the above embodiment, it is exemplified that the connector portion 67 extends outward in the left and right directions from the side portion of the receiving device 63, but it is not limited to this. For example, the connector portion 67 extends upward from the upper surface of the receiving device 63, extends downward from the lower surface of the receiving device 63, or extends from the front surface of the receiving device 63. It may extend forward or may extend rearward from the rear surface portion of the receiving device 63. In this case, it is desirable if the guard member 68 that protects the connector portion 67 is also installed at a location of the connector portion 67.

(6) In the above embodiment, it is illustrated that the guard member 68 is installed on the support plate 65, but it is not limited to this. For example, the guard member 68 may be installed on the receiving device 63 itself.

(7) In the above-mentioned embodiment, it is illustrated that the mother planting device W is provided as a working device, but it is not limited to this. For example, as a working device, in addition to the mother planting device W, a fertilization device, a chemical spray device, etc. may be provided.

(8) In addition to the above-mentioned riding-type rice transplanter equipped with a mother planting device as a working device, the present invention also includes, for example, a riding-type direct seeding machine that is a planting and seeding machine work vehicle equipped with a seeding device as a working device, and a plow as a working device. It can be used for various work vehicles, such as a tractor that works, an agricultural work vehicle such as a combine equipped with a reaping unit, etc. as a work device, or a construction work vehicle provided with a bucket, etc. as a work device.

[Second Embodiment]

Hereinafter, the second embodiment will be described. In the following description, the first to third implementation structures in this second embodiment are sequentially referred to as “Example 1”, “Example 2”, and “Example 3”.

[Example 1]

FIG. 9 is a left side view showing the entire riding-type rice transplanter in which the lower stage spare seedling storage device 150 is in the second state. FIG. 11 is a plan view showing the entire riding-type rice transplanter in which the lower stage spare seedling container 150 is in the second state. 9 and 11, the [F] direction is the [front side] of the vehicle body 104, the [B] direction is the [rear side] of the vehicle body 104, and the [L] direction is the vehicle body. The [left] and [R] directions of (104) are defined as [right] of the traveling vehicle body (104).

As shown in FIGS. 9 and 11, a traveling vehicle body 104 is provided with a pair of left and right front wheels 102 and a pair of left and right rear wheels 103 at the lower part of the vehicle body frame 101. there is. A driving unit 106 having an engine 105 is installed in the front part of the traveling vehicle body 104. In the traveling vehicle body 104, the front wheels 102 are driven by the driving force transmitted from the engine 105 to the transmission device 107, and the transmission 107 and the rotation shaft 108 are connected from the engine 105. The rear wheel 103 is driven by the driving force transmitted to the rear wheel drive case 109. At the rear of the traveling vehicle body 104, a riding-type driver unit 111 with a driver seat 110 is installed. The traveling vehicle body 104 is configured as a ride-on type to be controlled by riding on the driver unit 111.

A model device 120 is connected to the rear portion of the traveling vehicle body 104 via a link mechanism 112. The link mechanism 112 is supported on the vehicle body frame 101 so as to be able to swing up and down. The mother planting device 120 is operated to swing the link mechanism 112 by the hydraulic cylinder 113, so that the ground float 121 is in a lowering state in which it is in contact with the pavement surface S, and the ground float 121 ) is operated to lift and lower across the raised non-working state, which is raised high from the pavement surface (S).

As shown in FIGS. 9 and 11, the mother planting device 120 is provided with eight mother planting mechanisms 122 arranged in the transverse width direction of the traveling vehicle body 104 and one mother loading table 123. I'm doing it. As shown in FIG. 11 , the seedling loading stand 123 is provided with eight seedling portions 123a for stacking mat-shaped seedlings in a row in the width direction of the traveling vehicle body 104. The seedling loading stand 123 is reciprocated in the transverse width direction of the traveling vehicle body 104 in a state linked to the seedling planting movement of the seedling planting mechanism 122, and the seedling loading unit 123a is provided to each seedling planting mechanism 122. Supplied from .

The riding-type rice transplanter performs a seedling operation in which 8 rows of seedlings can be planted using the seedling device 120 by driving the traveling vehicle body 104 in a state in which the seedling device 120 is lowered to the lowering operation state.

As shown in FIGS. 9 and 11, a receiving device 114 is installed at the front of the traveling vehicle body 104. As shown in FIGS. 9, 11, and 12, the support frame 115 of the receiving device 114 is connected to the struts 141 of the left and right spare hair storage devices 140 and 150 described later. The receiving device 114 acquires position information of the traveling vehicle body 104 using a satellite positioning system and inputs the acquired position information to an automatic steering control device (not shown) of the traveling vehicle body 104.

As shown in FIGS. 16 and 17 , the extended mother loading stand 124 extends and protrudes from each mother loading portion 123a of the mother loading stand 123. A pair of left and right partition plates 125 are installed standing on both lateral ends of the mother loading stand 123. The left and right partition plates 125 at both lateral ends of the mother loading table 123 correspond to the mother loading section 123a at the most lateral end of the mother loading table 123 and this mother loading section 123a. It is installed across the extension loading table (124). The left and right partition plates 125 extend and protrude from the partition wall portion 123b located on the lateral side of the mother loading portion 123a toward the upper part of the mother loading stand 123, and also extend from the partition wall portion 123b. It extends and protrudes toward the upper part of the stand 124.

When supplying mat-shaped seedlings to the seedling loading section 123a at the lateral end of the seedling loading stand 123, even when the seedling loading stand 123 is being transported laterally, the mat-shaped seedlings are separated from the seedling loading section 125 by the partition plates 125 on the left and right. It can be disseminated with accurate guidance to (123a). That is, for the lateral transport of the seedling loading stand 123, it is possible to avoid supplying the mat-shaped seedlings laterally outward from the seedling loading portion 123a at the lateral end. In this embodiment, the partition plate 125 is installed only on the mother loading portion 123a at the lateral end, but it may be installed on all mother loading portions 123a.

As shown in FIGS. 9 and 11, work steps 116 are installed in the traveling vehicle body 104 on both lateral sides of the driver's seat 110 and in a portion spanning the rear of the driver's seat 110. . Handrails 130 are installed on both sides of the operating unit 111. The handrails 130 on the left side and right side are erected upwardly from the lifting step frame as a body part of the traveling car body 104 and the work step frame as a body part of the traveling car body 104. The upper ends 131 of the handrails 130 on the left and right sides are on the rear side of the hatch 111a of the operation unit 111 and are located on the upper side of the lateral edge of the work step 116. there is. As shown in FIGS. 9, 11, 14, and 15, a rear guard 117 extending in the transverse direction of the traveling vehicle body 104 is installed behind the driver's seat 110. The rear guard 117 is disposed above the rear edge of the work step 116. The rear guard 117 is connected to the handrail 130 on the left side and the handrail 130 on the right side. The handrails 130 on the left side and right side can be used when getting on or off the operating section 111 or when positioned at the work step 116. The rear guard 117 can be used as a handrail when positioned on the work step 116. In this embodiment, the fertilizer tank and fertilizer dispensing mechanism of the fertilizing device are not installed behind the driver's seat 110, but the fertilizer tank and fertilizer dispensing mechanism may be installed.

As shown in FIGS. 9 and 15, an empty space 200 is formed below the upper ends 131 of the left and right handrails 130. The empty space 200 is provided by forming a pipe member formed by bending the handrail 130.

As shown in FIGS. 9, 11, and 12, upper and lower two-stage spare hair storage devices 140 and 150 are installed on both lateral sides of the traveling vehicle body 104. The spare bristle storage devices 140 and 150 of the upper and lower stages on the left are installed in front of the handrail 130 on the left side. The spare hair storage devices 140 and 150 of the upper and lower two stages on the right side are installed in front of the handrail 130 on the right side.

As shown in FIGS. 9 and 12, the spare hair storage device 140 on the upper left is provided with a spare hair loading stand 142 of four upper and lower stages. The four-stage spare mother loading stand 142 is supported on a pair of front and rear supports 141. The front strut 141 is erected upward from the engine support frame of the traveling vehicle body 104. The rear strut 141 is installed to stand upward from the lifting step frame in the traveling vehicle body 104.

The spare hair accommodating device 140 on the upper right side is provided with the same structure as the spare hair accommodating device 140 on the upper left side. In the spare hair receiving device 140 at the upper left and the spare hair receiving device 140 at the upper right, four spare sheets of mat-shaped hair to be supplied to the seedling device 120 are arranged in the vertical direction of the traveling vehicle body 104. It is acceptable.

As shown in FIGS. 9, 10, and 11, the spare hair storage device 150 at the lower left is provided with three spare hair loading stands 151, 152, and 153. The three spare mother loading stands (151, 152, 153) are equipped with loading stand frames (151a, 152a, 153a) and spare mother loading stand bodies (151b, 152b, 153b). The spare mother loading table main bodies 151b, 152b, and 153b are supported in a fixed state by the loading table frames 151a, 152a, and 153a. Among the three spare mother loading stands (151, 152, 153), two of the spare mother loading stands (152, 153) are equipped with extension loading stands (152c, 153c). The extended loading stands 152c and 153c are slidably supported by the spare mother loading stand main bodies 152b and 153b and the loading stand frames 152a and 153a.

Among the three spare parent loading stands (151, 152, 153), the spare parent loading platform (151) has the loading frame (151a) fixed to the front and rear supports (141), so that the parent loading surface is in an upward state. It is fixed to the front and rear supports (141). Hereinafter, this spare seedling loading stand 151 is called the fixed spare seedling loading stand 151.

Among the three spare mother loading stands (151, 152, 153), in the spare mother loading stand (152), one end of the loading stand frame (152a) is fixed to the front end side of the loading frame (151a) of the spare mother loading stand (151). It is rotatably supported through a connection shaft 154. This spare parent loading stand 152 can be oscillated with respect to the fixed spare parent loading stand 151 with the axis 154a extending in the lateral direction of the traveling vehicle body of the connecting shaft 154 as the center of rotation. Hereinafter, this spare mother loading stand 152 is called the front movable spare mother loading stand 152. By swinging the front movable spare mother loading stand 152, the installation posture of the front movable spare mother loading stand 152 is changed to that of the fixed spare mother loading stand 151 as shown in Figs. 10 and 12. A storage posture in which the loading surface of the front movable spare loading platform 152 is directed downward while overlapping one after another on the loading surface side, and the fixed spare loading platform 151 as shown in FIGS. 9 and 11. It protrudes toward the front of the traveling vehicle body and switches to a use posture in which the loading surface is upward.

Among the three spare mother loading stands (151, 152, 153), in the spare mother loading stand (153), the end of the loading stand frame (153a) opposite to the side where the extension loading table (153c) is located is fixed to the spare mother loading stand (153). It is rotatably supported on the rear end side of the loading table frame 151a of (151) through a connecting shaft 155. This spare parent loading stand 153 can be oscillated with respect to the fixed spare parent loading platform 151 with the axis 155a extending in the lateral direction of the traveling vehicle body of the connecting shaft 155 as the center of rotation. Hereinafter, this spare mother loading stand 153 is called the rear movable spare mother loading stand 153. By swinging the rear movable spare seedling stand 153, the subsequent installation posture of the movable spare seedling stand 153 is changed to above the fixed spare seedling stand 151 as shown in Figs. 10 and 12. A storage posture in which the loading surface of the rear movable spare loading platform 153 is turned downward while overlapping one after another on the front movable spare loading platform 152, which is sequentially overlapped, and shown in Figures 9 and 11. As shown, it protrudes from the fixed spare parent loading stand 151 to the rear side of the traveling vehicle body and can be switched to a use posture in which the parent loading surface of the rear movable spare parent loading platform 153 is upward.

In the use posture of the rear movable spare mother loading stand 153, by sliding the extension loading stand 153c, the installation posture of the extending loading stand 153c is changed to the rear as shown in Figs. 9 and 11. A use posture protruding rearward from the movable spare mother loading stand 153 along the anteroposterior direction of the rear movable spare mother loading stand 153, and stored inside the rear movable spare mother loading stand 153. It can be switched to the stowed position.

As shown in FIGS. 10 and 12, the spare hair storage device 150 at the lower left side switches the front movable spare hair loading stand 152 and the rear movable spare hair loading stand 153 to the storage posture. , the fixed spare mother loading stand 151, the front movable spare mother loading stand 152, and the rear movable spare mother loading stand 153 are arranged in the vertical direction of the traveling vehicle body 104 and are in a first state in which they are stored. .

As shown in FIGS. 9 and 11, the spare hair receiving device 150 at the lower left side switches the front movable spare hair loading stand 152 and the rear movable spare hair loading stand 153 to the use posture. , the fixed spare mother loading stand 151, the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 are arranged in the front and rear direction of the traveling car body 104, and the fixed spare mother loading stand ( 151), it is in a second state in which mat-shaped seedlings can be loaded on the front movable spare seedling loading stand 152 and the rear movable spare seedling loading stand 153.

As shown in FIGS. 11 and 12, the spare hair storage device 150 on the lower right side is provided with the same structure as the spare hair storage device 150 on the lower left side. By switching the spare hair receiving device 150 at the lower left and the spare hair receiving device 150 at the lower right to the second state, the spare hair receiving device 150 at the lower left and the spare hair receiving device 150 at the lower right In this way, three spare sheets of mat-shaped seedlings to be supplied to the seedling device 120 can be accommodated in a row in the front-back direction of the traveling vehicle body 104.

In the spare hair receiving device 150 on the lower left and the spare hair receiving device 150 on the lower right, as shown in FIGS. 9, 11, and 13, the spare hair receiving device 150 is in the second state. In the case of switching, by putting the extension loading table 153c in the use position, the extension loading table 153c and the rear portion of the spare loading stand main body 151b of the rear movable spare loading stand 153 move to the rear. A rear end side 153r of the movable spare mother loading stand 153 (the first spare mother loading stand from the rear) is formed, and this rear end side 153r enters the empty space 200, and when viewed from the top, the rear end The side portion 153r and the top portion 131 overlap. Additionally, the rear end side portion 153r enters the hatch 111a. The hatch 111a can be closed by using the rear end side portion 153r as a closing member.

In the spare hair receiving device 140 on the upper left and the spare hair receiving device 140 on the upper right, as shown in FIGS. 9 and 12, the running car body lateral width of the spare hair loading stand 142 in the upper and lower four stages The inner end is rotatably connected to the front and rear struts 141 through a connecting shaft (not shown). The spare mother loading table 142 of the upper and lower four stages is lowered like the spare mother loading table 142 at the upper right shown in FIG. 12, with the axis Y extending in the front and rear direction of the traveling vehicle body of the connecting axis as the center of rotation. It is supported so as to be able to swing in a lowered use posture and an elevated storage posture in an elevated state, such as the spare mother loading stand 142 on the upper left shown in FIG. 12 . The front and rear support pillars 141 are molded in a bent state in which the upper part supporting the spare hair receiving device 140 at the upper end is located laterally inside the traveling vehicle body than the lower part supporting the spare hair receiving device 150 at the lower end. . That is, when swinging the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 between the storage posture and the use posture, the spare mother loading stand 142 is switched to the raised storage posture. , the movement path of the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 so that the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 do not contact each other. It can be retracted laterally and internally from the traveling vehicle body.

[Example 2]

FIG. 18 is a left side view showing the portion where the handrail 130 of the riding-type rice transplanter provided with the second implementation structure is disposed. In the riding-type rice transplanter provided with the second implementation structure, the upper end 131 of the handrail 130 is provided with a fixed part 131a and a movable part 131b.

The fixing portion 131a is fixed to the vehicle body portion of the traveling vehicle body 104. A support portion 132 is provided at the rear of the fixing portion 131a. The rear end of the movable part 131b is rotatably connected to the support part 132 through a connecting shaft 133. The movable part 131b uses the axis 133a, which extends in the transverse direction of the traveling vehicle body of the connecting axis 133, as the center of rotation, and extends forward and protrudes from the fixed part 131a as shown by a solid line in FIG. 18. In this state, as shown by the two-dot chain line in FIG. 18, it is stored in the rear portion of the fixing portion 131a and is supported in a raised and stowed state so as to be capable of swinging operation.

When the movable part 131b is in a lowered use state, the front end side portion 131f enters the hatch 111a and enters a closed state in which the front end side portion 131f closes the hatch 111a. When the movable part 131b is in a lowered use state, the front side portion 131f of the movable portion 131b protrudes forward from the fixed portion 131a, creating an empty space 200 below the front side portion 131f. This is formed. When the movable part 131b is in the lowered use state, the portion located on the free end side of the connecting shaft 133 of the movable part 131b is received and supported by the support part 134, thereby putting the movable part 131b in the lowered use state. It can be maintained. When the movable part 131b is in the raised and stored state, it is located on the rear side of the hatch 111a and is in an open state to open the hatch 111a.

By switching the movable part 131b to the raised and stored state, the closure of the hatch 111a by the movable part 131b is released, and the driver can ride on the driving part 111 while using the fixed part 131a as a handrail, or the driving part ( You can get off from 111). Except when getting on or getting off the driving part 111, the movable part 131b can be switched to the lowering state, thereby closing the hatch 111a by using the movable part 131b as a closing member. You can.

[Example 3]

FIG. 19 is a left side view showing the portion where the handrail 130 of the riding-type rice transplanter provided with the third implementation structure is disposed. In the riding-type rice transplanter provided with the third implementation structure, the upper end 131 of the handrail 130 is provided with a fixed part 131a and a movable part 131b.

The support part 134 is provided in the support post 141 on the rear side of the spare hair receiving device 150. When the movable part 131b is switched to the open state, the front end side 131f of the movable part 131b is accommodated and supported by the support part 134, and thus is received and supported by the support 141 on the rear side.

[Other embodiments of the second embodiment]

(1) Fig. 20 is a left side view showing the rear guard 117 provided with a first alternative embodiment structure. As shown in FIG. 20, the rear guard 117 with the first alternative structure is located on the front side among the front and rear leg portions 131c of the left handrail 130 and the right handrail 130. It is supported on the leg portion 131c.

(2) Fig. 21 is a front view showing the rear guard 117 provided with a second alternative embodiment structure. As shown in FIG. 21, the rear guard 117 with the second alternative structure includes an upper rear guard 117u that also serves as a rear handrail, a middle rear guard 117n, and a lower rear guard. (117d) is provided.

(3) Fig. 22 is a front view showing the rear guard 117 provided with a third alternative embodiment structure. As shown in FIG. 22, the rear guard 117 with the third alternative structure includes an upper rear guard 117u that also serves as a rear handrail, a lower rear guard 117d, and a pair of left and right side guards. It is provided with a plate 118. The left and right side guard plates 118 are connected to the upper rear guard 117u and the lower rear guard 117d at locations located behind both lateral sides of the driver's seat 110.

(4) In the above-described embodiment, an example in which three spare hair loading stands 151, 152, and 153 are installed in the spare hair receiving device 150 is shown, but the number is not limited to three, and two or four sheets are provided. It may be carried out by installing more than one spare seedling stand.

(5) In the above-described embodiment, an example is shown in which the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 are switched between the storage posture and the use posture by rocking, but in this configuration, Without limitation, by replacing the front movable spare mother loading stand 152 and the rear movable spare mother loading stand 153 with the fixed spare mother loading stand 151 and the support 141, the spare mother loading stand 151, 152, 153) may be configured to switch between a state in which they are lined up in the top and bottom direction of the car body and a state in which they are lined up in the front and back directions of the car body. In addition, a plurality of spare parent loading platforms are supported by a link mechanism swingably supported on the strut 141, and a plurality of spare parent loading platforms are aligned in the vertical direction of the vehicle body by the oscillating operation of the link mechanism. You may adopt a configuration that switches to a state where they are listed in the front-to-back direction.

(6) In the above-mentioned embodiment, an example was shown in which the state in which the spare seedling loading stands 151, 152, and 153 are stored is the first state of the spare seedling storage device 150, but a plurality of spare seedling loading stands are provided. You may configure and implement the state lined up in the vertical direction of the traveling car body in a state in which the spare hair can be loaded and accommodated, so that it becomes the first state of the spare hair accommodating device 150.

(7) In the above embodiment, an example is shown in which the rear movable spare mother loading table 153 is provided with an extension loading table 153c, but the extension loading table 153c is not provided, and the rear movable spare mother loading table 153 is provided with an extension loading table 153c. The rear end side of the spare loading stand main body 151b of the loading stand 153 may be configured to enter the empty space 200.

(8) In the above-described embodiment, an example in which the upper spare hair receiving device 140 is installed is shown, but it is possible to switch between the first state and the second state without installing the upper spare hair receiving device 140. It may be carried out by installing only the spare hair receiving device 150.

(9) The present invention is not limited to a riding-type rice transplanter connected to a mother planting device 120 capable of planting 8 plants, but a mother planting device that performs planting with fewer than 8 plants, such as 4 or 6 plants, or It can be applied to a riding-type rice transplanter connected to a mother planting device that can plant more than 8 plants. In addition, the present invention can also be applied to a riding-type rice transplanter equipped with a fertilizer tank installed behind the driver's seat 110 and a fertilization device with a fertilizer delivery device.

[Third Embodiment]

Hereinafter, the third embodiment will be described. Here, a riding-type rice transplanter is used as an example of a work vehicle.

As shown in FIGS. 23 to 25, the riding-type rice transplanter has a traveling vehicle body having a pair of left and right front wheels 210 capable of changing direction as a traveling device and a pair of left and right rear wheels 211 whose direction is fixed. (300) and a model planting device (W) as a working device capable of performing simulated planting on a field are provided. The mother unit device W is connected to the rear end of the traveling vehicle body 300 so as to be able to be raised and lowered through a link mechanism 221 that is lifted and lowered by the expansion and contraction operation of the hydraulic cylinder 220 for raising and lowering.

In this embodiment, arrow F shown in FIG. 24 is on the front side of the traveling vehicle body 300, arrow B is on the rear side of the traveling vehicle body 300, arrow L is on the left side of the traveling vehicle body 300, and arrow R is on the left side of the traveling vehicle body 300. The right side of the traveling vehicle body 300 is shown.

23 to 25, an openable bonnet 212 is provided at the front of the traveling vehicle body 300. Within the bonnet 212, an engine 213 is provided. At the tip of the bonnet 212, a bar-shaped center mascot 214 is provided that serves as a reference for driving along the indicator line LN (see FIG. 28) drawn on the pavement. The traveling vehicle body 300 is provided with a frame-shaped body frame 215 extending along the front-rear direction, and a support strut frame 216 is installed standing on the front part of the body frame 215.

23 and 24, the model device W includes four power cases 222, a total of eight rotatable units rotatably supported on the left and right sides of the rear portion of each power case 222. Case 223, a pair of rotary planting arms 224 provided at both ends of each rotating case 223, a plurality of stationary floats 225 for stopping the bottom of the field, and seedlings on which mat-shaped seedlings for planting are loaded. A loading table 226 and a marker device 233 for forming an indicator line (LN) (see FIG. 28) on the bottom of the field are provided.

The seedling unit device W configured in this way drives the seedling loading stand 226 to the left and right in a reciprocating lateral transfer, and rotates each rotary case 223 by power transmitted from the electric case 222, thereby performing seedling loading. Seedlings are alternately taken out from the lower part of the stand 226 by each planting arm 224 and planted on the bottom of the field. Therefore, the seedling planting device W is configured in an 8-tank planting format in which seedlings are planted by planting arms 224 provided in eight rotating cases 223. Although not described in detail, the marker device 233 is provided on the left and right sides of the mother planting device W, and is grounded on the bottom of the paddy field, and corresponds to the next work stroke as the traveling vehicle body 300 travels. It is configured to be operable in an operating posture that forms an indicator line (LN) on the bottom of the paddy field and in a containment posture spaced upward from the bottom of the field. The attitude of the marker device 233 is changed by an electric motor (not shown).

23 to 25, on the left and right sides of the bonnet 212 in the traveling vehicle body 300, a plurality (for example, four) can be loaded with spare seedlings for supplying the seedling device W. )'s normal spare seedling loading stand 228, and one rail-type spare seedling loading stand 229 capable of loading spare seedlings to be supplied to the seedling device (W). On the left and right sides of the bonnet 212 in the traveling vehicle body 300, a pair of left and right spare mother frames 230 are provided to support each normal spare mother loading stand 228 and the rail-type spare mother loading stand 229. It is provided, and the upper parts of the left and right spare mother frames 230 are connected to each other by a connection frame 231.

As shown in FIGS. 23 to 25, the central portion of the traveling vehicle body 300 is provided with a driving unit 240 that performs various driving operations. The driving unit 240 includes a driver's seat 241 on which the driver can sit, a control tower 242, and a steering handle 243 as a manual steering operation tool configured by a steering wheel for manual steering operation of the front wheels 210. , a main shift lever 244, an operation lever 245, etc. that can operate to switch forward and backward or change driving speed are provided. The driver's seat 241 is provided in the center of the traveling vehicle body 300. The control tower 242 is provided with a steering handle 243, a main shift lever 244, an operation lever 245, etc. to be operable. A boarding step 246 is installed at the foot of the driving unit 240. Auxiliary steps 247 are installed at positions outside the left and right sides of the boarding step 246. The boarding step 246 also extends to both left and right sides of the bonnet 212.

As shown in FIGS. 23 to 25 , the operation lever 245 is provided on the lower right side of the steering wheel 243 . Although not shown in detail, the operating lever 245 is configured to be operable to move in the cross direction from the central neutral position to the rising position, the falling position, the right marker position, and the left marker position, and is pressed at the neutral position. .

When the operation lever 245 is operated to the raising position, the electric power to the mother planting device is cut off, the mother planting device W is raised, and the left and right marker devices 233 (see Fig. 23) are operated to the storage posture. . When the operation lever 245 is operated to the lowered position, the seedling device W is lowered, grounded on the bottom of the rice field, and stopped. When the operation lever 245 is operated to the right marker position in this lowered state, the marker device 233 on the right side changes from the storage posture to the operating posture. When the operation lever 245 is operated to the left marker position, the left marker device 233 changes from the storage posture to the operating posture.

When starting the model planting work, the driver operates the operation lever 245 to lower the model planting device W, and starts powering the model planting device W to start the model planting work. And when stopping the model planting operation, the operation lever 245 is operated to raise the model planting apparatus W, and the electric power to the model planting apparatus W is cut off.

A display device 248 capable of displaying various information using a liquid crystal display is provided on the upper part of the control tower 242 of the operation unit 240. Additionally, a starting point setting switch 249A used for automatic steering control, which will be described later, is located on the right side of the display device 248, and an end point setting switch 249B is located on the left side of the display device 248.

The grip portion of the main shift lever 244 is provided with a push-operated automatic steering switch 250. The automatic steering switch 250 is installed as an automatic reset type and instructs the automatic steering control to be switched on and off each time it is pressed. The automatic steering switch 250 is disposed in a position where it can be pressed with, for example, a thumb while holding the grip portion of the main shift lever 244 with the hand.

As shown in FIG. 26, the traveling vehicle body 300 is equipped with a steering unit U capable of steering the left and right front wheels 210. The steering unit U includes a steering operation shaft 254 linked to the steering handle 243, a pitman arm 255 that oscillates with the rotation of the steering operation shaft 254, and a pitman arm 255. It is provided with a left and right linkage mechanism 256 that is interlocked, a steering motor 258, and a gear mechanism 257 that interlocks and connects the steering motor 258 to the steering operation shaft 254.

The steering operation shaft 254 is linked to the left and right front wheels 210 through the pitman arm 255 and the left and right linkage mechanisms 256, respectively. A steering angle sensor 260 made of a rotary encoder is provided at the lower end of the steering operation shaft 254, and the amount of rotation of the steering operation shaft 254 is detected by the steering angle sensor 260. A torque sensor 261 as a manual operation detection means for detecting the torque applied to the steering handle 243 is provided in the middle of the steering operation shaft 254. For example, when the steering motor 258 is rotating in a predetermined direction, if the steering handle 243 is manually operated in the direction opposite to the rotation direction, this can be detected by the torque sensor 261. You can.

When performing automatic steering of the steering unit U, the steering motor 258 is driven, the steering operation shaft 254 is rotated by the driving force of the steering motor 258, and the steering angle of the front wheel 210 is adjusted. is set to change. Accordingly, the steering motor 258 corresponds to the steering operation means. When automatic steering is not performed, the steering unit U can be rotated by manual operation of the steering handle 243.

Next, the configuration for performing automatic steering control will be described.

This is an example of a Global Navigation Satellite System (GNSS) that detects the position of a vehicle by receiving radio waves from satellites on a running vehicle. It detects the location of the vehicle using GPS (Global Positioning System), a well-known technology. A position detection means is provided.

Specifically, as a position detection means, a position measurement unit 264 (satellite positioning unit) having a receiving device 263 provided with an antenna 262 for receiving radio waves transmitted from a plurality of GPS satellites orbiting the skies of the Earth. (an example of) is provided on the object for which positioning is performed (traveling vehicle body 300), and can measure the position of the receiving device 263, that is, the position measurement unit 264, based on information on the received radio waves.

23 to 25, the position measurement unit 264 is installed on the connection frame 231 through a plate-shaped support plate 265 in a state located in the front part of the traveling vehicle body 300. there is. As shown in FIG. 25, the connection frame 231 is inverted vertically with respect to the use state (S1) in which the position measurement unit 264 is located above the upper end of the spare mother frame 230 and the use state (S1). Accordingly, the receiving device 263 can change its state to a storage state (S2) located below the upper end of the spare mother frame 230. To add explanation, the connection frame 231 is rotatable about the left and right axes ( It is supported on the left and right spare mother frames 230 so that the position can be fixed.

23 and 25, by putting the connection frame 231 in the use state (S1), the reception device 263 is connected to a high location by the connection frame 231 and the spare mother frame 230. It becomes supported. There is less risk of radio wave interference occurring in the receiving device 263, and the sensitivity of the receiving device 263 for receiving radio waves can be increased.

In addition to the position measurement unit 264, the traveling vehicle body 300 is provided with an inertial measurement unit 266 having a gyro sensor 266A or the like as an orientation detection means for detecting the orientation of the traveling vehicle body 300. Although not shown, the inertial measurement unit 266 is installed, for example, at a position below the rear of the driver's seat 241 and at a low position in the center of the traveling vehicle body 300 in the width direction. The inertial measurement unit 266 is capable of detecting the turning angle and angular velocity of the traveling vehicle body 300, and can obtain the azimuth change angle of the vehicle body by integrating the angular velocity. Accordingly, the measurement information measured by the inertial measurement unit 266 includes orientation information of the traveling vehicle body 300. Although not described in detail, the inertial measurement unit 266 is capable of measuring, in addition to the turning angle and angular velocity of the traveling vehicle body 300, the left and right inclination angles of the traveling vehicle body 300 and the angular velocities of the forward and backward inclination angles of the traveling vehicle body 300.

As shown in FIG. 27, the traveling vehicle body 300 is equipped with a control device 267 that controls the steering motor 258. The control device 267 includes a path setting unit 268 that sets a target movement path along which the traveling vehicle body 300 should travel, position information of the traveling vehicle body 300 measured by the position measurement unit 264, and inertia Based on the orientation information of the traveling vehicle body 300 measured by the measurement unit 266, a steering control unit 269 is provided to control the steering motor 258 so that the traveling vehicle body 300 travels along the target movement path. . Specifically, the control device 267 is equipped with a microcomputer, and the path setting unit 268 and the steering control unit 269 are comprised of a control program.

As shown in Fig. 27, a setting switch 249 is provided for setting the target movement path used for automatic steering control through teaching processing. The setting switch 249 includes a starting point setting switch 249A for setting the starting point position, and an end point setting switch 249B for setting the ending point position. As described above, the starting point setting switch 249A is connected to the display device 248 ), and the end point setting switch 249B is provided on the left side of the display device 248.

As shown in FIG. 27, the control device 267 includes a position measurement unit 264, an inertial measurement unit 266, an automatic steering switch 250, a starting point setting switch 249A, an end point setting switch 249B, Information such as the steering angle sensor 260, torque sensor 261, and vehicle speed sensor 270 is input. Although not described in detail, the vehicle speed sensor 270 detects the vehicle speed based on, for example, the rotational speed of the transmission shaft in the transmission mechanism for the rear wheel 211.

The path setting unit 268 sets a teaching path corresponding to the target path to be automatically steered through teaching processing based on the operation of the start point setting switch 249A and the end point setting switch 249B, and performs actual work. When the automatic mode is commanded at the starting end of the teaching path, a target movement path (LK) parallel to the teaching path at that position is set.

When the automatic on mode is set, the steering control unit 269 determines that the detected position (self-position) NM of the traveling vehicle body 300 detected by the position measurement unit 264 is the position on the target movement path LK. Automatic steering control that operates the steering motor 258 so that the detected orientation (magnetic orientation) of the traveling vehicle body 300 detected by the inertial measurement unit 266 is the target orientation on the target movement path LK. Run . That is, during automatic steering control of the traveling vehicle body 300, the lateral position difference ΔP between the self-position NM of the traveling vehicle body 300 and the target movement path LK (see FIG. 29. In the following description, (also referred to as “positional deviation amount (ΔP)”) and the angular deviation between the magnetic heading (NA) and the target bearing (TD) of the traveling vehicle body 300 are obtained, and the steering motor 258 is controlled so that these deviations are reduced.

When executing automatic steering control, the steering control unit performs control when the magnetic position (NM) is deviated laterally from the target movement path (LK) and the magnetic bearing (NA) is the same as the target bearing (TD). Position misalignment correction processing is performed by changing the desired target direction to an inclined target direction (KA) inclined toward the target movement path and operating the steering motor 258.

When performing positional misalignment correction processing, if the own position (NM) is significantly separated from the point corresponding to the target movement path (LK), the inclination of the inclination target direction (KA) with respect to the target direction (TD) is set to the contralateral side. , As the self-position NM approaches a point corresponding to the target movement path LK, the slope of the inclination target direction KA becomes gentler with respect to the target direction. In addition, when the vehicle speed is low, the steering control unit 269 sets the inclination of the inclination target bearing KA to the target bearing (TD) to the opposite side, and as the vehicle speed is high, the target heading (TD) of the incline target bearing KA is set to the opposite side. ) is designed to have a gentle slope.

However, there is an upper limit to the inclination angle α of the inclination target azimuth KA with respect to the target azimuth, and even if the vehicle speed is extremely low or the positional deviation amount ΔP is large, the inclination angle α is set to a value below the set upper limit. This is because, if the inclination angle α is too large, the traveling vehicle body 300 may make a sharp turn and the running state may become unstable (in the following description, this inclination angle α is also referred to as “set inclination angle α”).

Additionally, when performing positional misalignment correction processing, the steering control unit 269 reduces the change operation speed at which the steering motor 258 changes the direction of travel as the vehicle speed increases. Accordingly, when the vehicle speed is low, the change operation speed is set to be slightly larger, and as the vehicle speed increases, the change operation speed is set to be smaller.

Next, the operation of the control device 267 in the case of performing a mock planting operation in a rectangular water tap will be described.

As shown in FIG. 28, the rice transplanter travels straight ahead to perform seedling work while traveling along the target movement path LK in the water transfer, and the target movement path LK at the end position of the target movement path LK. The vehicle is driven alternately and repeatedly, turning toward the next target movement path (LK) parallel to . In principle, the steering control unit 269 performs automatic steering control during straight driving while carrying out seedling work, and does not perform automatic steering control during moving driving other than straight driving.

First, the traveling vehicle body 300 is positioned at the starting point position (R1) at the edge of the pavement, and the starting point setting switch 249A is operated. At this time, the control device 267 is set to automatic off mode. Then, while the driver is manually controlling, the vehicle body 300 is driven straight in a non-working state along the straight line of the ridge on the side from the starting position (R1), and then moved to the end position (R2) near the ridge on the opposite side. Operate the end point setting switch (249B). Thereby, teaching processing is executed. That is, from the positional information acquired by the receiving device 263 at the starting position R1 and the positioning information acquired by the receiving device 263 at the ending position R2, the starting point position R1 and the ending point position are determined. A teaching path connecting (R2) is set. The direction along this teaching path is set as the reference target direction (TD) (hereinafter also referred to as teaching direction (TD)).

Next, the driver manually operates the steering wheel 243 to turn the traveling vehicle body 300. At this time, the control device 267 can determine that the traveling vehicle body 300 has turned by inverting the magnetic heading (NA).

When the steering control unit 269 determines that a turn has been performed, the steering control unit 269 is in a control check state in which the operation input from the automatic steering switch 250 is not accepted until a predetermined determination condition is established after the turning of the traveling vehicle body 300 is completed. is set to The predetermined judgment conditions are that a certain period of time has elapsed after the turning of the traveling vehicle body 300 is completed, and that the angle of deviation between the self-azimuth (NA) and the teaching direction (TD) is within a predetermined range. While set to the control check state, automatic steering control is not initiated even if the automatic steering switch 250 is operated. At that time, the driver can align the traveling vehicle body 300 by manually operating the steering wheel so that the indicator line LN formed on the bottom of the rice field coincides with the end of the line of sight looking at the tip of the center mascot 214.

When the control check state is released at a predetermined position (R3) in FIG. 27, the operation input of the automatic steering switch 250 is accepted, so when the driver operates the automatic steering switch 250, the automatic on mode is switched, and the steering Control unit 269 initiates automatic steering control from that point. At this time, the driver operates the operation lever 245 to lower the model device (W) to perform the model device work.

When automatic steering control is started, information on the magnetic position (NM) is obtained by the position measurement unit 264, and magnetic heading (NA) is obtained by the inertial measurement unit 266. At this time, as shown in FIG. 29, the self-position (NM), which is the standard for data processing, is set to a position near the inertial measurement unit 266, not the actual installation position of the position measurement unit 264. . Then, the steering is controlled by manipulating the steering motor 258 so that the current magnetic position (NM) or magnetic direction (NA) matches the target movement path (LK) and teaching direction (TD). As a result, the traveling vehicle body 300 travels accurately along the target movement path LK. The driver has his hands removed from the steering wheel 243. However, vehicle speed is controlled manually.

When the steering control unit 269 is driving straight while executing automatic steering control, as shown in FIG. 29, the detected magnetic position is laterally deviated from the target movement path, and the detected direction is the teaching direction (TD). When it is the same as , the steering control unit 269 changes the target direction from the teaching direction (TD) to the inclined target direction (KA) inclined by the set inclination angle α toward the target movement path side to correct the positional deviation for operating the steering motor 258. Execute processing.

That is, as shown in FIG. 30, in the position misalignment correction process, as the target direction during automatic steering control, the inclination angle α is set from the teaching direction (TD) to the target movement path side, not from the teaching direction (TD). Change the photo inclination to the target heading (KA) and execute automatic steering control. Therefore, when performing this position misalignment correction process, the vehicle travels in the inclined direction with a small azimuth error, so that the position error ΔP can be quickly reduced.

At this time, the farther away the self-position (NM) is from the point corresponding to the target movement path (LK), the set inclination angle α is set to the contralateral side, and the more the self-position (NM) moves to the point corresponding to the target movement path (LK). As the approach approaches, the set inclination angle α becomes gentler. Additionally, when the vehicle speed is low, the set inclination angle α is set to the opposite side, and as the vehicle speed becomes higher, the set inclination angle is made gentler. However, an upper limit is set for the set inclination angle α, and no matter how low the vehicle speed is or how large the positional deviation is, the set inclination angle α never exceeds the set upper limit value.

However, the location corresponding to the target movement path LK described above has an area of a predetermined width in the horizontal direction on both the left and right of the position corresponding to the target movement path LK. That is, a control dead zone for the position deviation is set, and if the position error is not 0 and falls within the dead zone, the position misalignment correction process is terminated. That is, the target direction is set in a direction that follows the original teaching direction (TD), not the inclined target direction.

In this way, the size of the inclination with respect to the target direction of the inclination target azimuth KA changes depending on the size of the positional deviation amount ΔP of the traveling vehicle body 300 and the size of the vehicle speed, but the size of the inclination and the traveling vehicle body 300 The correlation between the positional deviation amount (ΔP) and the vehicle speed can be obtained in advance through experimentation and set as map data, or can be determined by a calculation formula, etc. If the vehicle speed is constant, the smaller the positional deviation amount ΔP becomes, or in other words, the closer the self-position NM of the traveling vehicle body 300 approaches the point corresponding to the target movement path LK, the smaller the set inclination angle α becomes. .

When driving straight while executing automatic steering control, as shown in FIG. 31, in a state where the traveling vehicle body 300 is misaligned toward the pre-work area Z1, when performing position misalignment correction processing, the steering control unit As shown in Fig. 32, 269 sets the set inclination angle α to be slightly larger compared to the state in which the traveling vehicle body 300 is misaligned toward the unworked area Z2. That is, if the traveling vehicle body 300 is misaligned toward the existing work area Z1, the set inclination angle α, which is tilted from the teaching direction TD, is set to be slightly larger, and position misalignment correction processing is performed. That is, since the seedlings have already been planted in the existing work area Z1, the position is quickly adjusted toward the target movement path LK so that the driving vehicle body 300 does not trample on the already planted seedlings.

When executing automatic steering control, the steering control unit 269 detects that the driver manually operates the steering wheel 243 as opposed to the operation of the steering motor 258 based on the detection information of the torque sensor 261. In the case of discrimination, in other words, when a change command is given by the steering handle 243, the operating force when operating the steering motor 258 in automatic steering control is reduced to the extent of allowing the manual operation.

In this way, when operation of the steering handle 243 by manual operation is detected and the operation force of the steering motor 258 is reduced, even after manual operation is no longer performed, the operation force of the steering motor 258 is reduced. It is designed to maintain its status. This state is maintained until the automatic steering switch 250 is operated to switch to the automatic off mode and then back to the automatic on mode.

However, if a change command by the steering wheel continues to be issued for more than a set time (for example, tens to tens of seconds), automatic steering control is stopped and converted to automatic off mode. By giving priority to manual control in this way, it is possible to avoid collision with an obstacle, for example, or to correct the trajectory when control is not performed properly. Returning to the auto-on mode can be done by pressing the automatic steering switch.

When the traveling vehicle body 300 reaches the terminal position R4 (see FIG. 28) of the straight driving path, the driver operates the automatic steering switch 250 to switch the steering control unit 269 to the automatic off mode. At this time, the operation lever 245 is operated to block the electric transmission to the mother plant device W, and the mother plant device W is raised. Thereafter, the driver manually operates the steering wheel 243 to turn the traveling vehicle body 300 toward the next straight driving path. Thereafter, as in the previous straight driving path, after the determination condition is established after the turn, when the automatic steering switch 250 is operated, automatic steering control is started. The traveling vehicle body 300 travels straight while executing automatic steering control. Then, the turning and straight driving as described above are repeated.

When the automatic off mode is set, the steering control unit 269 performs assist control to operate the steering motor 258 so as to enter a driving state corresponding to a change command from the steering handle 243. In this assist control, when the steering control unit 269 detects that the steering wheel 243 has been operated and the direction of operation based on the detection information of the torque sensor 261 and the steering angle sensor 260, the direction of operation is The steering motor 258 is operated in the same direction as. When manual operation is stopped, operation of the steering motor 258 also stops.

[Other embodiments of the third embodiment]

(1) In the above embodiment, when the steering control unit 269 performs the position misalignment correction process, if the self-position NM is far away from the point corresponding to the target movement path LK, the tilt target bearing KA ), the inclination to the target direction (TD) is set to the contralateral side, and as the self-position (NM) approaches the point corresponding to the target movement path (LK), the inclination to the target direction of the incline target direction (KA) becomes gentler. However, instead of this configuration, you can configure it as follows.

That is, when the steering control unit performs the position misalignment correction process, the tilt target direction may be maintained as is until the self-position (detection position) NM reaches a point corresponding to the target movement path LK. The location corresponding to the target movement path LK has an area (dead zone) of a predetermined width laterally on both left and right sides of the position corresponding to the target movement path. That is, when the self-position (detection position) NM reaches the end of the dead zone set for the position corresponding to the target movement path, the position misalignment correction process ends. As a result, there is little control delay, and the orientation of the vehicle body can be corrected to an orientation that follows the target movement path.

(2) In the above embodiment, the steering control unit 269 performs automatic steering control to the extent of allowing manual operation when a change command is issued by the steering handle 243 while performing automatic steering control. Although the operating force when operating the steering motor 258 is reduced, instead of this configuration, the configuration may be as follows.

That is, when performing automatic steering control, the steering control unit 269 immediately stops the automatic steering control when a change command is issued by the steering handle 243, and thereafter, the driver uses the steering wheel 243. Assist for changing the steering angle of the front wheel 210 by applying an assist force according to the operation of the steering handle 243 by the steering motor 258 to the operating force to rotate the steering operation axis 254. You can also let the control run.

(3) In the above embodiment, when the steering control unit performs positional misalignment correction processing in a state where the traveling vehicle body is misaligned toward the pre-worked area Z1, the traveling vehicle body is misaligned toward the non-worked area Z2. Compared to the existing state, the set inclination angle α is set to a large value, but instead of this configuration, the configuration may be as follows.

That is, the steering control unit 269 moves the traveling vehicle body 300 toward the pre-worked area Z1 when performing positional misalignment correction processing in a state where the traveling vehicle body 300 is misaligned toward the unworked area Z2. Compared to the state in which the position is misaligned, the set inclination angle α may be set to a large value.

This configuration can be suitably used in any work vehicle, such as a combine, that performs the work of cutting down planted crops while traveling.

(4) In the above embodiment, the judgment conditions for allowing positional misalignment correction processing after the traveling vehicle body performs turning travel are that a certain period of time has elapsed after the turning of the traveling vehicle body 300 is completed, and self-orientation Although the deviation angle between (NA) and the teaching direction (TD) is within a predetermined range, instead of this configuration, the following conditions may be used as the discrimination conditions. In addition, it is not limited to this, and in short, it can be anything that can determine that the direction of the vehicle body is stable.

(4-1) After the turning is completed, travel the set distance.

(4-2) The set time must elapse after the turning is completed.

(4-3) The angle of deviation between the magnetic direction (NA) and the teaching direction (TD) must be within the specified range.

(4-4) Both (4-1) and (4-3) above must be satisfied.

(4-5) All of the above (4-1), (4-2), and (4-3) must be satisfied.

(5) In the above-mentioned embodiment, although it is illustrated that the mother planting device W is provided as a working device, it is not limited to this. For example, as a working device, in addition to the mother planting device W, a fertilization device, a chemical spray device, etc. may be provided.

(6) In the above embodiment, GPS is used as a satellite positioning unit as a position detection means, but other types of satellite positioning units such as Galileo may be used. In addition, instead of the satellite positioning unit, another measurement system including, for example, an optical measurement device that measures the position of the vehicle body by projecting a laser beam to the ground side may be used.

(7) In addition to the above-mentioned riding-type rice transplanter equipped with a mother planting device as a working device, the present invention also includes, for example, a riding-type direct seeding machine, which is a sowing-type seeding work vehicle equipped with a seeding device as a working device, and a plow as a working device. It can be used for various work vehicles, such as a tractor that works, an agricultural work vehicle such as a combine equipped with a reaping unit, etc. as a work device, or a construction work vehicle provided with a bucket, etc. as a work device.

[Fourth Embodiment]

Hereinafter, an example of an embodiment of the present invention will be described based on the drawings.

As shown in FIGS. 33 and 34, a riding-type rice transplanter (an example of an agricultural machine or agricultural work vehicle), which is a planting and transplanting work vehicle among agricultural machines or agricultural work vehicles, has a traveling body (C) having a traveling device (A). Wow, there is a working device that performs packaging work. The working device of the rice transplanter is a mother planting device (W) capable of simulated planting on the field. In addition, arrow Hf shown in FIG. 34 is "front" of the traveling body C, arrow Hb is "behind" the traveling body C, arrow Hl is "left" of the traveling body C, and arrow Hr is the running body. It is the “right” side of aircraft (C).

In addition, the rice transplanter is equipped with a positioning system comprised of GNSS (Global Navigation Satellite Systems) and IMU (Inertial Measurement Unit), and as shown in FIG. 38, with respect to the reference running line (KL) set in the paving, , it becomes possible to obtain and store the positional information of the start and end points from the positioning system and set a set travel line (SL) parallel to the reference travel line (KL). In addition, after setting the set travel line SL, the travel body C is configured to perform automatic travel (corresponding to automatic travel by automatic steering) along the set travel line SL.

Additionally, it is also possible to switch to manual driving where the driver operates the steering wheel 343 (equivalent to manual driving with manual steering).

As a traveling example of the traveling body C, as shown in FIG. 38, manual traveling (teaching) is initially performed to set the reference traveling line KL, and after completing teaching, manual traveling is performed to the planting start position. An example is a method of generating a set travel line SL and performing planting travel by switching to automatic travel in a state in which the vehicle is turned by travel. In addition, at the end point of the set travel line SL, planting is temporarily stopped, automatic driving is switched to manual steering, a turn is made, the next set travel line SL is created again, and the planting automatic travel is performed. It is to repeat the cycle.

In addition, as will be described later, in the rice transplanter, while performing automatic travel along the set travel line SL, as shown in FIG. 39, the position of the set travel line SL itself is displaced in parallel. It also has functions. This function allows, at the driver's judgment, to change the driving course (G) according to the boundary when the boundary of the completed planting area (E) adjacent to the driving position shows a displacement shape as shown in the drawing. This can prevent planting areas from overlapping or becoming discontinuous.

As shown in FIGS. 33 and 34, the traveling device A is provided with a pair of left and right front wheels 310 and a pair of left and right rear wheels 311. The traveling body C is equipped with a steering unit U capable of steering the left and right front wheels 310 in the traveling device A.

The front part of the traveling body C is provided with an openable bonnet 312. Within the bonnet 312, an engine 313 is provided. A rod-shaped center mascot 314 is provided at the tip of the bonnet 312. This center mascot 314 is used as a reference for position checking whether the position of the traveling body C is correct with respect to the index line drawn on the bottom of the field by the marker device 333, which will be described later, and is When looking out at the center mascot 314, if the above-mentioned index line is located on the extension of the line of sight, it can be determined that the position of the traveling body C is correct.

The position check of the traveling body C using the center mascot 314 can be performed not only during automatic traveling but also during manual traveling. In particular, it is effective when turning to change direction at the end position of the set travel line SL while switching to manual travel and aligning the position at the starting point of the next set travel line SL.

The traveling body C is equipped with a frame-shaped body frame 315 extending along the front-back direction. At the front of the fuselage frame 315, a support strut frame 316 is installed standing upright.

[About mother planting device]

As shown in FIG. 33, the mother planting device W is attached to the rear end of the traveling body C through a link mechanism 321 that is lifted and lowered by the expansion and contraction operation of the lift cylinder 320 comprised of a hydraulic cylinder. It is connected so that it can be raised and lowered.

33 and 34, the model device W includes four power cases 322 and a rotary case 323 rotatably supported on the left and right sides of the rear part of each power case 322. ), a pair of rotary planting arms 324 provided at both ends of each rotation case 323, a plurality of stationary floats 325 for stopping the bottom of the field, a seedling loading table on which mat-shaped seedlings for planting are loaded ( 326), etc. are provided. In the said embodiment, the mother planting device W is comprised in the 8-row planting format, but a multi-row planting format other than 8 sets may be sufficient.

The seedling unit device W configured in this way drives the seedling loading stand 326 to the left and right in a reciprocating lateral transfer, and rotates each rotary case 323 by power transmitted from the electric case 322, thereby performing seedling loading. Seedlings are alternately taken out from the lower part of the stand 326 by each planting arm 324 and planted on the bottom of the field.

〔About the spare mother loading stand〕

As shown in FIGS. 33 and 34, on the left and right sides of the bonnet 312 in the traveling body C, a plurality of spare seedling stands 328 are provided on which spare seedlings for supplying to the seedling device W can be loaded. is provided. In addition, on the left and right sides of the bonnet 312 in the traveling body C, a pair of left and right spare mother frames 330 supporting each spare mother stand 328, and a pair of left and right spare mother frames 330 are provided. A connection frame 331 connected across the upper part is provided. The connection frame 331 is U-shaped when viewed from the front. The left and right ends of the connection frame 331 are connected to the upper parts of the left and right spare mother frames 330 through connection brackets 332, respectively.

〔About marker device〕

As shown in FIG. 33, the left and right sides of the seedling device W are each provided with a marker device 333 for forming an indicator line on the bottom of the paddy field.

The left and right marker devices 333 each include a marker arm 334 supported on the mother planting device W so as to be able to swing up and down, and a plurality of marker arms 334 supported in the circumferential direction so as to be freely rotatable at the distal end of the marker arm 334. A rotating body 335 having a convex body is provided. Additionally, a marker electric motor (not shown) is provided to operate the left and right marker devices 333 in the operating posture and the stowed posture.

By operating the marker device 333 in the working posture, the rotating body 335 can contact the bottom of the rice field to record a trajectory, and the trajectory becomes an index line.

〔About the driver〕

As shown in FIGS. 33 and 34, the central portion of the traveling body C is provided with an operating unit 340 that performs various driving operations. The driving unit 340 includes a driver's seat 341 on which the driver can sit, a control tower 342, a steering wheel 343 comprised of a steering wheel for manual steering operation of the front wheels 310, and forward/backward switching operation. A main shift lever 344 (equivalent to a shift operation tool) capable of changing the driving speed, and an operating lever 345 for manipulating the model device W are provided.

A boarding step 346 is installed at the foot of the driving unit 340. Auxiliary steps 347 are installed at positions outside the left and right sides of the boarding step 346. On both left and right sides of the bonnet 312, an elevating step 348 is provided as an elevating passage that continues without steps to the boarding step 346. Left and right spare mother frames 330 are disposed laterally outside the lifting step 348, respectively.

Additionally, the control tower 342 is equipped with a steering handle 343, a main shift lever 344, an operation lever 345, a meter panel 349, etc.

[About the main shifting lever]

The main shift lever 344 shown in FIGS. 33, 34, and 37 is provided next to the left side of the steering handle 343.

It is configured to be able to rock in the forward and backward directions, and by swinging forward from the neutral position, a forward shift operation can be performed, and by swinging backward from the neutral position, a reverse shift operation can be performed.

Additionally, the grip portion 344A provided at the upper end of the main shift lever 344 is equipped with a press-operated automatic steering switch 350 (an example of a changeover switch) that performs an on-off operation of switching the automatic steering of the steering unit U. (See Figure 37) is provided.

The automatic steering switch 350 is disposed in a position where it can be pressed with, for example, the thumb of the left hand while holding the grip portion 344A with the left hand, and each time it is pressed, manual steering and automatic steering are alternately switched. It is structured as such.

That is, the operating direction of the automatic steering switch 350 is set to follow the left and right directions of the traveling body C, and is a different direction from the operating direction (forward-backward direction) of the main shift lever 344, thereby preventing erroneous operation. Prevention is achieved, and the automatic steering switch 350 can be operated while holding the grip portion 344A, so the effort of holding it again is unnecessary, and the efficiency of the steering switching operation can be improved.

[About meter panels]

As shown in FIGS. 34 and 37, a meter panel 349 is disposed in front of the steering wheel 343 at the rear end position of the bonnet 312. This meter panel 349 is provided with a liquid crystal display portion 349A with a backlight at the left and right central portions. Additionally, on both left and right sides with the liquid crystal display portion 349A in between, a pair of instruction buttons 352 (equivalent to an instruction switch) for setting the starting and ending points of the reference travel line KL are provided.

Additionally, a plurality of display lamps are provided around the liquid crystal display portion 349A and are configured to display work information.

The liquid crystal display unit 349A includes displays such as the hour meter, the state of the automatic planting clutch, remaining fuel, and coolant water temperature, as well as displays such as “sensor warming up,” “whether IMU reset is necessary,” “GPS signal reception status,” Notices such as “manual steering during automatic driving,” “detection status of the end point of the ridge,” and “grounding status of the mother planting device,” and “response methods” for these notices are displayed.

Moreover, as a plurality of display lamps, an oil shortage lamp, a charge lamp, a seedling shortage lamp, a planting indication lamp, a stem clutch lamp, a marker lamp, etc. are provided.

The instruction button 352 is pressed during manual driving for teaching (when switching to manual steering by the automatic steering switch 350 and driving), and the above reference is obtained from the position information of the traveling machine C at that time. You can set the starting and ending points of the driving line (KL).

In this embodiment, of the pair of instruction buttons 352, the right instruction button 352A on the right is configured to indicate the starting point of the reference travel line KL, and the left instruction button 352B on the left is, It is configured to indicate the end point of the reference travel line (KL).

In addition, as described above, the instruction button 352 is used as a means for setting the reference travel line KL, and is also a displacement switch that displaces the set travel line SL in parallel during automatic travel. It is also used as (359).

Therefore, when the instruction button 352 functions as the displacement switch 359 (during automatic driving), the right instruction button 352A shifts the set travel line SL to the right with respect to the forward direction. It functions as a displacement switch 359A, and the left instruction button 352B functions as a left displacement switch 359B that shifts the set travel line SL to the left with respect to the forward direction.

Control of the parallel displacement of the set travel line SL is performed in the line displacement unit 382, which will be described later, and the travel body C is moved to the new set travel line SL that has been parallel displaced by the line displacement unit 382. The driving path is automatically changed and driven (see Figure 39).

The parallel displacement control of this set travel line SL is performed as shown in the flowchart shown in FIG. 40.

That is, in a state in which the traveling machine C is automatically traveling on the set traveling line SL (#01) by turning on the automatic steering switch 350, when the displacement switch 359 is pressed (#02), The set travel line SL is set to be displaced in parallel by a predetermined amount b (see FIG. 39) (#03).

Additionally, this parallel displacement control continues until the automatic steering switch 350 is turned off (#04).

[About the steering unit]

As shown in FIG. 35, the steering unit U includes the above-described steering handle 343, a steering operation shaft 354 linked to the steering handle 343, and rotation of the steering operation shaft 354. The oscillating pitman arm 355, the left and right linkage mechanisms 356 linked to the pitman arm 355, the steering motor 358, and the gear linking the steering motor 358 to the steering operation shaft 354. Equipment 357, etc. are provided.

The steering operation shaft 354 is interlocked with the left and right front wheels 310 through the Pitman arm 355 and the left and right linkage mechanisms 356, respectively. The amount of rotation of the steering operation shaft 354 is detected by a steering angle sensor 360 (see FIG. 36) made of a rotary encoder provided at the lower end of the steering operation shaft 354.

When performing manual steering of the steering unit (U), the steering operation axis By rotating 354, the steering angle of the front wheel 310 is changed. On the other hand, when performing automatic steering of the steering unit U, the steering motor 358 is driven, the steering operation shaft 354 is rotated by the driving force of the steering motor 358, and the front wheel 310 is rotated. It is designed to change the steering angle.

[About measurement units and inertial measurement devices with receiving devices]

33, 34, and 36, the traveling body C is equipped with a receiving device 363 that acquires position information by a satellite positioning system and an inclination (pitch angle, roll angle) of the traveling body C. A measurement unit 361 having a secondary inertial measurement device 364 capable of detecting and a main inertial measurement device 362 (corresponding to an “inertial measurement device”) that measures inertial information are provided.

The main inertial measurement unit 362 and the sub-inertial measurement unit 364 are each comprised of an IMU (Inertial Measurement Unit).

The measurement unit 361 and the main inertial measurement device 362 are arranged at different locations in the traveling body C and on the left and right center lines CL of the traveling body C.

A representative example of the above-described satellite positioning system (GNSS: Global Navigation Satellite System) is GPS (Global Positioning System). GPS uses a receiving device 363 provided by a plurality of GPS satellites orbiting the skies of the Earth, a control station that tracks and controls GPS satellites, and an object that performs positioning (traveling aircraft C). (363) is measured. The receiving device 363 is used to acquire positional information of the traveling body C by a satellite positioning system.

As shown in FIGS. 33 and 34, the measurement unit 361 is installed on the connection frame 331 via a plate-shaped support plate 365. The main inertial measurement device 362 is disposed at a location near the center in the front-back direction among the entire length of the traveling body C and the model device W in the front-back direction.

[About control configuration]

As shown in FIG. 37, the traveling body C is equipped with a control device 375 that controls automatic steering of the steering unit U. The control device 375 includes an information storage unit 376 (equivalent to a recording unit), a teaching storage unit 377, a turning detection unit 78, a start determination unit 79, an information correction unit 380, and , a starting point setting unit 381 for generating a set travel line SL for driving the traveling body C, a line displacement unit 382 for displacing the set travel line SL in parallel, and a state detection unit 383. ) and a control unit 384 that controls the steering unit U so that the traveling body C travels along the set traveling line SL based on the positional information and inertial information.

The control device 375 includes a receiving device 363, a sub-inertial measurement device 364, and a gyro sensor 370, an acceleration sensor 371, and a steering angle sensor 360 provided in the main inertial measurement device 362. ), the automatic steering switch 350, the instruction button 352, and the displacement switch 359 are input.

The information storage unit 376 is configured to store the positional information acquired from the receiving device 363 every time.

Based on the operation of the instruction button 352, the teaching storage unit 377 uses the position information of the start point K1 and the end point K2 among the position information stored in the information storage unit 376 as a reference. It is configured to calculate the driving line (KL).

The turning detection unit 378 starts turning of the traveling body C and starts turning of the traveling body C based on the steering angle information of the steering operation axis 354 of the steering unit U input from the steering angle sensor 360. It is configured to detect termination.

The start determination unit 379 is configured to determine whether to start automatic steering control of the traveling body C.

The information correction unit 380 calculates the integrated error of the information detected by the gyro sensor 370 among the inertial information measured by the main inertial measurement device 362 every time the automatic steering control of the traveling machine C is started, It is configured to perform correction processing based on the positional information acquired by the receiving device 363 and the information measured by the sub-inertial measurement device 364.

The viewpoint setting unit 381 is configured to generate a set travel line SL based on the reference travel line KL and the self-position and self-orientation at the start of automatic steering control of the traveling body C. .

The line displacement unit 382 is configured to displace the set travel line SL by a predetermined amount b to the right (or left) in parallel by operating the right displacement switch 359A (or left displacement switch 359B). It is done.

During automatic steering control of the traveling body C, the state detection unit 383 determines the distance deviation (displacement distance) between the self-position of the traveling body C and the set traveling line SL, and the self-orientation of the traveling body C. and is configured to detect the angle deviation (misalignment angle) of the set traveling line SL.

The control unit 384 is configured to control the driving of the steering motor 358 of the steering unit U based on information input from the state detection unit 383.

A specific running example of the rice transplanter of this embodiment will be described.

[1] As shown in FIG. 38, manual travel for teaching begins.

This manual driving can be started by swinging the main shift lever 344 forward from neutral, and a straight course is driven from the outer peripheral portion of the pavement close to the ridge along the ridge. During driving, by pressing the right instruction button 352A, the position information of the traveling body C at that time is acquired from the positioning system, and the information storage unit 376 serves as position information at the starting point K1 of the reference traveling line KL. ) is recorded.

Additionally, after continuing manual travel, by pressing the left instruction button 352B, the position information of the traveling body C at that time is acquired from the positioning system, and the position information of the end point K2 of the reference traveling line KL It is recorded in the information storage unit 376 as .

As a result, the reference travel line KL is set as a straight line connecting the starting point K1 and the ending point K2 by the teaching memory unit 377.

[2] After driving in a straight line on the reference travel line KL, turn the steering handle 343 to change the direction of the traveling body C, and manually drive to the starting position of the adjacent set traveling line SL. Do.

At that time, the position of the traveling body C to a predetermined position is aligned using the index line drawn on the rice field bottom by the marker device 333 and the center mascot 314 described above while traveling on the reference traveling line KL. You can.

[3] Planting is performed while the traveling body C is automatically driven.

Automatic driving is started by swinging the main shift lever 344 forward and pressing the automatic steering switch 350. When the automatic steering switch 350 is pressed, the position information of the traveling machine C at that time is acquired from the positioning system by the viewpoint setting unit 381, and is obtained as position information at the viewpoint S0 of the set traveling line SL. It is recorded in the information storage unit 376, and further, a set travel line SL parallel to the reference travel line KL is generated through that point in time S0.

When the set traveling line SL is generated, the steering unit U is controlled in the misalignment correction direction by the control device 375 based on the misalignment information of the traveling body C input from the state detection unit 383, The traveling body C is controlled to travel on the set traveling line SL.

[4] Cancel automatic driving on the set driving line (SL).

When the end position of the set driving line SL is reached, automatic driving is canceled by pressing the automatic steering switch 350. In this state, the steering handle 343 is turned to change the direction of the traveling body C, and manual steering is performed to the starting position of the next adjacent set traveling line SL.

Thereafter, planting and steering of the set travel line SL by automatic travel and direction change by manual travel are alternately repeated.

Additionally, while traveling on the set travel line SL, when it is desired to displace the set travel line SL itself to be parallel, by pressing the displacement switch 359 on the side to be displaced, the set travel line SL itself becomes parallel by a predetermined amount b. You can set the displacement accordingly.

According to the rice transplanter of this embodiment, just by performing a switching operation from manual travel to automatic travel with the automatic steering switch (an example of a changeover switch) 50, the point is set to the starting point S0 of the set travel line SL. Since it can be set as , the driver can freely set the travel line SL to a desired position while watching the pavement situation. Therefore, various tasks on the traveling body C can be performed efficiently and the burden on the driver can be reduced.

Furthermore, while automatically traveling the set travel line SL once set, the set travel line SL can be easily displaced in parallel simply by operating the displacement switch 359, making it more suitable for the pavement situation. Agricultural work can be carried out.

Additionally, since the displacement switch 359 aligns the arrangement of the switch and the direction of displacement operation, erroneous operation can be prevented and good handling properties are obtained.

[Other embodiments of the fourth embodiment]

<1> Agricultural machinery is not limited to the rice transplanter of the type described in the previous embodiment, and may be a rice transplanter of other types or agricultural machinery other than a rice transplanter, and these are collectively referred to as agricultural machinery.

<2> The changeover switch (automatic steering switch 350) is not limited to the automatic steering switch of the structure described in the previous embodiment, for example, instead of the push-operated type, it has a swing-operated or rotary-operated structure. It may be provided with a.

Therefore, the operating direction of the changeover switch (automatic steering switch 350) is not limited to the left and right direction of the traveling body C.

In addition, the installation location of the changeover switch may be installed in a location other than the speed change operation unit, or may be used in combination with other function switches.

Including them, they are collectively referred to as “conversion switches.”

<3> The instruction switch is not limited to the instruction button 352 described in the previous embodiment. For example, the switch structure may have a rocking or rotation type structure instead of a push type. It's okay.

In addition, the right instruction button 352A and the left instruction button 352B are not limited to being arranged in correspondence with the left and right directions of the traveling body C, but are arranged in a row in the front-back direction, for example, or at completely different positions. It may be placed.

In addition, the indication switch is not limited to installing two switches, and may be configured to indicate the starting point K1 and the ending point K2 of the reference travel line KL with, for example, one switch.

Additionally, the indicator switch may be used in combination with a switch other than the displacement switch 359, or may be configured as a standalone switch.

Including them, they are collectively referred to as “indicator switches.”

<4> The displacement switch 359 is not limited to the displacement switch described in the previous embodiment. For example, the switch structure may be a rocking or rotation type instead of a push type. do.

Additionally, the displacement switch 359 may be combined with a switch other than the indicating switch, or may be configured as a standalone switch.

In addition, the displacement switch 359 is not limited to providing two switches, and may be configured to indicate the displacement direction of the set travel line SL with, for example, one switch.

Including them, they are collectively referred to as the displacement switch 359.

<5> Regarding the steering control accompanying the operation of the displacement switch 359, for example, in order to prevent excessive parallel displacement from being performed due to repeated hitting of the switch, etc., when applied to specific conditions, as shown in Figure 41 As shown, the control device 375 may be provided with an operation cancellation unit 385 that prevents the operation of the displacement switch 359 from being reflected in the displacement control.

The following can be cited as a mode of canceling the operation of the displacement switch 359 by the operation cancellation unit 385.

For example, during operation of the displacement switch 359, an initial predetermined number of operations are not reflected in the displacement control of the set travel line SL.

In this aspect, when the set travel line SL is displaced by a predetermined amount b by the first operation of the displacement switch 359, the displacement is performed a predetermined number of times (for example, 4 times) starting from the second operation. By not allowing it to be reflected in the control, even if five operations are performed repeatedly, the displacement of the set travel line SL becomes a predetermined amount b for one operation, and excessive parallel displacement can be prevented.

Additionally, in another aspect, when the displacement switch 359 is operated, the operation of the displacement switch 359 is controlled to control the displacement of the set travel line SL until the set time elapses from the operation of the displacement switch 359. Make sure not to reflect it.

In this aspect, for example, if the setting time is set to 5 seconds, no matter how many times the displacement switch 359 is repeatedly pressed for 5 seconds from the first operation, the displacement of the set travel line SL is one time. By being set to a predetermined amount b, excessive parallel displacement can be prevented.

Additionally, in another form, as shown in FIG. 42, when the displacement switch 359 is operated, the traveling body C is placed in an error area of a predetermined width SB set with the set traveling line SL after displacement as the center. Until is reached, the operation of the displacement switch 359 is not reflected in the displacement control of the set travel line SL.

In this aspect, for example, when the predetermined amount b is set to 10 cm and the predetermined width SB is set to 6 cm (3 cm on one side), the first operation of the displacement switch 359 causes the traveling body C ) is changing the running course (G), as long as it is passing through the area of (b-SB/2) = 10-3 = 7 cm in the direction of parallel displacement, no matter how many times it is struck, the set running line ( SL) displacement can be canceled, preventing excessive parallel displacement.

<6> The positional information of the traveling body C acquired by the positioning system is the planar positional information of the measurement unit 361, but the starting point K1 of the reference traveling line KL is set based on the upper direction. However, the end point K2 and the starting point S0 of the set traveling line SL are not necessarily limited to being set as the plane position of the measurement unit 361 in the traveling body C. For example, a front end position (or rear end position) on the left and right center line CL of the traveling body C, or a position spaced forward (or rearward) by a predetermined distance from the center of gravity of the traveling body C ( For example, it may be set as the front position where the driver's line of sight passing through the center mascot 314 intersects the rice field bed, etc.).

(7) In addition to the above-mentioned riding-type rice transplanter equipped with a mother planting device as a working device, the present invention also includes, for example, a riding-type direct seeding machine, which is a planting and seeding machine work vehicle equipped with a seeding device as a working device, and a plow as a working device. It can be used in agricultural machinery such as a tractor or a combine equipped with a reaping unit as a work device.

[Fifth Embodiment]

Before explaining specific embodiments of the paving vehicle according to the present invention, the basic principles of vehicle control employed in the paving vehicle will be explained using FIG. 43.

In Figure 43, a rice transplanter, a seed drill, a tractor, and a combine are assumed as paving work vehicles. As field work equipment, a rice transplanter is equipped with a planting device, a seed drill is equipped with a seeding device, a tractor is equipped with a tillage device, and a combine is equipped with a reaping device. These packaging work devices are connected to each traveling body so that they can be raised and lowered between the working position and the non-working position.

In Figure 43, this paving work vehicle (hereinafter simply abbreviated as "vehicle") is a two-way straight line with a 180-degree direction change run (U-turn run) between the pavements divided by parallel upper and lower ridges. Drive while repeating the upward movement. An upper ridge area is set near the upper ridge, and a lower ridge area is set near the lower ridge. The vehicle performs direction change driving in the ridge area and straight work driving in the other paved area.

The vehicle is equipped with a positioning unit that outputs positioning data indicating the position of the vehicle. Furthermore, not only an artificial steering unit that steers the traveling body based on artificial manipulation, but also an automatic steering unit that automatically steers the traveling body is equipped. In addition, the positioning data output from the positioning unit is based on the position of the antenna, but here, the position of the own vehicle is corrected so that it is not the position of the antenna, but the appropriate position of the vehicle, such as the ground action point of the paving equipment. has been implemented.

An example of pavement running on this pavement is shown below.

First, the vehicle that has climbed over the lower ridge and entered the pavement lowers the pavement work equipment to the work position through the driver's operation at point A1, and starts a straight work run (outbound). The lowering of this paving machine is recorded as a vehicle behavior indicating the start of work, along with positioning data indicating the position of point A1. When the vehicle reaches the direction change area at point B1 after working in a straight line, the paving machine is raised to the non-working position by the driver's operation, and the vehicle moves to a direction change of 180 degrees. The raising of this paving machine is recorded as vehicle behavior indicating work stoppage, together with positioning data indicating the position of point B1.

When the direction change run in the ridge area is finished, at point A2, the paving work device is lowered to the work position again and a straight work run (return) is started. The lowering of this paving equipment and vehicle behavior indicating the start of work are also recorded along with positioning data indicating the position of point A2. In addition, the position of point A2 can be estimated from the position of point B1 in consideration of the round-trip work travel interval corresponding to the work width (planting width or tillage width). Accordingly, when the vehicle approaches the estimated point A2 during direction change driving in the edge area, the driver can be notified to that effect and the driver can be urged to lower the paving machine to the working position. Additionally, it is also possible to automatically lower the paving device to the working position when the vehicle reaches the estimated point A2. The position where the vehicle resumes straight work driving (return) is set as the final point A2.

Point B2, which is the end point of the work run (return) on this straight line, that is, the point where the vehicle reaches the ridge area again, can also be estimated from the position of point A1. Accordingly, when the vehicle approaches point B2, the driver can be notified that the paving work device is raised to the non-working position and preparations for direction change driving are made before reaching the edge area. It is also possible to automatically raise the packaging equipment to the non-working position when the vehicle reaches the estimated point B2. When the vehicle reaches the edge area, it automatically or artificially transitions to turning and driving within the edge area. When the direction change run ends, the straight work run (return) starts again from point A3.

In this way, the work run and direction change run are repeated while passing through points B3, A4, B4, and A5. At that time, if point A1 is set, point B2 and point A3... can be estimated from point A1, taking the round-trip work travel interval into consideration. However, when estimating point A3, it can be estimated from point A1, but since point B2 is detected as the position where the actual transition from work driving to change of direction driving is detected, it is also possible to estimate point A3 from this point B2. In particular, when the actual edge area does not extend linearly but extends diagonally or in steps, the boundary point of the edge area can be accurately detected by estimating it from a newly set point along the way.

For example, as shown in FIG. 44, when the edge area has a step, it is necessary to extend the straight work run further than the point B4 at which the straight work run is estimated. If the work travel in a straight line is being performed with automatic steering, the automatic steering is canceled, and the work travel in a straight line is continued with manual steering to a position suitable for direction change travel (newly set point B4). If point B4 is newly established, the next point A5 is estimated from point B4.

Points A1, A2, ..., which are the starting points of the work run, can be automatically set based on specific vehicle behavior. Suitable as such specific vehicle behavior are, for example, a work start command for the paving work device, detection of a change in position of the paving work device to the working position, detection of engagement of an electric clutch for the paving work device, etc. Additionally, the state of the control tool operated by the driver may be used as a specific vehicle behavior. Likewise, points B1, B2, ..., which are the end points of the work run (start point of the change-of-direction run), can be automatically set based on specific vehicle behavior. Suitable as such specific vehicle behavior are, for example, a work stop command for the paving work equipment, detection of the paving work equipment moving to a non-working position, detection of release of an electric clutch for the paving work equipment, etc. Additionally, the state of the control tool operated by the driver may be used as a specific vehicle behavior.

If the first working path defined by points A1 and B1 is taken as the standard working path, the target working path for subsequent automatic steering can be calculated based on this standard working path. Since work travel is generally straight travel and requires simpler steering than direction change travel, it is preferable from a control point of view to perform work travel with automatic steering and change direction with artificial steering. When the pavement shape is a simple rectangle, if point A1 and point B1 are set, the transition timing between the subsequent work run and the change of direction run, that is, the timing of arrival at the edge area and the timing of departure from the edge area, is set to point A1 and point B1. It can be estimated from

Even if the vehicle enters the ridge area from a straight work run (return), if the change of direction is not performed for some reason, a problem occurs in which the vehicle gets on the ridge. In order to avoid this problem, it becomes important to estimate and record the points B2, B3, B4..., which are the end points of the straight work run (return). Since the location of the vehicle can be calculated using the positioning unit, the location of the vehicle and the position of the end point (entry point to the edge area) of the work trip (homeward) can always be compared. As a result, it is possible to decelerate the vehicle, issue a warning, stop the vehicle, etc. just before the vehicle enters the edge area and after the vehicle enters the edge area.

In the above example, points A1 and B1 are set in the first work run, and points between the subsequent work run and the change of direction run (the vehicle's arrival point and departure point from the edge area), A2, A3 ···, B2, B3··· were estimated from point A1 and point B1. If the vehicle is equipped with a pavement map storage unit that stores pavement map data, it is possible to detect that the vehicle has reached or departed from the edge area by matching the map using the own vehicle position and map data. Setting of those points A1 and B1 and estimation of other points from points A1 and B1 become unnecessary.

Next, using the drawings, one of the specific embodiments of the paving vehicle according to the present invention will be described. Figure 45 is a side view of a riding-type rice transplanter that is an example of a paving work vehicle, and Figure 46 is a top view. This rice transplanter is equipped with a traveling body C and a paving work device that performs work on paving. The pavement work device here is a model planting device W capable of simulated planting on the pavement. In addition, arrow F shown in FIG. 46 is the “front” of the traveling body C, arrow B is the “back” of the traveling body C, arrow L is the “left” of the traveling body C, and arrow R is the traveling body It is the “right” of (C).

As shown in Fig. 45, the traveling device is provided with a pair of left and right front wheels 410 and a pair of left and right rear wheels 411. The traveling body C is equipped with a steering unit U1 capable of steering the left and right front wheels 410 in the traveling device.

As shown in FIGS. 45 and 46, the front part of the traveling body C is provided with an openable bonnet 412. Within the bonnet 412, an engine 413 is provided. The traveling body C is equipped with a frame-shaped body frame 415 extending along the front-back direction. At the front of the fuselage frame 415, a support strut frame 416 is installed standing upright.

As shown in FIG. 45, the mother planting device W is connected to the rear end of the traveling body C through a link mechanism 421 that is lifted and lowered by the expansion and contraction operation of the lift cylinder 420 comprised of a hydraulic cylinder. It is connected so that it can be lifted up and down. The model device W includes four power cases 422, a rotary case 423 rotatably supported on the left and right sides of the rear part of each power case 422, and a rotary case 423 at both ends of each power case 423. A pair of rotary planting arms 424, a plurality of floats 425 for stopping the bottom of the field, and a seedling loading stand 426 on which mat-shaped seedlings for planting are loaded are provided. That is, the mother planting device W is configured in an 8-row planting format.

On the left and right sides of the bonnet 412 in the traveling body C, a plurality of (for example, four) regular spare seedling loading stands 428 on which spare seedlings for supplying to the seedling planting device W can be loaded, There is one rail-type spare seedling loading stand 429 capable of loading spare seedlings to be supplied to the seedling device (W). In addition, on the left and right sides of the bonnet 412 in the traveling body C, a pair of left and right spare mother frames 430 support each normal spare mother loading stand 428 and the rail-type spare mother loading stand 429. ) and a connection frame 431 connected to the upper part of the left and right spare mother frames 430 are provided. The connection frame 431 is U-shaped when viewed from the front. The left and right ends of the connection frame 431 are connected to the upper parts of the left and right spare mother frames 430 through connection brackets 432, respectively.

The central portion of the traveling body C is provided with an operation unit 440 in which various operation operations are performed. The driving unit 440 includes a driver's seat 441 on which the driver can sit, a control tower 442, a steering wheel 443 consisting of a steering wheel for manual steering operation of the front wheels 410, and a forward/backward switching operation. A main shift lever 444 and an operation lever 445 that can change the driving speed are provided. The driver's seat 441 is provided in the central part of the traveling body C. A steering handle 443 and a main shift lever 444 are provided on the control tower 442 to be operable. A boarding step 446 is installed at the foot of the driving unit 440.

An operation lever 445 is provided on the lower right side of the steering handle 443. When the operation lever 445 is operated to the upward position, the planting clutch (not shown), which is a type of work clutch, is operated in the blocked state, and the mother planting device W is raised. When the operation lever 445 is operated to the lowered position, the planting clutch (not shown) is operated in a blocked state, and the mother planting device W is lowered. When the central float 425 is grounded on the bottom of the field, the seedling unit W is grounded on the bottom of the field and comes to a halt.

As shown in FIG. 47, the steering unit U1 includes the above-described steering handle 443, a steering operation shaft 454 linked to the steering handle 443, and rotation of the steering operation shaft 454. The oscillating pitman arm 455, the left and right linkage mechanisms 456 linked to the pitman arm 455, the steering motor 458, and the gear linking the steering motor 458 to the steering operation shaft 454. Equipment 457, etc. are provided.

The steering unit U1 can operate in automatic steering mode and artificial steering mode. In the artificial steering mode, the driver applies an auxiliary force according to the operation of the steering handle 443 by the steering motor 458 to the driver's operating force to operate the steering wheel 443 to rotate the steering operation axis 454, Change the steering angle of the front wheel 410. Meanwhile, in the automatic steering mode, the steering motor 458 is automatically controlled, and the steering operation shaft 454 is rotated by the driving force of the steering motor 458 to change the steering angle of the front wheel 410. In this embodiment, the steering handle 443 and the steering motor 458 function as components of an artificial steering unit that artificially steers the traveling body C. In addition, the automatic steering control function for automatically steering the traveling body C is built into the control device 408 (see FIG. 48) described later, and the steering motor 458 is controlled based on a control command from the control device 408. ) is operated. In addition, the manipulation displacement of the steering handle 443 is not directly transmitted to the steering manipulation shaft 454, but the manipulation displacement of the steering handle 443 is detected by a sensor, and the steering motor 458 is operated based on the detected value. When is driven, when the so-called by-wire method is adopted, the control function of artificial steering is also built into the control device 408.

The traveling body C is equipped with a positioning unit 461, and the self-position of the traveling body C is obtained from positioning data from the positioning unit 461. The positioning unit 461 includes a satellite navigation module configured as a GNSS module and an inertial navigation module configured as a module incorporating a gyro acceleration sensor and a magnetic orientation sensor. A satellite antenna for receiving GPS signals or GNSS signals is connected to the satellite navigation module. At least this satellite antenna is installed at a location where radio wave reception sensitivity is good, and in this embodiment, on the connection frame 431. The satellite navigation module and the inertial navigation module may be installed in different locations.

In Figure 48, the control device 408 equipped with this rice transplanter is shown. Additionally, in Figure 48, among the functional units built in the control device 408, the functional units mainly related to steering are shown. This control device 408 adopts the basic principles of automatic steering and artificial steering explained using FIGS. 43 and 44. The control device 408, through the input signal processing unit 408a, operates the positioning unit 461, the vehicle state detection sensor group 409, the contact detector 490, the driving mode switching operation tool 465, and the steering mode switching operation. It is connected to the district (466). Additionally, the control device 408 is connected to the notification device 407, the vehicle traveling device group 471, and the work device device group 472 through the output signal processing unit 408b. In addition, the driving mode switching operation tool 465 and the steering mode switching operation tool 466 are composed of switches or buttons.

The vehicle state detection sensor group 409 consists of various sensors and switches installed to detect the motion and posture of the traveling body C and the motion and posture of the model machine W as a paving work device. Since the contact detector 490 itself is well known, it is not shown in Figures 45 or 46, but has a structure that detects contact between the rice transplanter and an obstacle. When contact between the rice transplanter and an obstacle is detected by the contact detector 490, the rice transplanter comes to an emergency stop. The steering mode switching operation tool 466 is a switch that selects one of the automatic steering mode for traveling with automatic steering and the artificial steering mode for traveling with artificial steering. For example, by operating the steering mode switching operation tool 466 while traveling in the automatic steering, the driving is switched to artificial steering, and by operating the steering mode switching operating tool 466 while traveling in the artificial steering, the driving is switched to automatic steering. converted to driving.

The driving mode switching operation tool 465 is a teaching switch for teaching the control device 408 the boundary between the head area and the non-head area. In this embodiment, the driving mode change control tool 465 is the A button and the B button. has The driver presses the A button when the vehicle transitions from the change-of-direction travel to the work travel, and the B button is pressed when the vehicle transitions from the work travel to the change-of-direction travel.

The notification device 407 includes a lamp or a buzzer and sends various information to be notified to the driver, such as approach to the edge area or deviation from the target driving path in automatic steering driving, from the control device 408. Outputs visually or audibly based on commands. Additionally, if the notification device 407 includes a flat panel display or the like, it is also possible to provide text information.

The vehicle traveling device group 471 includes various operating devices and control devices for traveling mounted on the traveling body C, such as the steering motor 458 that constitutes the steering unit U1. These include operating devices, control devices that adjust engine speed, transmission operating devices such as clutches and shifters, and brake operating devices. In the work traveling machine group, in this embodiment, operations such as a lifting cylinder 420 that raises and lowers the mother planting device W mounted as a paving work device and a planting clutch that functions as a work clutch of the mother planting device W Device is included.

The control device 408 includes a headway detection module 481, an automatic steering unit 482, a vehicle behavior recorder 483, a steering mode management unit 484, a driving path calculation unit 485, and a driving distance calculation unit 486. , the posture determination unit 487, etc. are actually constructed with a computer program.

The edge detection module 481 has a point A1 at which the travel in the edge area changes from the edge area to the work drive, which is the travel path reference point set in the first work run, and a point B1 at which the work drive transitions to the direction change drive in the edge area. And, based on the own vehicle position obtained from the positioning data of the positioning unit 461, it is detected whether the traveling body C has reached the ridge area. As explained using FIGS. 43 and 44, point A1 is detected by lowering the model device (working device) W to the lowering position (working position), and point B1 is detected by lowering the model device (working device) W. It is detected by rising to the position (non-working position) and recorded in the vehicle behavior recording unit 483 as each vehicle behavior. The driving path (generally a straight line) between this point A1 and point B1 is the reference work travel path, and even with automatic steering or artificial steering, this reference work travel path is sequentially moved in parallel by the round-trip work travel interval, and the next work travel is carried out. The path is obtained. That is, points B2, A3, B4, A5… corresponding to point A1. and points A2, B3, B4, A4, B5… corresponding to point B1. is estimated. This estimation algorithm is built in the headge estimation unit 810. Since the method of estimating the point indicating the boundary of the edge area varies depending on the shape of the pavement, it is desirable to have a configuration that allows selecting an appropriate estimation algorithm for each shape of the pavement. By comparing each point and the position of the own vehicle, the distance until the vehicle C in work travel reaches the ridge area is detected, and the control device 408 approaches the ridge area by a predetermined distance, for example. Commands such as approach notification, arrival notification when reaching the edge area, deceleration of the traveling body C, and stopping of the traveling body C can be output.

The travel path calculation unit 485 calculates the travel path data required to perform the subsequent work travel with automatic steering from the above-described standard work travel path. The automatic steering unit 482 calculates the discrepancy between the driving path data calculated by the driving path calculation unit 485 and the own vehicle position, generates an automatic steering command, and outputs it to the steering unit U1.

The steering mode management unit 484 manages the artificial steering mode, which is driving by artificial steering, and the automatic steering mode, which is driving by automatic steering. For example, it can be set to select artificial steering mode in the edge area, and select automatic steering mode outside of the edge area (generally straight work driving). Additionally, it is also possible to forcibly select the artificial steering mode and the automatic steering mode by a switching command from the steering mode switching operation tool 466. Furthermore, it is also possible to forcibly switch from the automatic steering mode to the artificial steering mode by operating the steering wheel 443.

The vehicle behavior recording unit 483 receives various sensor detection signals or operation signals from various operating devices input through the input signal processing unit 408a, and the vehicle driving device group 471 or the work device group through the output signal processing section 408b. Based on the control signal output to 472, conditions occurring in the vehicle, particularly vehicle behavior regarding the start and end of work driving, are recorded. At that time, each vehicle behavior is recorded along with the own vehicle position acquired when the vehicle behavior occurred.

Figure 49 shows an example of vehicle behavior recorded in time series by the vehicle behavior recording unit 483 during driving on a simplified pavement as shown in Figure 43. In this example, the record items in the vehicle behavior recording unit 483 include record NO, behavior time, own vehicle location, and behavior content. The behavior time is the time (time stamp) at which the behavior of the vehicle was detected. The own vehicle location is the location of the own vehicle when vehicle movement is detected. The behavior content identifies the detected vehicle behavior, and here, the operation content of the driving mode switching operation tool 465 (A refers to the operation of the A button, B refers to the operation of the B button), and the model device (W ), the position of the float 425, the state of the planting clutch (working clutch), and the state of steering (steering from straight to turning, or steering from turning to straight) are recorded. In addition, in Figure 49, the own vehicle position for each vehicle behavior is the same, but the raising and lowering timing of the mother planting device W and the steering timing for turning travel are different, so the own vehicle position is different. Here, the recorded own vehicle position is recorded by performing correction to replace it with the reference position of a specific vehicle.

As can be understood from FIGS. 43 and 49, various states of the traveling body C and the model machine W as a working device, especially the start and end of work, can be read from the records of the vehicle behavior recording unit 483. You can. As the first process of the seedling work by this rice transplanter, record NO "0001" is recorded at the timing when the vehicle enters the ridge area from the ridge and exits the ridge area. The content of record NO "0001" is the record of point A1 in FIG. 43, and includes the time of the action at that time, the position of the own vehicle, and the content of the action. As for the behavior content, the travel operation mode is set to “A”, the mother planting device position is set to “lower position”, the float position is set to “ground”, and the clutch state is set to “connected”. In reality, the timing at which these behavior contents are detected is slightly different, but here, the timing is the same. That is, at the timing when record NO "0001" was recorded, the driver pressed the A button of the driving mode switching operation tool 465, and settings for working driving were made.

Afterwards, the work travels in a straight line, and at the timing when the ridge area is reached, record NO "0002" is recorded. The contents of record NO "0002" are records of point B1 in FIG. 43, and include the time of movement at that time, the position of the own vehicle, and the contents of the movement. As for the behavior content, the travel operation mode is "B", the mother planting device position is "elevated position", the float position is "disengaged", the clutch state is "released", and the steering is "turning from straight ahead". In other words, at the timing when record NO "0002" was recorded, the driver pressed the B button of the driving mode switching operation tool 465, and settings for changing direction and driving were made. By operating the A and B buttons of the driving mode switching operation tool 465, the positions of point A1 and point B1 are recorded. The line connecting this point A1 and point B1 can be used as a reference work travel path for estimating the travel path of subsequent work travel. Therefore, other than points A1 and B1, operation of the travel mode switching operation tool 465 becomes unnecessary.

Record NO "0003" is recorded at the timing of ending the direction change run in the edge area, exiting the edge area, and performing the work drive. The content of record NO "0003" is the record of point A2 in FIG. 43, and includes the time of the action at that time, the position of the own vehicle, and the content of the action. Additionally, the position of point A2 is estimated by the edge estimation unit 810 from point B1 using the round-trip work travel interval if the pavement is as shown in FIG. 43 . Accordingly, the work driving can be set automatically when the own vehicle position acquired from the positioning unit 461 approaches or coincides with this estimated point B1. Alternatively, it is possible to notify that the vehicle is approaching point B1 and to prompt the driver to set a work run. Similarly, the position of point B2 is also estimated from point A1. Therefore, when the host vehicle position acquired from the positioning unit 461 approaches or coincides with this estimated point B2, the direction change driving can be set automatically. Alternatively, it is possible to notify that the vehicle is approaching point B2 and urge the driver to set direction change driving.

From the above description, the timing of reaching the ridge area or the timing of exiting from the ridge area can be determined from the change in position of the parent device W or the float 425, the switching operation of the work clutch, and the change in steering angle, The driving mode switching operation tool 465 as a teaching operation tool that recognizes the boundary of the area is not essential. The boundary of the edge area can be determined by one or a combination of the vehicle behaviors described above. For example, when using the characteristic of the model planting device W that it descends to the pavement surface at the start of work and rises from the pavement surface at the end of work, the pattern device W changes from an upward posture to a downward posture. Based on the status signal indicating the lowering operation, the transition point from the ridge area of the vehicle to the work area (non-ridge area) is determined, and the status signal indicating the upward movement of the model device W from the lowering attitude to the raising attitude. Based on this, the transition point from the vehicle's work area (non-head area) to the head area can be determined.

The control device 408 can be equipped with an algorithm that outputs various commands to execute various operations based on the decision result of the edge detection module 481 regarding the arrival of the vehicle into the edge area. Some of them are listed below.

(1) Even if the recorded vehicle behavior reaches the point where it is scheduled to be executed, if the vehicle behavior is not executed, the vehicle is slowed down, the engine is stopped, etc.

(2) When driving on pavement, the location or time at which each vehicle behavior to be recorded occurs can be limited to a specific range. From this, vehicle behavior outside a specific range is not subject to recording, thereby improving recording accuracy.

(3) If the vehicle is detected to have entered the edge area, automatic steering is prohibited.

(4) If the steering behavior of the vehicle, such as the steering angle and turning radius, in the rim area is different from that of the turning drive, recording in the vehicle behavior recording unit 483 is stopped. For example, when the turning radius is large, it is not considered a change of direction, but rather a run that is not a normal work run, such as a run away from the pavement.

(5) When a specific vehicle behavior occurs and a vehicle speed inappropriate for the vehicle behavior is detected, the vehicle is forced to stop.

The traveling distance calculation unit 486 receives a detection signal from a sensor (one of the vehicle condition detection sensor group 409) that detects the rotation speed of the rear wheel 411 or the rotation speed of the transmission system to the rear wheel 411. Based on this, the traveling distance of the traveling body C is calculated. At that time, considering the slip rate estimated from the state of the pavement, the driving distance can be calculated more accurately. In the case of the positioning unit 461 that calculates the position of the vehicle based on radio signals from satellites, if the reception sensitivity of radio signals decreases due to some circumstances, positioning data cannot be output. This driving distance calculation unit 486 is used as the recovery. For example, when the positioning data from the positioning unit 461 is not input, the edge detection module 481 determines whether the traveling vehicle C is in the edge area based on the driving distance calculated by the driving distance calculation unit. It can be detected that it has reached .

The attitude determination unit 487 determines the attitude of the traveling body C based on a detection signal from an inclination sensor (one of the vehicle state detection sensor groups 409) that detects the inclination angle (rolling angle and pitching angle) of the traveling body C. is compared with a predetermined slope threshold. In this embodiment, when the attitude of the traveling machine deviates from a predetermined condition, the attitude determination unit 487 issues a braking command to decelerate or stop the traveling machine to a braking device that is one of the vehicle traveling device group 471. do.

Specific control operations based on the determination result of the posture determination unit 487 are listed below.

(1) If the detected tilt angle exceeds the tilt threshold, notification, deceleration, and stop are performed.

(2) If the detected inclination angle frequently exceeds the inclination threshold, automatic steering is prohibited.

(3) If the detected inclination angle exceeds the inclination threshold for the allowable time, notification, deceleration, and stopping are performed. This allowable time is determined depending on vehicle speed and pavement depth. Additionally, if the pavement depth exceeds a predetermined value, complete stopping is prohibited to avoid the vehicle body falling off.

(4) Calculate the change in slope acceleration, and in case of sudden change in slope, automatic steering is prohibited even if it is below the slope threshold.

[Other embodiments of the fifth embodiment]

(1) In the above-described embodiment, the points A1 and B1, which are the boundary points between the ridge area where direction turning travel is performed and the non-ridge area where work travel is performed, are the operation of the A button and the B button of the travel mode switching operation tool, and the subsequent operation of the A button and B button. Points A2, A3… and points B2 and B3... were estimated from points A1 and B1 and confirmed based on vehicle behavior. To simplify control, vehicle behavior is not used, and points A2, A3... and points B2 and B3 are estimated from point A1 and point B1, and when a position different from the estimated position is set as the official point, operate the A or B button of the driving mode switch control again, You may decide on the relevant point.

(2) Each functional unit in the functional block diagram shown in FIG. 48 is divided mainly for explanation purposes. In reality, each functional unit in Figure 48 may be integrated with other functional units or divided into a plurality of functional units. Independent functional units are connected to each other via vehicle-mounted LAN, etc.

(3) As for the vehicle behavior recorded in the vehicle behavior recording unit 483, in the rice transplanter, the posture of the marker, etc., other than those described above, may be introduced. In addition, vehicle behavior performed at the boundary between the Duranga area and the non-Durunga area is subject to vehicle behavior that must be recorded in the vehicle behavior recorder 483.

(4) In addition to the above-mentioned riding-type rice transplanter equipped with a mother planting device as a working device, the present invention also includes, for example, a riding-type direct seeding machine that is a planting and seeding machine work vehicle equipped with a seeding device as a working device, and a plow as a working device. It can be applied to various work vehicles, such as a tractor, an agricultural work vehicle such as a combine equipped with a reaping unit, etc. as a work device, or a construction work vehicle provided with a bucket, etc. as a work device.

[First Embodiment]
28: Normal spare mother loading stand (spare mother loading stand)
29: Rail-type spare mother loading stand (spare mother loading stand)
30: spare mother frame
31: connection frame
62: Main inertial measurement device (inertial measurement device)
63: Receiving device
66: Harness
67: connector part
68: Absence of guard
72: rear axle
73: Rear axle frame (installation member)
81: creation unit
83: control unit
A: Traveling device
C: Running body
U: Steering unit
W: Mother planting device (working device)
S1: Used status
S2: Containment state
LM: target line
X: left and right axis
[Second Embodiment]
111: driving department
111a: hatch
120: mother planting device
130: railing
131: upper part
131a: fixing part
131b: moving part
131f: Shear side
150: Spare hair receiving device
151: Spare seedbed loading stand
152: Spare seedbed loading stand
153: Spare seedbed loading stand
153b: Spare mother loading stand main body
153c: Extension loading stand
153r: Rear end side
200: empty space
[Third Embodiment]
243: Manual steering operation tool (steering handle)
258: Steering operation means (steering motor)
261: Manual operation detection means (torque sensor)
264: Position detection means (position measurement unit)
266: Orientation detection means (inertial measurement unit)
268: Route setting means (route setting unit)
269: Control means (steering control unit)
270: Vehicle speed detection means (vehicle speed sensor)
300: Driving body
KA: Inclined target bearing
LK: Target movement path
NA: Detection direction (magnetic direction)
NM: Detection position (self-position)
TD: Target bearing (teaching bearing)
Z1: Basic work area
Z2: Unworked area
α: Inclination angle (set inclination angle)
[Fourth Embodiment]
344: Main shift lever (shift operation tool)
350: Automatic steering switch (conversion switch)
352: Instruction button (instruction switch)
359: displacement switch
359A: Right displacement switch
359B: Left displacement switch
376: Information storage (recording book)
381: viewpoint setting unit
385: operation cancellation unit
C: Running body
KL: reference running line
S0: Starting point of the set driving line
SL: Set running line
SB: specified width
[Fifth Embodiment]
407: Notification device
408: control device
408a: input signal processing unit
408b: Output signal processing unit
409: Vehicle status detection sensor group
425: float
426: Mo loading stand
443: steering handle
444: Main shift lever
445: operating lever
461: Positioning unit
465: Driving mode switching operation tool
466: Steering mode conversion control tool
471: Vehicle driving device group
472: Working device device group
481: Durunga detection module
482: automatic steering unit
483: Vehicle behavior record book
484: Steering mode management unit
485: Driving route calculation unit
486: Driving distance calculation unit
487: Posture determination unit
490: Contact detector
810: Durunga Estimation Department
U1: Steering unit
W: Model planting device (pavement work device)

Claims (9)

A traveling machine capable of switching between manual traveling by manual steering and automatic traveling by automatic steering along a set traveling line set parallel to the reference traveling line,
A changeover switch capable of switching between the manual driving and the automatic driving,
An agricultural machine comprising a starting point setting unit that sets the plane position of the traveling machine at the time of switching from the manual running to the automatic running by the changeover switch as a starting point of the set running line. According to paragraph 1,
The agricultural implement wherein the changeover switch is installed on a shift operation tool that swings along the front-back direction of the traveling body, and the operating direction of the changeover switch is set along the left and right directions of the traveling body. According to claim 1 or 2,
An agricultural machine provided with a displacement switch that displaces the set travel line in parallel. According to paragraph 3,
The displacement switch serves as an indication switch capable of inputting the plane position of the traveling machine into a recording unit during the manual traveling when setting the reference traveling line. According to paragraph 3,
The displacement switch is an agricultural implement provided with a displacement switch for right displacement that displaces the set travel line to the right and a displacement switch for left displacement that displaces the set travel line to the left at different positions. According to clause 5,
The agricultural implement, wherein the displacement switch for right displacement is provided on the right side of the front of the traveling body rather than the displacement switch for left displacement. According to paragraph 3,
An agricultural implement comprising an operation canceling unit that does not reflect an initial predetermined number of operations in the displacement control of the set travel line during operations on the displacement switch. According to paragraph 3,
An agricultural implement comprising an operation cancellation unit that, when the displacement switch is operated, does not reflect the operation of the displacement switch in the displacement control of the set travel line until a set time has elapsed from the operation of the displacement switch. According to paragraph 3,
When the displacement switch is operated, the operation of the displacement switch is performed to control the displacement of the set travel line until the traveling body reaches an error area of a predetermined width set around the set travel line after displacement. Agricultural equipment equipped with an operation cancellation unit that does not reflect the operation.

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