WO2021145009A1

WO2021145009A1 - Traveling path management system for work vehicle

Info

Publication number: WO2021145009A1
Application number: PCT/JP2020/023961
Authority: WO
Inventors: 鈴川めぐみ; 玉谷健二; 阪口和央; 中瀬了介; 目野鷹博; 松井裕佑; 宇都仁; 國安恒寿; 吉水健悟; 藤井健次
Original assignee: 株式会社クボタ
Priority date: 2020-01-14
Filing date: 2020-06-18
Publication date: 2021-07-22
Also published as: CN115334868A; KR20220127228A; CN113124870A; KR20210091644A

Abstract

This traveling path management system is for a work vehicle capable of autonomous travel in a farm and is provided with: a circulating path generation unit (524) for generating at least one or more circulating paths in an outer circumferential region of the farm on the basis of a travel trajectory of outer shape calculation travel along the boundary of the farm to calculate the outer shape of the farm field; and a reciprocating path generation unit (522) for generating a reciprocating path including a plurality of straight paths in an internal region positioned inside the outer circumferential region. The number of circulating paths is determined on the basis of the area necessary for turning travel from a straight path on which the work vehicle is running to the next straight path.

Description

Travel route management system for work equipment

Regarding a travel route management system for work machines that work while automatically traveling to work areas such as fields.

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

Japanese Patent Application Laid-Open No. 2019-154394

There is a demand for a travel route management system to further improve the convenience of such work equipment in automatic work travel.

(1) The travel route management system for a work machine capable of automatically traveling on a farm according to the present invention has a travel locus in an outer shape calculation run that travels along the boundary line of the farm in order to calculate the outer shape of the farm. Based on this, a round-trip route creation unit that creates at least one or more round-trip routes in the outer peripheral area of the farm, and a round-trip route creation that creates a round-trip route including a plurality of straight routes in the internal region located inside the outer peripheral area. The number of the circuit paths is determined by the area required for turning from the traveling straight path to the next traveling straight path.

In this configuration, the number of laps can be limited to as small as possible on the condition that the area required for turning when shifting from the straight path to the straight path in the round-trip route is secured. Consider that the direction change performed in the corner area of the field in the orbital travel becomes a complicated route, and that the travel using the round-trip route connecting multiple straight routes by the turning route becomes an easy route. For example, it is convenient to reduce the number of laps.

In one of the preferred embodiments of the present invention, the round-trip route is created based on a travel locus in the outer shape calculation travel traveling along the boundary line of the farm. In this configuration, the running locus obtained by manually running to calculate the outer shape of the farm shows the current outer shape of the farm. Therefore, if a round-trip route is created in the widest possible range based on this farm outline, efficient work becomes possible.

One of the preferred embodiments of the present invention includes a driving mode management unit that enables selection from manned automatic driving and unmanned automatic driving as the driving mode of the circuit route. In this configuration, the orbital route, which is the closest to the boundary line of the field such as ridges, can be driven in the appropriate driving mode of manned automatic driving and unmanned automatic driving. In unmanned automatic driving, if the work machine can run according to the orbital route that has been proven in the outer shape calculation running that was performed earlier, the automatic running will be as desired, but the accuracy of the following running is based on the automatic running control technology. Will depend on it. If the work equipment is automatically driven so that it does not deviate from the tolerance set in advance from the circuit path, the result will be obtained in terms of labor saving. However, in order to deal with unforeseen circumstances such as weather and deterioration of the farm surface and danger of contact with intruders and intruders, manned automatic driving is preferable even if a worker gets on the work machine. The worker who gets into the work machine does not actually operate the work machine, but performs emergency processing such as stopping the work machine in the event of an unexpected situation or a contact danger situation. By selecting such a driving mode, that is, manned automatic driving and unmanned automatic driving according to the situation, effective driving is possible regardless of the driving using the lap route under any situation. It becomes. When the automatic driving is stopped, the manual driving is started. Of course, when a skilled worker drives the vehicle, it is possible to manually drive the circuit route.

The outer orbital route, which is the closest to the boundary of the field such as ridges, is most likely to come into contact with obstacles such as ridges or people or objects leaning out from the shore. It is rational that the processing for the occurrence of such an emergency and the prediction of the emergency are performed by the workers who are on board the work machine. From this, in one of the preferred embodiments of the present invention, the orbital path includes an outer orbital path that matches the traveling locus in the outer shape calculation run and an inner orbital path that is located inside the outer orbital path. Including, the operation mode of the outer circuit route is limited to the manned automatic traveling or the manual traveling.

When the orbital path is composed of an inner orbital path and an outer orbital path, the inner orbital path shall be located between the end contour line (end envelope) of the straight path of the reciprocating path and the outer orbital path. Become. Since the field area located between the end contour line and the work area by the outer orbital route is worked by the work run using the inner orbital route, the inner orbital route is the end contour line and the outer orbital route of the straight route. By creating along with, smooth work becomes possible. From this, in one of the preferred embodiments of the present invention, the inner circumferential path is an end contour line (end envelope) of a plurality of straight paths created in an inner region located inside the outer peripheral region. ) And the outer circuit path. Since the round-trip route is created in the internal area of the farm, the round-trip route is also referred to as an internal round-trip route.

When the work width for the field area located between the end contour line and the work area by the outer circuit path fluctuates, the work width is adjusted (in the case of a rice transplanter, each line clutch is controlled) and overlapping work is performed. .. From this, in one of the preferred embodiments of the present invention, when the distance between the end contour line and the outer circuit path fluctuates (when the working width changes with traveling), the inner circuit path is used. As work control information, on / off (on / off) of each clutch for changing the work width according to the fluctuation of the interval is assigned.

Various settings in the orbital route creation and settings for assigning the operation mode to the orbital route are performed based on the operation input by the operator. It is convenient to use a graphic interface in order to facilitate the operator's operation input to such a work machine. From this, in one of the preferred embodiments of the present invention, the information terminal with a touch panel connected to the in-vehicle LAN of the work machine is provided with the circuit route creation unit, the reciprocating route creation unit, and the operation mode management unit. However, the circuit path is constructed so as to be operable through the graphic user interface, and the circuit path is identifiablely displayed on the screen of the touch panel according to the operation mode.

As a driving mode, the route on which manual driving is executed does not need to be displayed on a screen such as a touch panel, but the screen can be suitably used for another purpose by deleting it from the screen. However, even if the route is a route on which manual travel is executed, it can be suitably used as a guide route to support manual travel by displaying it on the screen.

In the round-trip route, a straight route along the lap travel may be used in the turning travel to shift from the traveling straight route to the next traveling straight route. In such a case, if a part of the orbital route is used as a linear route in the turning run, it is not necessary to newly create the route. From this, in one of the preferred embodiments of the present invention, as a part of the turning path for performing the turning traveling from the traveling straight path to the next traveling straight path, the circuit path Some are used.

(2) The characteristic configuration of the work machine according to the present invention is a work machine capable of automatically traveling, and a machine position calculation unit that calculates the machine position using satellite positioning and map information indicating the shape of the work site are provided. A map information storage unit that stores the location information indicating the position of the work site and the time information indicating the time when the map information was created, a display device having a display screen, and the map information storage unit store the map information. Of the map information, the map information display unit that displays the map information extracted based on the aircraft position, the position information, and the time information on the display screen, and the map displayed on the display screen. In the information, an input area determination unit that determines the input area in which the operation input by the user has been performed, and an input position information calculation unit that calculates the position information in the map information corresponding to the determined input area as input position information. And, based on the input position information, the map information stored in the map information storage unit is extracted and displayed as a thumbnail on the display screen.

With such a feature configuration, map information according to the machine body position of the work machine can be automatically displayed on the display screen, and map information according to the user's input operation for the displayed map information. Can also be displayed on the display screen as thumbnails. Therefore, since the map information stored in the map information storage unit can be easily used, for example, in automatic work running, it becomes easier for the user to grasp the map information, and the convenience can be improved.

Further, in a state where the display screen is a touch panel and a plurality of map information is displayed on the display screen, an operation determination unit for determining whether or not the input area covers at least two or more map information. The input area determination unit includes an area calculation unit that calculates the area of the input area in each of the map information when the input area covers at least two or more map information. Of the two or more map information, it is preferable that the map information of the input area having the largest area is the map information on which the operation input is performed.

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

It is also preferable that the thumbnail display unit also displays work information indicating information on work performed at the work site based on the map information displayed by the thumbnail.

With such a configuration, it is possible for the user to easily grasp the map information displayed as thumbnails as well as the past work information performed at the work site based on the map information.

Further, when the elapsed time from the creation of the map information is calculated based on the time information related to the map information displayed on the display screen, and the re-creation of the map information is notified according to the elapsed time. Suitable.

With such a configuration, if the desired time has passed since the map information was created, the user can be prompted to recreate the map information. Therefore, it is not necessary for the user himself / herself to know the elapsed time after the map information is created, so that the convenience can be improved.

In addition, after acquiring the disaster information indicating the disasters that have occurred so far in the work site and creating the map information based on the disaster information and the time information related to the map information displayed on the display screen, the said When it is determined that the work site is damaged based on the map information, it is preferable to notify the re-creation of the map information.

After creating the map information, if a disaster occurs in the work area according to the map information, the map information may differ from the actual shape and situation of the work area. Therefore, with such a configuration, it is possible to encourage the user to recreate the map information according to the occurrence situation of the disaster. Therefore, it is not necessary for the user himself / herself to know the occurrence situation of the disaster, so that the convenience can be improved.

(3) The travel route management system for a work machine capable of automatically traveling on a farm according to the present invention has a reference edge setting unit that sets one side of the outer shape of the farm as a reference edge, and a predetermined reference edge with respect to the reference edge. It includes a reciprocating route creating unit that creates a reciprocating route including a plurality of straight routes extending in a direction, and a traveling direction setting unit that sets a traveling direction in the reciprocating route.

In this configuration, a plurality of straight routes extending in a predetermined direction with respect to one side of the farm set as the reference side are stretched in the inner area of the farm. As a result, the plurality of straight paths are parallel to each other and extend in the same direction, so that their formation and management are easy. At the same time, autonomous driving along such straight routes is easier than traveling on winding routes such as ordinary roads. Moreover, efficient work travel is realized by sequentially connecting a plurality of straight routes by turning the aircraft. At that time, the work running start point and the work running end point are determined according to the running direction set by the running direction setting unit. Since the positions of the work running start point and the work running end point need to be related to the entrance and exit of the farm, the function of setting the running direction in the round-trip route is advantageous. Since the traveling direction setting unit may be configured to set the traveling direction or determine the traveling direction, the traveling direction setting unit is also referred to as a traveling direction determining unit.

Most of the farms are square, almost rectangular. In general, in maps and the like, farms are divided based on agricultural roads, so it is easier to estimate the shape and size of farms based on the agricultural roads in contact with the farms. Therefore, when a side adjacent to the farm road is selected as the reference side, the long side of the farm is either a side parallel to the reference side or a side perpendicular to the reference side. In one of the embodiments of the present invention, the straight path is created so as to extend parallel or perpendicular to the reference side. This makes it possible to form a long straight path. Of course, on farms with work directions, short straight paths may be formed.

Working machines such as rice transplanters, fertilizers, and chemical sprayers use one side of the outer shape of the farm, for example, the side in contact with the farm road, as the material supply side in order to replenish the materials to be administered to the farm. Approaches this material supply side. In the above-mentioned working machine, the material is usually replenished in a posture in which the front end or the rear end of the machine is brought close to the material replenishment side. If the material supply side is located ahead of the straight route, it is convenient because it is possible to approach the material supply side directly, forward or backward from the traveling posture on the straight route. From this, in one of the preferred embodiments of the present invention, a supply side setting unit for setting one side of the outer shape of the farm as a material supply side of the material consumed by the work machine is provided, and the material supply side is provided. , It is set to face the extending direction of the straight path.

In a work machine such as a rice transplanter, after a work run using a round-trip route, the outer peripheral area of the farm used as a space for a turning run to shift from a straight route to the next straight route is left as unworked land. .. Therefore, as the final work, the work running around the outer peripheral region is performed starting from the end point of the reciprocating route. When this lap work run is completed, the work machine goes out of the farm as it is through the entrance and exit of the farm. For this reason, it is convenient if the end point of the round-trip route is close to the entrance / exit of the farm. Therefore, in one of the preferred embodiments of the present invention, the end point of the round-trip route is set at the end of the straight-ahead route that is close to the doorway of the farm.

In rice transplanters, seedlings are replenished as material replenishment with the front end of the aircraft close to the material replenishment side. Therefore, when replenishing seedlings, it is convenient to travel ahead of the traveling straight route without shifting from the traveling straight route to the next straight route. At that time, it is preferable to give the operator time to consider whether or not to replenish the materials before entering the turning run for entering the next straight path from the running straight path. In addition, drug replenishment is usually performed with the rear end of the aircraft close to the material replenishment side. In this case, in the posture before starting the work run on the next straight path, the run is carried out as it is in the reverse direction toward the material supply side. It is preferable to give the worker time to consider whether or not to replenish the materials before starting the work run. From this, in one of the preferred embodiments of the present invention, the end region of the straight path traveling toward the material supply side, the start region of the straight path traveling next, or both regions. Is assigned a temporary stop of the vehicle body as travel control information. As a material supply, in a rice transplanter or the like that only supplies seedlings, the vehicle body need only be temporarily stopped only in the terminal region of the straight path traveling toward the material supply side.

As described above, in a work machine such as a rice transplanter, the outer peripheral area of the farm used as a space for a turning run for shifting from a straight path to the next straight path after a work run using a round-trip route is not yet available. It is left as a work place. Therefore, in one of the preferred embodiments of the present invention, the farm is divided into an outer peripheral region where orbiting along the boundary line of the farm is performed and an inner region located inside the outer peripheral region. The straight path is formed in the internal region, and in the outer peripheral region, a turning run is performed to shift from the traveling straight path to the next traveling straight path. For this reason, the round-trip route is also referred to as an internal round-trip route.

The setting of the reference side and the setting of the traveling direction are performed based on the operation input by the operator. It is convenient to use a graphic interface in order to facilitate the operator's operation input to such a work machine. From this, in one of the preferred embodiments of the present invention, the reference side setting unit, the reciprocating route creation unit, and the traveling direction setting unit ( The traveling direction determination unit) is constructed so as to be operable through the graphic user interface, and the reciprocating route is displayed on the screen of the touch panel so that the operation mode for the reciprocating route can be identified.

(4) The characteristic configuration of the work machine according to the present invention is a work machine capable of automatically traveling, and has a machine body position calculation unit for calculating the machine body position and a plurality of regions divided along the outer periphery of the work site, respectively. At the start of traveling in one of the regions, the position information is calculated based on the position of the aircraft and the position of the rear end on the outer peripheral side of the aircraft, and at the end of traveling in the one region. , A position information calculation unit that calculates the position information based on the position of the machine body and the position of the front end portion on the outer peripheral side of the machine body, and map information indicating the shape of the work site based on the position information. The point is that it has a map information creation unit to be created.

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

Further, a work unit for performing ground work is provided so as to be able to move up and down with respect to the machine body, and the position information calculation unit sets the time when the work unit in the ascending position is in the descending state as the start of traveling. It is preferable that the time when the working unit in the lowered state is returned to the raised position is the end of the traveling.

With such a configuration, it is possible to automatically set the start time and the end time of running according to the ascent and descent of the work unit. Therefore, it is possible to reduce the operations of the user (worker) related to the setting at the start of traveling and the setting at the end of traveling, so that the convenience can be improved.

Further, a work unit for performing ground work is provided on the machine body, and when traveling along the outer circumference of the work place, the center of the work place is relative to the outer peripheral portion of the work place indicated by the map information. It is preferable to include a travel route generation unit that generates a travel route when performing the ground work with the position offset to the side as a reference.

With such a configuration, it is possible to generate a traveling route after securing a margin for the shape of the work area indicated by the map information. Therefore, it is possible to prevent the work machine from entering the outside of the work site.

In addition, the position information calculation unit is a first line that virtually extends from the position of the center of gravity of the aircraft along the width direction of the aircraft from the start to the end of traveling in the one region. It is preferable to calculate the position information based on the position where the most protruding portion of the airframe that protrudes along the width direction of the airframe intersects with the second line that is virtually extended along the length direction of the airframe. Is.

For example, when the user manually runs the work machine, it is often run based on the central portion of the work machine in the length direction. Therefore, with such a configuration, the position information is calculated based on the position where the first line and the second line intersect from the departure of the travel start position to the arrival of the travel end position. , It becomes possible to calculate the location information according to the standard by the user.

Further, a display device having a display screen is provided, and the shape of the work area indicated by the map information is clearly indicated by using a plurality of indexes on the display screen, and the map information creation unit is responsible for data related to the map information. When the amount of the data exceeds a preset value, the data corresponding to the portion where the amount of change in the shape of the work site is small is deleted, and the index corresponding to the deleted data is displayed on the display screen. It is preferable to clearly indicate that the index is distinguishable from the above-mentioned index.

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

Further, when the moving distance of the aircraft from the position at the start of the previous run to the position at the start of the next run is less than or equal to a preset distance, the position at the start of the previous run. It is preferable to disable.

For example, when traveling in each of a plurality of areas, traveling and stopping may be repeated in order to adjust the position of the aircraft to the desired position. Therefore, with such a configuration, it is possible to invalidate the result detected as the position at the start of traveling when adjusting the position of the aircraft, so that it is possible to appropriately create map information.

Further, a display device having a display screen is provided, and on the display screen, the shape of the work area indicated by the map information is clearly indicated by using a plurality of indexes, and on the display screen, the position at the start of traveling and the said. It is preferable that the position at the end of running is displayed by an index different from the index indicating the position at the start of running and the position at the end of running.

With such a configuration, it is possible for the user who sees the display screen to intuitively grasp the position at the start of running, the position at the end of running, and the positions other than these.

Further, on the display screen, it is preferable that the position at the start of traveling and the position at the end of traveling are displayed with different indexes.

With such a configuration, it is possible for the user who sees the display screen to intuitively grasp the position at the start of running and the position at the end of running.

Further, when the machine is provided with a work unit for performing the ground work and the ground work is performed in the outer peripheral region of the work site, it is preferable to travel at the same speed as the machine speed when creating the map information.

With such a configuration, it is possible to easily travel along the route traveled when creating the map.

Further, it is preferable that the map information creation unit creates the map information using only the position information transmitted to the map information creation unit among the position information calculated by the position information calculation unit.

With such a configuration, even if the amount of data of the aircraft position calculated by the aircraft position calculation unit is larger than the expected amount, it can be used in a thinned state when creating the map information, so that the map information can be used. The increase in the amount of data can be suppressed.

(5) The travel route management system for a work machine capable of automatically traveling on a farm according to the present invention includes an orbital route creating unit that creates at least one or more orbital routes in the outer peripheral region of the farm, and the outer peripheral region. In the internal area located inside, a reciprocating route creation unit that creates a reciprocating route consisting of a plurality of straight routes and a turning path connecting the two straight routes and a start point of work running using the reciprocating route are set. It is provided with a start point setting unit for setting a start point and a start point guidance route creating unit for creating a start point guidance route for automatically guiding the work machine satisfying the guidance condition to the start point.

In this configuration, when the preset guidance conditions are satisfied, the work machine is guided to the start point of the work run using the reciprocating route by automatic running with the start point guide route as the target route. Eliminates the need to manually move to the starting point. Positioning the work machine accurately at the start point of work running is a difficult task for a worker who is not skilled in operating the work machine, so the starting point for automatic running can be selected by appropriately selecting the guidance conditions. Creating a guidance route reduces the burden on workers.

In one of the preferred embodiments of the present invention, the guidance condition includes that the difference between the preset guideable direction and the direction of travel of the work machine is within an allowable range. In this configuration, the work machine is guided to the start point by automatic running with the start point guidance route as the target route only by positioning the traveling destination in a preset direction, so that the burden on the worker is reduced. do.

In one of the preferred embodiments of the present invention, the guidance condition includes that at least a part of the working machine is contained in a preset guideable area. In this configuration, when at least a part of the work machine is positioned in the guideable area which is a preset guide startable area, the work machine can automatically travel to the start point, so that the worker can move. The burden is small. If the navigable area is near the doorway of the farm, the work run on the farm will be virtually fully automated.

In one of the preferred embodiments of the present invention, a plurality of the guideable areas are set. In this configuration, if there are a plurality of guideable areas for locating the work machine, which are required for automating the work run, the options are increased. It is convenient for the operator because the operator can select a simpler guideable area.

In one of the preferred embodiments of the present invention, the guideable area is set so that a straight path of a predetermined distance or more can be secured between the center point of the guideable area and the start point.
In this configuration, only the length (space) required to create the start point guidance route can be taken, so the start point guidance route that enables reasonable automatic driving is created, and the burden of automatic control is reduced. NS.

In one of the preferred embodiments of the present invention, at least a part of the starting point guidance path is diverted from a part of the circuit path. Since the starting point is the starting point of the round-trip path set in the internal region, the starting point guidance path is formed in the outer peripheral region. Therefore, the starting point guidance path extends along a part of the circuit path. Therefore, a part of the circuit path can be easily diverted as at least a part of the starting point guidance path. As a result, the burden of creating the starting point guidance route is reduced.

It is necessary for the operator to input various information in the creation of the circuit route, the creation of the round-trip route, the setting of the start point, the creation of the start point guidance route, and the like. In order to facilitate the input of such information, it is convenient to use a graphic interface. From this, in one of the preferred embodiments of the present invention, the information terminal with a touch panel connected to the in-vehicle LAN of the work machine is provided with the circuit route creation unit, the reciprocating route creation unit, and the start point setting unit. When the start point guidance route creation unit is constructed so as to be operable through a graphic user interface and the guidance conditions are not satisfied, guidance for satisfying the guidance conditions is displayed on the screen of the touch panel.

It is important for the operator to grasp whether or not the guidance conditions are satisfied when starting the actual automatic driving. In particular, it is convenient for the operator if it is characteristically displayed on the screen of the information terminal having the graphic interface that the guidance condition is satisfied. For this reason, in one of the preferred embodiments of the present invention, a representation indicating that the guidance condition is satisfied is displayed on the screen of the touch panel. The displayed representation may be characters, but it is better to use illustrations or even moving images to make it easier for the operator to understand.

The number of straight routes of the round-trip route affects the positions of the start point and the end point of the round-trip route. For example, if the number of straight paths is odd, the start point position and the end point position are opposite to each other in the internal region, that is, opposite to each other. If the number of straight paths is even, the start point position and the end point position are on the same side of the internal area. In other words, by changing the number of straight routes, the positional relationship between the start point and the end point, which is important for overall route creation, can be changed. From this, in one of the preferred embodiments of the present invention, the starting point is determined by adjusting the number of the straight paths and the idle running or the number of the straight paths running on the straight path without work. The positional relationship between the vehicle and the end point of the work run using the reciprocating route is adjusted.
This operation can be performed through the touch panel screen of the information terminal both during the creation of the travel route and during the actual work travel. Specifically, when the start point and the end point are on the same side, the number of the straight paths is set to an even number, and when the start point and the end point are on different sides, the straight path It is convenient for route design if the number is configured to be set to an odd number.

Further, even if the number of straight routes of the round-trip route is the same, traveling without work (referred to as idle running or running with empty planting) and traveling with work are duplicated for one straight route. By doing so, the positional relationship between the start point and the end point can be reversed. From this, in one of the preferred embodiments of the present invention, when the number of straight paths is an odd number, the idle running is executed so that the start point and the end point are located on the same side. Can be configured to This operation can be performed through the touch panel screen of the information terminal both during the creation of the travel route and during the actual work travel.

(6) The automatically traveling work machine according to the present invention includes a machine body position calculation unit that calculates the machine body position using satellite positioning, a plurality of object detection sensors attached to the machine body and scanning around the machine body, and the above. The sensor management unit includes an obstacle detection unit that detects an obstacle based on a detection signal from the object detection sensor and a sensor management unit that manages an operation check of the object detection sensor, and the sensor management unit satisfies a predetermined condition. In addition to recording the sensor check execution unit that executes the sensor check process in the case and the operation check flag indicating that the operation of all the object detection sensors has been confirmed through the sensor check process, the effectiveness of the operation check flag is recorded. It has an effectiveness determination unit for determination. The operation confirmation flag here is interpreted not only in the narrow sense of the flag used in programming, but also in the broad sense including data (information) indicating that the object detection sensor has been confirmed to operate. Will be done.

The function to detect obstacles is important for automatic driving, especially for unmanned automatic driving. When obstacle detection is performed based on the detection signal from the object detection sensor, the sensor management unit collaborates with the operator to check whether the object detection sensor is malfunctioning due to the adhesion of mud or water droplets. It is necessary to perform the sensor check process at. However, frequently performing sensor checks during automatic driving imposes a heavy burden on both the operator and the control system. According to the configuration of the present invention, the sensor check execution unit performs the sensor check process only when a predetermined condition is satisfied, so that the burden is suppressed. Further, when the operation of all the object detection sensors is confirmed, an operation confirmation flag indicating that is recorded. As long as this operation confirmation flag is recorded, it is considered that the operating state of the object detection sensor is good, and automatic driving is performed. However, since the sensor check needs to be performed in a timely manner, the operation confirmation flag once recorded is invalidated at a predetermined timing. The timing at which the recorded operation confirmation flag is invalidated, that is, how long the operation confirmation flag is valid is determined by the validity determination unit. Since the judgment conditions in the effectiveness judgment unit differ depending on the type of work, the environmental condition of the work, etc., they are set based on actual experience and experiments for each type of work machine.

In order to prevent workers from neglecting sensor checks, it is also important to make it a habit to perform sensor checks at the start of operation of the work equipment. Therefore, in one of the preferred embodiments of the present invention, an initial sensor check request command for requesting execution of the sensor check process is given to the sensor check execution unit when the working machine is started, and the initial sensor check request is made. When the operation of all the object detection sensors is confirmed through the sensor check process based on the command, the operation confirmation flag is recorded (overwritten) and updated. However, it is troublesome to always perform the sensor check when the work equipment is started (when the key switch is ON) even when the vehicle is not automatically driven. Therefore, it is preferable that the sensor check process can be stopped by the manual operation of the operator. ..

Since this work machine basically performs work at the work place by automatic running, it is preferable that a sensor check is performed before the work machine tries to enter the work place. From this, in one of the preferred embodiments of the present invention, when the machine reaches an area where the machine can enter the work site to be worked on in a state where the operation confirmation flag is invalid, the sensor check process is performed. A pre-work sensor check request command for requesting execution of the above is given to the sensor check execution unit.

When the work machine leaves the work area, it basically runs manually, so obstacle detection using the object detection sensor is unnecessary, so cancel the operation confirmation flag recorded at this timing and next It is preferable to wait for the opportunity of sensor check. However, considering that the work machine temporarily leaves the work area and then immediately returns to the work area to resume work, it is preferable to cancel the operation confirmation flag immediately after the work machine leaves the work area. do not have. From this, in one of the preferred embodiments of the present invention, when the work machine leaves the work site, after a predetermined time has elapsed from the time point, or when the work machine is separated from the work site by a predetermined distance or more. The operation confirmation flag is canceled.

This work machine basically shifts from automatic driving to manual driving when the work at the work site is completed. Therefore, it is preferable that the recorded operation confirmation flag is canceled in preparation for the next automatic driving at the end of the work. However, if the end of the work is temporary, the sensor check must be performed when the next work is resumed. In order to avoid such inconvenience, it is necessary to manage the sensor check by separating the complete work end and the temporary work end (that is, work interruption). From this, in one of the preferred embodiments of the present invention, when the work end command for work end is given, the operation confirmation flag is canceled, and when the work stop command for work stop is given, the work stop command is given. The operation confirmation flag is maintained.

The most reliable sensor check is performed by an operator (including an observer) by arranging a pseudo obstacle within the detection range of the object detection sensor. Since the sensor check is a collaborative work between the control system of the work machine and a human being, it is necessary for the operator to recognize the start of the sensor check. Further, since a plurality of object detection sensors are provided, the operator must grasp the processing result, identify any malfunctioning object detection sensor, and investigate the cause of the defect. Therefore, in one of the preferred embodiments of the present invention, the sensor check execution unit notifies the start of execution of the sensor check process and the processing result of the sensor check process through the notification device.

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

If the sensor check is not performed in a timely manner, the operation confirmation flag will be invalid, but there is a possibility that automatic driving will be performed without the sensor check simply by notifying the operator of this. In order to avoid this, in one of the preferred embodiments of the present invention, if the operation confirmation flag is invalid, automatic driving is prohibited. Regardless of whether or not there is an object detection sensor that is actually malfunctioning, the reliability of automatic driving is improved by prohibiting automatic driving because the sensor check is not performed in a timely manner.

As an object detection sensor, an inexpensive sonar with a simple structure is preferably used. At that time, the sensor management unit is the sonar management unit, and the sensor check execution unit is the sonar check execution unit.

(7) The travel route management system for a work machine capable of automatically traveling on a farm according to the present invention is a material supply side of a material whose work machine consumes a specific side consisting of one or more sides of the outer shape of the farm. A supply side setting unit set as, a round-trip route creation unit that creates a round-trip route including a plurality of straight routes extending toward the material supply side, and the straight-ahead traveling toward the material supply side. A replenishment control management unit that manages replenishment travel control for attracting the work machine to the material replenishment side from the end region of the route, the start region of the straight route traveling next to the route, or both regions. To be equipped. When a round-trip route is created in the internal area of the farm, the round-trip route is also referred to as an internal round-trip route.

Working machines such as rice transplanters, fertilizers, and chemical sprayers use the outer edge of the farm, for example, the side in contact with the farm road as the material supply side in order to replenish the materials to be administered to the farm. Approaches this material supply side. In the above-mentioned work machine, the material is usually replenished in a posture in which the front end or the rear end of the machine is brought close to the material supply side. In the above configuration of the present invention, the material supply side set by the supply side setting unit can be moved forward or backward from the traveling posture on the straight route based on the supply travel control, and is brought closer to the material supply side. Becomes easier.

For work machines such as rice transplanters, seedlings are replenished as material replenishment with the front end of the machine close to the material replenishment side. From this, in one of the preferred embodiments of the present invention, the replenishment traveling control includes a pre-alignment mode in which the front end of the work machine is brought closer to the material replenishment side. , The transition running from the running straight path to the next straight path is stopped, the working machine is brought to the material supply side by straight running as it is, and after the material is replenished, the reverse turning back run is performed next. Head toward the straight route to be traveled. In this configuration, when the front-alignment mode is set, the vehicle travels directly from the traveling straight route toward the material supply side and is brought to the material supply side, so that efficient material supply is performed. Is realized.

Further, in one of the preferred embodiments of the present invention, a temporary stop of the vehicle body as travel control information is assigned to the terminal region of the straight path traveling toward the material supply side. In this configuration, before starting a turning run to enter the next straight path from the running straight path, at this point, the automatic running is interrupted and the time to consider whether to replenish the materials is worked. Can be given to a person.

When the approaching run toward the material supply side by leaving the straight route of the round-trip route is performed by automatic driving, the extension of the straight route to leave is extended to reach the material supply side as the target route for the automatic running. Using a route is efficient because it is not necessary to calculate a special route.
From this, in one of the preferred embodiments of the present invention, the approaching travel to the material supply side in the front approaching mode is performed by automatic traveling with an extension route extending from the straight route as a target route. .. Of course, even if the approaching run is performed manually, such an extension route can be used as a guide route to support the manual run.

When replenishing chemicals in a work machine such as a rice transplanter, seedlings are replenished as material replenishment with the rear end of the machine close to the material replenishment side. From this, in one of the preferred embodiments of the present invention, the replenishment traveling control includes a rear-rearrangement mode in which the rear end of the work machine is brought closer to the material replenishment side, and the replenishment mode. Then, after the transition running from the traveling straight path to the next traveling straight path is completed, the working machine is brought close to the material supply side by the reverse traveling as it is, and after the material is replenished, the next traveling by the forward traveling. Head toward the straight route. In this configuration, the rear end of the work machine reaches the material supply side by moving backward as it is in the attitude of the aircraft trying to travel on the next straight route, so that efficient material supply is realized.

In the approaching run for material salary, the selection of the front approaching mode or the rear approaching mode depends on the type of material to be replenished. The work machine is equipped with a mechanism for detecting the remaining amount of the replenishment material normally installed. Since it is possible to calculate a material shortage or a material shortage from the detected remaining amount of the replenishment material and the amount of material consumed per work run, it is possible to manage the replenishment timing of the replenishment material. Therefore, in one of the preferred embodiments of the present invention, a material supply management unit for determining the supply timing of the supply material based on the calculated remaining amount of the supply material is provided, and the type of material to be replenished can be selected. Depending on the situation, either a front-aligning mode in which the front end of the working machine is brought closer to the material supply side or a rear-moving mode in which the rear end of the working machine is brought closer to the material supply side is selected. This makes it possible to automate the approaching running for replenishing materials. The material supply management unit may also be used by the supply control management unit.

In the approaching run for replenishing materials, the work machine will head for the straight route as the destination after replenishing the materials. Even if the approaching driving is performed manually, it is possible to shift to the automatic driving when the straight route, which is the next traveling route, is captured. From this, in one of the preferred embodiments of the present invention, the replenishment travel control is performed manually by interrupting the automatic traveling, and when the next straight route is captured after replenishing the materials, the automatic traveling is performed automatically. Is restarted. This simplifies the transition from manual driving to automatic driving and reduces the burden on workers.

In one of the preferred embodiments of the present invention, the replenishment running control can be remotely controlled using a remote controller. In this configuration, when replenishing materials, the close-up running is performed manually using a remote controller. For this reason, even if the traveling using the reciprocating route or the like is an unmanned automatic traveling, the operator can manually perform the traveling by approaching from a position away from the working machine, for example, from a ridge, which is convenient.

The setting of the supply side and various settings in route creation are performed based on the operation input by the operator. It is convenient to use a graphic interface in order to facilitate the operator's operation input to such a work machine. From this, in one of the preferred embodiments of the present invention, the information terminal with a touch panel connected to the in-vehicle LAN of the working machine is provided with the supply side setting unit, the reciprocating route creation unit, and the supply control management unit. However, it is constructed so that it can be operated through the graphic user interface, and the selection of the material supply side and the content selection of the supply travel control are performed through the touch panel.

(8) In order to achieve the above object, the work machine according to the embodiment of the present invention is a work machine that travels by the driving force output from the power source while performing the work, and the angle of the swash plate is set. A stepless speed changer that shifts the driving force by being changed, a vehicle speed control tool that controls the angle of the swash plate, a swash plate angle detector that detects the angle of the swash plate, and the vehicle speed control tool. It is provided with an operation position detector for detecting the operation position of the above and an actuator for adjusting the angle of the swash plate according to the operation position detected by the operation position detector.

With such a configuration, the vehicle speed controller and the continuously variable transmission are not directly connected. Even in such a case, the actuator adjusts the angle of the swash plate of the continuously variable transmission according to the operating position of the vehicle speed operating tool detected by the operating position detector. Then, the angle of the swash plate is detected by the swash plate angle detector, the operation position of the vehicle speed control tool detected by the operation position detector is compared with the detected angle of the swash plate, and the operation position of the vehicle speed control tool is compared. It can be confirmed whether or not the angle of the swash plate is set, and whether or not the traveling vehicle speed is set according to the operation position of the vehicle speed control tool.

Further, an accelerator lever that increases or decreases the number of rotations corresponding to the driving force output from the power source and an accelerator detector that detects the operating position of the accelerator lever may be provided.

With such a configuration, it is possible to accurately output the number of revolutions according to the operating position of the accelerator lever.

Further, the vehicle speed control tool is operated in the forward direction and the reverse direction with the neutral position in between, the operation path is cranked at the neutral position, the vehicle speed control tool is fixed to the lever holding portion, and the lever holding portion is a gear. A neutral holding that is integrally provided, the gear swings around an axis with the operation of the vehicle speed control tool, and the lever holding portion urges the vehicle speed control tool in a direction intersecting the forward direction or the reverse direction. It may have a mechanism and a holding mechanism may be provided between the gear and the shaft.

The vehicle speed control tool is only moved on a predetermined route, and it is not easy to accurately position the vehicle speed control tool at a desired position. Further, if the operating position of the vehicle speed control tool moves unintentionally, the proper traveling vehicle speed cannot be operated. As described above, by providing the neutral holding mechanism, it becomes easy to maintain the vehicle speed control tool in the neutral position. Further, by providing the holding mechanism, a certain resistance force can be given to move the operating position of the vehicle speed control tool. As a result, the feeling of operation for moving the operation position of the vehicle speed control tool is improved, and the vehicle speed control tool can be operated with high accuracy.

Further, an information terminal may be provided in which the operating position of the vehicle speed operating tool is converted into the number of gears and displayed.

By displaying the number of gears corresponding to the vehicle speed control tool, the driver can intuitively grasp the traveling vehicle speed and easily operate the traveling vehicle speed.

Further, the work machine according to the embodiment of the present invention is a work machine that performs work travel by automatic travel along a predetermined travel route, and includes an automatic travel control unit that controls automatic travel, and the automatic travel control unit is provided. The traveling control unit controls the deceleration start position so as to start decelerating the traveling vehicle speed by a predetermined distance from the end of the straight traveling when shifting from the straight traveling to the turning traveling, and the distance Is controlled so that the faster the traveling vehicle speed, the longer the vehicle.

Turning running is slower than straight running. In order to reduce the traveling vehicle speed of straight-ahead traveling to the traveling vehicle speed of turning traveling, it is necessary to start deceleration from the middle of straight-ahead traveling. At this time, if the acceleration of deceleration is steep, the field is roughened, or if the driver is on board, the driver feels uncomfortable. By setting the deceleration start position farther according to the traveling vehicle speed, it is possible to prevent the deceleration acceleration from becoming steep.

Further, the maximum vehicle speed of work travel is set, and the automatic travel control unit may control the distance so that the faster the maximum vehicle speed, the longer the distance.

If the maximum vehicle speed is set, the traveling vehicle speed will be less than or equal to the maximum vehicle speed. By making the deceleration start position farther according to the maximum vehicle speed, it is possible to more accurately suppress the deceleration acceleration from becoming steep.

Further, the automatic driving includes a manned automatic driving mode and an unmanned automatic driving mode, and the deceleration start position may be adjusted at the time of the manned automatic driving mode.

In the unmanned automatic driving mode, the driver often does not board, whereas in the manned automatic driving mode, the driver is required to board. With the above configuration, it is possible to prevent the deceleration acceleration from becoming steep preferentially in the manned automatic driving mode in which the deceleration acceleration is required to be steeper than in the unmanned automatic driving mode. ..

Also, the acceleration for deceleration of the traveling vehicle speed may be set.

The acceleration of deceleration that you feel is inappropriate differs depending on the work conditions, field conditions, and the driver on board. With the above configuration, it is possible to decelerate at an appropriate acceleration suitable for the situation.

Further, the automatic driving control unit may notify that fact when starting deceleration.

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

Further, a vehicle speed control tool for controlling the traveling vehicle speed is provided, and the turning vehicle speed at the time of turning is predetermined, and the automatic traveling control unit turns at the turning vehicle speed regardless of the operating position of the vehicle speed control tool. It may be controlled to run.

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

Further, the work machine according to the embodiment of the present invention is a work machine that performs work while automatically traveling along a predetermined travel path, and is seated in a driver's seat and the driver's seat. A seating sensor for detecting seating and an automatic driving control unit for controlling automatic driving are provided, and the automatic driving control unit performs a predetermined driving restriction when the seating sensor does not detect seating in automatic driving. To control.

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

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

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

Further, the traveling restriction may be a control that does not start automatic driving when the seating sensor does not detect seating at the start of automatic driving.

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

Further, at least when the turning running is started and when the reverse running is started, the automatic running control unit gives a predetermined notification when the seating sensor does not detect the seating during the automatic running. Control may be performed as it is.

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

Further, the driver's seat may be configured to be rotatable, and wirings connected to the seating sensor may be arranged along the rotation fulcrum of the driver's seat.

With such a configuration, it is possible to prevent the wiring from being damaged.

(9) In order to achieve the above object, the working machine according to the embodiment of the present invention is a working machine that travels by a driving force output from a power source while performing work, and operates the power source. When an operation of stopping the operation of the battery charged inside and supplying electric power, the sensor for detecting the charge amount of the battery, and the power source is performed, the charge amount of the battery becomes a predetermined number. When the sensor detects that the amount of charge is 1 or less, it includes a charge control unit that continues the operation of the power source.

With such a configuration, even when the capacity of the battery is low, when the power source is stopped, the operation of the power source can be continued until the capacity of the battery is restored. It is possible to prevent the work running from being delayed.
Further, the charge control unit may stop the operation of the power source when the sensor detects that the charge amount of the battery becomes a second charge amount equal to or more than the predetermined first charge amount.

With such a configuration, the power source can be appropriately stopped while sufficiently recovering the capacity of the battery.

Further, the charge control unit may be stopped after the operation of the power source is continued for a predetermined time.

Even with such a configuration, the power source can be appropriately stopped while sufficiently recovering the capacity of the battery.

Further, the charge control unit may notify that the operation is continued when the operation of the power source is continued.

When the control to continue the operation of the power source is performed, the operation of the power source continues contrary to the intention of the driver who performed the operation to stop the power source. At this time, the driver can recognize that the operation of the power source is continued in order to charge the battery by being notified that the operation of the power source is continued due to insufficient capacity of the battery. You can understand that it is not a malfunction.

Further, running and work may be stopped while the operation of the power source is continued.

The fact that the driver has performed an operation to stop the power source is premised on the state of stopping the work running. Therefore, even if the operation of the power source is continued, it is appropriate that the traveling and the work are stopped during that time.

Further, the charge control unit may increase the rotation speed of the power source when continuing the operation of the power source.

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

Further, the vehicle speed control tool for controlling the traveling vehicle speed may be provided, and the vehicle speed control tool may be set to the neutral position when the operation of the power source is continued.

With such a configuration, it is possible to suppress the aircraft from traveling while the operation of the power source is continued. Further, when the power source is operated, if the vehicle speed control tool is positioned at a position other than the neutral position, the aircraft will unintentionally start. The vehicle speed control tool is set to the neutral position while the power source is operating, and the vehicle speed control tool is set to the neutral position even when the power source is stopped. The tool remains in the neutral position, which can prevent the aircraft from unintentionally starting.

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

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

(10) In order to achieve the above object, the work machine according to the embodiment of the present invention is a work machine that performs work running by automatic running, and detects obstacles in a predetermined area around the machine body as a detection range. The obstacle detection device includes one or more front obstacle detection devices having a detection range in front of the machine, and one or more rear obstacle detection devices having a detection range in the rear of the machine. , Includes one or more lateral obstacle detection devices whose detection range is lateral to the side of the aircraft.

When working on a work area such as a field, if an obstacle exists in the work area, the aircraft may collide with the obstacle and the aircraft may be damaged or it may not be possible to perform appropriate work. Therefore, in automatic driving, it is necessary to detect an obstacle and perform control to avoid a collision with the obstacle.

With the above configuration, obstacles in the required areas on all four sides of the aircraft can be detected, and appropriate automatic driving can be performed in consideration of the existence of obstacles.

Further, the number of the front obstacle detection devices may be the same as or less than the number of the rear obstacle detection devices.

With such a configuration, it is possible to accurately detect obstacles behind the machine body where it is difficult to secure an appropriate detection range due to the presence of work equipment and the like.

Further, the work machine according to the embodiment of the present invention is a work machine that performs work running by automatic running, and includes an obstacle detection device that detects an obstacle with a predetermined area around the machine body as a detection range. As the obstacle detection device, a plurality of front obstacle detection devices having a detection range in front of the machine, one or more rear obstacle detection devices having a detection range in the rear of the machine, and a detection range in the lateral side of the machine 1 Alternatively, the number of the front obstacle detection devices may be larger than the number of the rear obstacle detection devices, and the number of the front obstacle detection devices may be larger than the number of the lateral obstacle detection devices.

Work running is generally done by forward running. By providing a large number of pre-obstacle detection devices for detecting obstacles in front of the machine body in forward traveling, it is possible to more accurately detect obstacles in working traveling.

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

With such a configuration, the wiring connecting the obstacle detection device and the detection control device to be controlled can be efficiently arranged.

Further, the detection control device for controlling the obstacle detection device is provided, the detection control device controls the obstacle detection device within a predetermined number, and the number of the obstacle detection devices is controlled by the detection control device. It may be an integral multiple of the number that can be created.

With such a configuration, even if a detection control device is used in which the number of obstacle detection devices that can be controlled is limited, the obstacle detection device and the detection control device can be efficiently provided.

Further, the detection control device that controls the front obstacle detection device is arranged in the front region of the airframe in a plan view, and the detection control device that controls the rear obstacle detection device is a rear portion of the airframe in a plan view. It may be arranged in the area.

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

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

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

Further, the detection control device that controls the lateral obstacle detection device and the rear obstacle detection device may be arranged in an area surrounded by the lateral obstacle detection device and the rear obstacle detection device.

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

Further, the detection control device that controls the post-obstacle detection device may be detachable from the outside of the machine body.

With such a configuration, maintenance of the detection control device can be facilitated, and a post-obstacle detection device can be retrofitted.

Further, the detection control device that controls the rear obstacle detection device may be provided at a position away from the hydraulic hose arranged on the machine body.

Since the hydraulic hose moves with the operation, if the wiring is placed close to the hydraulic hose, the wiring may be damaged. With the above configuration, it is possible to prevent the wiring from being damaged by the hydraulic hose.

Further, a power source for traveling the aircraft and an engine frame supporting the power source are provided, four or more front obstacle detection devices are provided, and two of the front obstacle detection devices from the center of the aircraft are provided. , May be supported by a member extending from the engine frame.

With such a configuration, it is possible to more accurately detect obstacles in the front central region of the machine in the direction of travel most necessary for work driving.

Further, a power source for traveling the aircraft and an engine bonnet in which the power source is housed may be provided, and at least one of the front obstacle detection devices may be supported by the engine bonnet.

Even with such a configuration, it is possible to more accurately detect obstacles in the front central region of the machine in the direction of travel most necessary for work driving.

Further, the front obstacle detection device may be installed upward with respect to the horizontal direction of the airframe from the direction in which the rear obstacle detection device and the lateral obstacle detection device are installed.

When the aircraft travels forward, mud lumps and mud surfaces generated by turning in the turning area may be erroneously detected as obstacles. With the above configuration, it is possible to suppress such false detection of mud lumps and mud surfaces. Further, by pointing the front obstacle detection device upward, it is possible to suppress the adhesion of mud scattered with traveling.

Further, the lateral obstacle detection device may be supported by a rear step provided in the rear region of the airframe.

With such a configuration, obstacles on the side of the aircraft can be detected with high accuracy.

Further, the lateral obstacle detection device is supported in the vicinity of a spare seedling support frame on which a spare seedling storage device provided in the aircraft is supported, or a positioning unit that receives radio waves from a satellite to calculate the position of the aircraft. You may.

Even with such a configuration, obstacles on the side of the aircraft can be detected with high accuracy.

Further, the rear obstacle detection device may be provided in a non-operating portion in the rear region of the airframe.

If an obstacle detection device is installed in the moving part, it becomes difficult to properly detect the obstacle when the part is in operation. Further, in the rear part of the machine body, there are many working devices such as working devices. With the above configuration, obstacles behind the aircraft can be detected with high accuracy.

Further, the post-obstacle detection device may be provided above the seedling stand provided on the machine body or above the mudguard cover provided on the chemical spraying device.

With such a configuration, it is possible to prevent mud from adhering to the rear obstacle detection device, and it is possible to accurately detect obstacles behind the aircraft.

Further, a plurality of the rear obstacle detection devices may be provided, and the rear obstacle detection devices may be provided outward from the front-rear direction of the aircraft.

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

Further, the rear obstacle detection device may be provided in three or more side by side on the upper part of the seedling stand provided on the machine body, and each of the rear obstacle detection devices may be provided in the rear direction parallel to the front-rear direction of the machine body.

With such a configuration, a required number of rear obstacle detection devices can be provided, and obstacles behind the aircraft can be detected with high accuracy.

Further, a plurality of the rear obstacle detection devices may be provided, and may be provided side by side in the left-right direction intersecting the front-back direction of the machine body with the drug spraying device provided on the machine body interposed therebetween.

The chemical spraying device is installed at a position protruding to the rear of the machine, which is an obstacle when securing the detection range of the rear obstacle detection device. With the above configuration, the detection range of the rear obstacle detection device provided across the drug spray device can complement each other's blind spots caused by the drug spray device, and the detection range for detecting obstacles behind the machine body can be easily set. Can be secured.

Further, the obstacle detection device may be provided in an area above the step where the aircraft is provided.

With such a configuration, obstacles around the aircraft can be detected with high accuracy.

Further, the obstacle detection device may be provided at a position overlapping the steps provided on the machine body in a plan view.

If the obstacle detection device is installed at a position where it protrudes from the machine, mud or the like tends to adhere, and sufficient obstacle detection may not be possible. With the above configuration, it is possible to prevent mud from adhering to the obstacle detection device, and to continuously detect obstacles during automatic driving.

(11) In order to achieve the above object, the work machine according to the embodiment of the present invention is a work machine that performs work running by performing work while performing automatic running, and covers a predetermined area around the machine body. The detection range includes an obstacle detection device that detects an obstacle and an automatic driving control unit that controls driving according to the detection result of the obstacle detecting device. The automatic driving control unit travels at the start of automatic driving. Automatic driving is controlled including a start suppression mode in which whether or not the vehicle can be started is determined from the obstacle detection result, and an obstacle detection mode in which automatic driving is controlled according to the obstacle detection result during automatic driving. ..

When working on a work area such as a field, if an obstacle exists in the work area, the aircraft may collide with the obstacle and the aircraft may be damaged or it may not be possible to perform appropriate work. Therefore, in automatic driving, it is appropriate to detect an obstacle and perform control to avoid a collision with the obstacle.

In addition, during automatic driving, it is necessary to change the traveling route or stop the traveling according to the presence of obstacles, whereas at the start of traveling by automatic driving, if there are obstacles, the vehicle travels. It is appropriate not to start.

Therefore, when controlling automatic driving according to the detection result of an obstacle, the control state is divided into a start suppression mode in which control is performed at the start of automatic driving and an obstacle detection mode in which control is performed during automatic driving. Is appropriate. As a result, it is possible to appropriately control automatic driving according to the traveling state.

Further, as the obstacle detection device, one or a plurality of front obstacle detection devices having a detection range in front of the machine, one or a plurality of rear obstacle detection devices having a detection range in the rear of the machine, and lateral sides of the machine are used. It may be provided with one or a plurality of lateral obstacle detection devices as a detection range.

With such a configuration, obstacles in an appropriate range according to the driving condition can be detected, and appropriate automatic driving control can be performed according to the driving condition.

Further, the lateral obstacle detection device may include the vicinity of the boarding / alighting step that the driver passes when boarding in the detection range.

Drivers and the like generally board the aircraft using the boarding / alighting steps. In particular, when the driver or the like is trying to get on and off the aircraft at the time of starting the traveling, it is inappropriate to start the traveling.
With the above configuration, it is possible to accurately detect a driver or the like who is about to get on and off the aircraft.

Further, the automatic traveling control unit may detect the obstacles in front of the direction in which the aircraft travels and on the lateral sides of the aircraft in the start suppression mode.

When starting to run, it is necessary to detect obstacles in front of the aircraft in the direction of travel. Further, as described above, it is preferable to detect a driver or the like who is about to get on and off the aircraft. With the above configuration, obstacles in a range required when traveling is started are appropriately detected.

Further, the automatic driving control unit includes an obstacle determination unit that determines whether or not the obstacle detected by the obstacle detection device is a muddy surface, and the automatic driving control unit is operated by the obstacle determination unit in the start suppression mode. The obstacle determined to be a muddy surface may be recognized as not the obstacle and automatic driving may be controlled.

It is necessary to widen the detection range of obstacles in order to perform appropriate automatic driving. On the other hand, since the airframe runs on the upper surface of a work area such as a field, it is possible that the surface of the work area such as a mud surface may be detected. Detecting a mud surface or the like hinders proper automatic driving. With the above configuration, even if a mud surface or the like is detected, it can be controlled so as not to be recognized as an obstacle, so that the running can be started appropriately.

In addition, the automatic driving control unit includes an obstacle determination unit that determines whether or not the obstacle detected by the obstacle detection device is a moving person, and the automatic driving control unit determines only a moving person in the start suppression mode. It may be recognized as the obstacle and the automatic running may be controlled.

At the start of driving, the most problematic obstacle is the moving person. With the above configuration, the start of running is appropriately controlled according to the obstacle, and the start of running can be started more appropriately.

Further, as the obstacle detection device, one or a plurality of front obstacle detection devices having a detection range in front of the aircraft and one or a plurality of rear obstacle detection devices having a detection range in the rear of the aircraft are provided, and the automatic traveling is performed. In the obstacle detection mode, the control unit may control automatic driving by using the front obstacle detection device when traveling forward, and may control automatic driving by using the rear obstacle detection device when traveling backward.

While driving, it is most appropriate to detect obstacles in front of the aircraft in the direction of travel. With the above configuration, appropriate obstacles are detected according to the traveling state, and automatic driving is appropriately continued.

Further, as the obstacle detection device, one or a plurality of lateral obstacle detection devices having a detection range on the lateral side of the machine body are provided, and the automatic driving control unit is in the obstacle detection mode during forward traveling and reverse traveling. The automatic traveling may be controlled by using the lateral obstacle detection device.

Obstacles may approach the aircraft during automatic driving. Obstacles may approach from the side of the aircraft. With the above configuration, obstacles that hinder driving can be detected more reliably, and automatic driving can be continued more appropriately.

Further, the traveling control unit may control automatic traveling by using all the obstacle detecting devices during forward traveling and reverse traveling in the obstacle detection mode.

With such a configuration, obstacles can be detected more accurately, and automatic driving can be continued more appropriately.

Further, the vehicle includes an obstacle determination unit that determines whether or not the obstacle detected by the obstacle detection device is approaching, and the automatic driving control unit approaches when traveling backward in the obstacle detection mode. The automatic driving may be controlled based on the obstacle.

With such a configuration, it is possible to maintain the efficiency of work running while detecting the minimum necessary obstacles.

Further, as the obstacle detection device, one or a plurality of front obstacle detection devices having a detection range in front of the machine, one or a plurality of rear obstacle detection devices having a detection range in the rear of the machine, and lateral sides of the machine are used. It is provided with one or a plurality of lateral obstacle detection devices as a detection range, and the detection range of the lateral obstacle detection device is narrower than the detection range of the front obstacle detection device and the detection range of the rear obstacle detection device. Is also good.

Various devices project from the side area of the aircraft. If the obstacle detection device detects these devices as obstacles, it will hinder work driving. With the above configuration, the possibility of erroneously detecting these devices as obstacles can be suppressed, and appropriate work running can be performed.

Further, the detection range of the obstacle detection device in the obstacle detection mode may be narrower than the detection range of the obstacle detection device in the start suppression mode.

While it is appropriate to detect obstacles in a wider range at the start of running, it is also necessary to suppress false detections during running from the viewpoint of continuity of work running. With the above configuration, obstacles can be detected within an appropriate detection range according to the traveling state.

Further, the detection range of the obstacle detection device in the obstacle detection mode may be widened as the distance from the ridge increases.

Because it travels inside the field during work, the distance to the ridges provided on the outer periphery of the field constantly changes. Generally, when a ridge enters the detection range of an obstacle, the ridge is detected as an obstacle. The travel route is generated in consideration of the ridges. Therefore, even if the ridge is detected in relation to the length of the detection range of the obstacle, there should be no hindrance to the work running. With the above configuration, the possibility of detecting the ridge as an obstacle is reduced by optimizing the length of the detection range of the obstacle according to the distance from the ridge. As a result, the work running can be continued appropriately.

Further, as the obstacle detection device, a plurality of front obstacle detection devices having a detection range in front of the aircraft are provided, and when turning, the front obstacle detection device in the obstacle detection mode is the front obstacle inside the turn. The detection device may have a wider detection range.

In turning, the aircraft moves in the turning direction as it runs. With the above configuration, it is possible to more appropriately detect obstacles in front of the aircraft in the traveling direction, and more appropriately detect obstacles that hinder work traveling.

Further, as the obstacle detection device, one or a plurality of rear obstacle detection devices having a detection range behind the machine body are provided, and the detection range of the front obstacle detection device is the front side of the spare seedling storage device provided in the machine body. It may be outside the locus drawn by the outermost end portion, and the detection range of the rear obstacle detection device may be outside the locus drawn by the outermost rear end portion of the sliding plate guard provided on the aircraft.

With the above configuration, the maximum detection range can be secured while suppressing false detection.

Further, the automatic running includes a reciprocating work run performed on the inner region of the field and a lap work run performed on the outer peripheral region of the field, and the lap work run includes the outermost work run and is said to be automatic. In the obstacle detection mode, the traveling control unit may control automatic traveling based on the obstacle during the reciprocating work traveling.

With such a configuration, it is possible to perform automatic traveling in consideration of obstacles in reciprocating work traveling.

Further, the automatic traveling control unit may control automatic traveling based on the obstacle even in the outermost working traveling in the obstacle detection mode.

With such a configuration, it is possible to perform automatic traveling in consideration of obstacles even in the outermost working traveling.

Further, before the automatic driving is started, the obstacle detection device does not control the automatic driving using the detection result, and when the automatic driving is started, the automatic driving using the detection result together with the notification is performed. Control may be initiated.

Before the start of running by automatic control, even if an obstacle is detected, the control according to the detection result is not performed, and the control according to the detection result is performed from the time when the running is started. Then, when the control is started, a notification to that effect is given. As a result, the control operation is performed only when necessary, the automatic driving control unit operates efficiently, and the driver or the like can accurately recognize that the control is performed according to the detection result.

Further, when the obstacle is detected, the automatic driving control unit may set the main transmission for controlling the traveling vehicle speed to the neutral position and maintain the engine speed.

With such a configuration, the aircraft is stopped when an obstacle is detected, but it is possible to maintain a state in which work running can be resumed as soon as the obstacle is eliminated, and efficient work running can be performed. You can continue.

Further, the obstacle detection device may include at least one of a sonar sensor, a laser sensor, an image analysis device, and an analysis using a machine-learned trained model.

With such a configuration, obstacles can be detected using the optimum obstacle detection device.

(12) The working machine of the present invention has a self-propelled vehicle, a work device located behind the self-propelled vehicle, a control unit that controls automatic work traveling, and a control mode of the control unit outside the self-propelled vehicle. The laminated light is provided on the outer peripheral portion of the self-propelled vehicle.

According to this configuration, even when the worker monitors the automatic work running of the work machine at a place away from the work machine, it is easy to see the laminated light, so that the running state of the work machine that automatically runs based on the display by the laminated light. And work status is easy to know.

In the present invention, the working device has a seedling stand, a planting mechanism for taking out seedlings from the seedling stand and planting the taken out seedlings in a field, and spare seedlings arranged in a plurality of upper and lower stages on the self-propelled vehicle. It is preferable that the stacking lamp is provided at a position higher than the uppermost preliminary seedling loading platform among the upper and lower plurality of preliminary seedling loading platforms.

According to this configuration, the uppermost spare seedling stand is generally provided at a high position, and the laminated light is located at a higher position than the uppermost spare seedling stand, so that the display of the laminated light is easier to see and the work equipment can be used. It is easier to know the driving situation and work situation.

In the present invention, the self-propelled vehicle is provided with a positioning unit that receives radio waves from satellites of the global navigation satellite system to acquire position information of the self-propelled vehicle, and the self-propelled vehicle is provided with a vehicle body vertical direction. The positioning unit is supported by the upper end side portion of the support frame, and the laminated lamp is the lower end portion of the support frame lower than the upper end side portion. The support frame is supported by a side portion, and the support frame is in a state in which the upper end side portion is lifted and swung with respect to the lower end side portion to position the positioning unit in an ascending use position, and the upper end side portion is said. It is preferable that the positioning unit can be changed to a state in which the positioning unit is positioned in the descending storage position by being swung downward with respect to the lower end side portion.

According to this configuration, even if the positioning unit is switched from the ascending use position to the descending storage position, the laminated lamp is supported by the lower end side of the support frame and remains in the same posture as when used. The same support frame is used for the support and the support of the positioning unit to simplify the support structure, but even if the positioning unit is stored at a lower position than when it is used, for example, it is difficult for car wash water or rainwater to enter the laminated light. Can be maintained.

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

According to this configuration, even if the antenna when used is supported by the upper end side of the support frame that is swung up and down and is located at a high position, when the positioning unit is stored, the antenna is moved from the upper end side. It can be removed, for example, to prevent the antenna from sticking to the upper end side and descending to hit surrounding members.

In the present invention, the self-propelled vehicle is provided with a sonar sensor for detecting obstacles to the running of the self-propelled vehicle, a sonar control device for controlling the sonar sensor, the laminated lamp, the sonar control device, and the antenna. It is preferable that the receiving device linked with the above is provided on one of the lateral sides of the self-propelled vehicle.

According to this configuration, the laminated light, the sonar control device, and the receiving device are located on one side of the self-propelled vehicle, so that, for example, when inspecting or repairing the laminated light, the sonar control device is inspected and the receiving device is inspected. It is easy to perform the inspection together.

In the present invention, it is preferable that a battery is provided on both side portions of the self-propelled vehicle on the side portion on which the laminated light, the sonar control device, and the receiving device are provided. ..

According to this configuration, since the laminated light, the sonar control device, the receiving device, and the battery are located on one side of the self-propelled vehicle, the wiring for supplying power from the battery to the laminated light, the sonar control device, and the receiving device. Can be shortened.

In the present invention, it is preferable that the self-propelled vehicle is provided with spare seedling stands arranged in a plurality of upper and lower stages, and the upper and lower multiple stages of spare seedling stands are supported by the support frame.

According to this configuration, the same support frame is used for the support of the positioning unit and the support of the spare seedling stand, so the support structure of the positioning unit and the spare seedling stand can be simplified.

(13) In order to achieve the above object, the work machine according to the embodiment of the present invention is a work machine that performs work running by automatic running, and includes a notification device for notifying a warning, and the notification device is automatically. A warning is issued at least at least during reverse driving during driving, turning during automatic driving, and at the start of automatic driving.

During automatic driving, even if the driver is on board the aircraft, the awareness of the aircraft's driving tends to be low. In particular, when traveling other than straight-ahead driving, which is normal work driving, or when the aircraft starts traveling from a stopped state, the driver may feel uncomfortable if the consciousness is low. Even in such a case, the notification to that effect makes it easier for the driver to be aware of it, and the discomfort felt by the driver can be alleviated. In addition, even if there is a person around the aircraft, the movement of the aircraft can be easily detected, which is an opportunity for the surrounding people to pay attention to the aircraft.

Also, the warning may be a voice warning.

With such a configuration, the driver can easily notice the warning regardless of the driver's condition, and the driver is less likely to feel discomfort.

In addition, it is equipped with a vehicle speed control tool that controls the vehicle speed, and automatic driving includes manned automatic driving that requires the driver to board and unmanned automatic driving that does not require the driver to board. The work running by the unmanned automatic running is started or restarted by operating the vehicle speed control tool at a position other than the neutral position, and the work running by the unmanned automatic running is a condition for starting or restarting when the vehicle speed control tool is in the neutral position. It may be.

With such a configuration, the driver can easily operate the start of running during manned automatic running. In addition, since unmanned automatic driving automatically controls the start of driving, it is not necessary to operate the vehicle speed control tool, but when the vehicle speed control tool is operated to a position other than the neutral position and the automatic driving is canceled, At that moment, the aircraft starts running. With the above configuration, the vehicle speed control tool is operated to the neutral position during unmanned automatic driving, so that it is possible to prevent the aircraft from unintentionally traveling after the automatic driving is canceled.

In addition, it is equipped with a remote controller that can be remotely controlled from a position away from the aircraft, and an automatic travel start / stop switch that is installed on the aircraft to operate the start and stop of work travel by automatic driving, and is equipped with unmanned automatic driving. In the case of, the work running may be started or restarted only when the remote controller is operated, and in the case of manned automatic running, the work running may be started or restarted only when the automatic running start / stop switch is operated. ..

In the case of unmanned automatic driving, it is not necessary for the driver to board, so it is appropriate to be able to give instructions to start driving from a position away from the aircraft using the remote control. In the case of manned automatic driving, since the driver is on board, it is appropriate that the aircraft is provided with an operating tool for instructing the start of driving. With the above configuration, it is possible to perform a work running start operation according to the necessity of the driver in the automatic running.

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

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

Further, a work operation tool for operating the work device and an information terminal for displaying information are provided, and in manned automatic driving, the movement operation of the vehicle speed operation tool and the operation of the work operation tool are performed manually with guidance. When an operation is required and an operation for moving the vehicle speed control tool to a neutral position is required or an operation for shifting to a working state of the work device is required, the guidance is provided by a predetermined number of voice guidances. After being performed by the device, it may be performed by displaying it on the information terminal until the corresponding operation is performed.

Even if the driver knows the necessary operations, it may not be possible to operate immediately depending on the conditions of the aircraft and the work area. In such a case, if the voice guidance is continuously transmitted, the driver may feel annoyed. With the above configuration, it is possible to suppress discomfort and continue necessary guidance while suppressing such annoyance.

In addition, guidance may be given to encourage the vehicle speed control tool to be operated from the neutral position in the traveling direction at the start and restart of the work running by manned automatic running.

With such a configuration, it is possible to start work running with high accuracy.

Further, when the manned automatic driving is started and restarted, even if the vehicle speed control tool is operated from the neutral position in the direction opposite to the traveling direction, the traveling may not be started.

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

Further, when changing the direction, it is not necessary to operate the vehicle speed control tool even when the forward / backward movement is switched.

A predetermined operation is required for manned automatic driving. In the case of a change of direction along a travel route, the operation of the aircraft in the change of direction is constant and can be performed in the flow of automatic driving.
With the above configuration, work running can be continued continuously and smoothly.

Further, the continuously variable transmission for adjusting the traveling vehicle speed is provided, and when it is necessary to move the vehicle speed control tool to the neutral position and the continuously variable transmission is not in the neutral position, the vehicle speed control tool is provided. Guidance may be given to encourage the movement operation to the neutral position.

With such a configuration, guidance is given when the angle of the swash plate of the continuously variable transmission that directly corresponds to actual driving is not in the neutral position (state in which driving force is not transmitted), and guidance that is more in line with actual driving is provided. Is done.

Further, when an operation contrary to the preset automatic driving is performed, guidance to perform the operation according to the automatic driving may be notified until the operation according to the automatic driving is performed.

With such a configuration, it is possible to more reliably promote an operation in accordance with a predetermined automatic driving, and it is possible to continue an appropriate automatic driving.

Further, the work traveling is automatic traveling of the internal reciprocating route in the inner region of the work site, automatic traveling of the inner peripheral route of the outer peripheral region, and manned automatic traveling on each side of the outer peripheral route of the outer peripheral region. A guidance start area is provided in the work area, and when the aircraft is stopped in the guidance start area, it is guided by manned automatic traveling to the start point of the internal round-trip route, and the start of automatic traveling is automatically started by the internal round-trip route. Start of running, start of automatic running of the inner orbital route, start of manned automatic running on each side of the outer orbital route, start of guidance from the guidance start area, and to the running route when materials are replenished. It may be the return of.

With such a configuration, automatic driving can be started in an appropriate state. In particular, by setting each side of the outer peripheral route as an independent automatic traveling, even if an unexpected situation occurs during the turning traveling of the outer peripheral route, the working traveling can be resumed more easily.

In addition, the manned automatic driving in the guidance from the guidance start area is performed forward after the vehicle moves backward, guidance is given to encourage the vehicle speed control tool to be operated to the reverse position, and after the predetermined reverse travel is performed. , Manned automatic driving in the guidance from the guidance start area may be performed by providing guidance for urging the vehicle speed control tool to be operated to the forward position.

With such a configuration, guidance to the starting point of the internal round-trip route is appropriately performed.

Further, a work operating tool for operating the work device is provided, and it is necessary to operate the vehicle speed operating tool in the forward direction at the start of manned automatic traveling on the first side of the outer circuit path, and manned automatic traveling on other sides. It is not necessary to operate the vehicle speed operating tool at the start of the operation, and it may be necessary to operate the working operating tool in a non-operating state before turning between the sides.

With such a configuration, with regard to running, the running is continued only by first operating the vehicle speed control tool, and it is only necessary to perform the operation of deactivating the work device, so that the work running can be continued with a simple operation. be able to.

Further, after the end of turning, it may be necessary to operate the work operating tool in the operating state at the start of work running on the next side.

With such a configuration, it is possible to more easily continue the work running after the start of running only by operating the work device.

Further, it may be possible to set whether or not to automatically perform the state displacement of the work operating tool that is performed when turning between each side and when starting work running on the next side after the end of turning.

Since a certain movement is performed during turning, it is relatively easy to perform automatic control. When the configuration is such that the turning can be performed by automatic control, the driver can select whether or not to perform the turning by automatic control, so that the automatic traveling suitable for the working state can be performed.

Further, the work machine according to the embodiment of the present invention is a work machine that performs work running by automatic running, and is a vehicle speed control tool that controls the vehicle speed and a first vehicle speed control tool that displaces the vehicle speed control tool according to a running state. It includes an actuator and a clutch that switches the vehicle speed controller and the first actuator between a connected state and a disconnected state. The vehicle speed controller is displaced to a forward position and a reverse position via a neutral position, and is in a neutral position. Then, the clutch is in the disengaged state.

If the forward position and the reverse position of the vehicle speed controller are not aligned in a straight line, it is impossible to perform the displacement between the forward position and the reverse position with one actuator. In the neutral position connecting the forward position and the reverse position, the vehicle speed controller and the actuator are disconnected by the clutch, so that the displacement between the forward position and the reverse position can be performed.

Further, a second actuator that displaces the vehicle speed control tool in the neutral position may be provided.

With such a configuration, the vehicle speed control tool can be displaced between the forward position and the reverse position by the second actuator in a state where the connection between the vehicle speed control tool and the first actuator is disconnected, and the vehicle speed control tool can be displaced. Can be automatically displaced from the forward position to the reverse position by two actuators.

Further, a notification device for notifying a warning may be provided, and when the vehicle speed control tool is displaced, the notification device may notify the operating status of the vehicle speed control tool.

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

Further, the vehicle speed control tool may be maintained in the forward position when moving backward due to a change of direction.

In the case of a change of direction along the travel route, the movement of the aircraft during the change of direction is constant and is performed in the flow of automatic driving. Therefore, in this case, it is less necessary for the driver to be interested in the running state of the aircraft, and it is possible to suppress unnecessary notification.

Further, a brake used for decelerating the traveling vehicle speed is provided, and the vehicle speed controller may be displaced according to the operation of the brake.

With such a configuration, the vehicle speed controller is displaced according to the traveling vehicle speed that changes according to the operation of the brake, and the driver can imagine the traveling vehicle speed from the position of the vehicle speed controller.

(14) The working machine of the present invention includes a self-propelled vehicle, a driving unit provided in the self-propelled vehicle, a working device located behind the self-propelled vehicle, a control unit for controlling automatic work traveling, and the above. A notification device for notifying the control executed by the control unit is provided, and the notification device is provided at a front upper portion of the operation unit.

According to this configuration, since the notification device notifies the status of the automatic work running, the notification by the notification device is performed from the front upper part of the driving unit and is easy to know, so that the status of the automatic work running can be easily recognized. In addition, it is easy to take countermeasures such as changes to the controls to be performed.

In the present invention, a positioning unit is provided at a position in front of and above the driving unit to receive radio waves from satellites of the global navigation satellite system and acquire position information of the self-propelled vehicle, and the notification device is provided. It is preferable that the positioning unit is provided below the positioning unit so as to be covered from above.

According to this configuration, since the positioning unit is used as a covering member for the notification device, it is possible to inexpensively prevent the notification device from getting wet due to rainwater or car wash water.

In the present invention, a frame portion provided in a state extending in the lateral width direction of the vehicle body at a front upper portion of the driving portion, a mounting table supported by the frame portion and on which the positioning unit is mounted and fixed, and the above description. A support member extending downward from the pedestal is provided, and it is preferable that the notification device is supported by the support member.

According to this configuration, since the support member is supported by the frame portion via the mounting table, the notification device is positioned while the structure of the support member is simplified as compared with the case where the support member is directly supported by the frame portion. It can be located below the unit.

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

According to this configuration, the notification device does not hinder the ability to see ahead from the driver's seat and is easy to drive.

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

According to this configuration, the notification device does not hinder the ability to see ahead from the driving unit and is easy to drive.

In the present invention, a driving portion having an engine and an engine bonnet is provided in the front side region of the self-propelled vehicle, and the lower end of the notification device is located above the upper end of the engine bonnet. Is suitable.

In the present invention, the notification device is a voice alarm generator, and it is preferable that the voice alarm generator is provided with the sounding unit facing the driving unit.

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

(15) In order to achieve the above object, the working machine according to the embodiment of the present invention is a working machine that performs work running by automatic running, and the automatic running is a manned automatic driving that requires the driver to board. It has driving and unmanned automatic driving that does not require the driver to board, and is equipped with a driver's seat in which the driver is seated and a seating sensor that detects that the driver is seated in the driver's seat. It is a condition for starting manned automatic driving that the seating sensor detects that the driver is seated in the driver's seat.

For manned autonomous driving, it is essential that the driver is on board. If the driver is on board the aircraft, it is appropriate that the driver is seated in the driver's seat. With the above configuration, manned automatic driving is started only when the driver is seated in the driver's seat, so that manned automatic driving is suppressed in an inappropriate state.

Further, if the seating sensor does not detect that the driver is seated in the driver's seat, the warning device may notify the warning.

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

Further, it is equipped with a notification device for notifying a warning, and in unmanned automatic driving, after the seating sensor detects that the driver is seated in the driver's seat, the driver is seated in the driver's seat. When the seating sensor no longer detects, the warning device notifies the warning, and then the unmanned automatic driving starts until the seating sensor detects that the driver is seated in the driver's seat. The configuration may not be performed.

Unmanned autonomous driving does not require the driver to board, but it does not prevent the driver from boarding. Even in unmanned autonomous driving, it is appropriate for the driver to sit in the driver's seat when the driver is on board. According to the above configuration, after the seating sensor detects that the driver is boarding (seating), when the seating sensor does not detect that the driver is seated, the driver is boarding. Nevertheless, it can be inferred that he is not seated. Then, in such a case, by configuring the configuration so that the work driving is not started, it becomes possible to perform appropriate automatic driving while the driver is seated.

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

With such a configuration, when the driver is on board and the driver is not seated, the driver can be urged to sit down, and the work running in an inappropriate state is suppressed. NS.

Further, the seating sensor is provided with a notification device for notifying a warning and an information terminal for displaying information, and the seating sensor detects that the driver is seated in the driver's seat at the start of turning and reverse driving. If not, the warning device may notify the warning and the information terminal may display the warning.

When switching to turning or reverse driving, the driving direction will be switched, and it is appropriate that the driver on board is seated. With the above configuration, when switching to turning or reverse driving, if the driver on board is not seated, the driver can be urged to sit down, and the work driving can be performed in an inappropriate state. It is suppressed.

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

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

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

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

Further, the driver's seat has a rotatable configuration, and the wiring of the seating sensor may be arranged along the rotation axis of the driver's seat.

Wiring such as power supply and signal is connected to the seating sensor such as pressure sensor. When the driver's seat rotates, such wiring may be damaged as the driver's seat rotates. With the above configuration, damage to the wiring can be suppressed.

(16) The working machine of the present invention includes a machine that works and travels in a field, a positioning unit that acquires position information of the machine based on a positioning signal of a navigation satellite, a supply device that supplies agricultural materials to the field, and the above. A control unit capable of controlling the supply device based on the position information while the machine is running is provided, and the control unit is used when the work running is started from a preset start position. It is characterized in that the supply device is operated before the start, and when the work run is finished at a preset end position, the supply device is stopped before the end of the work run.

In the prior art, there tends to be a time lag between actually starting or stopping the supply of agricultural materials to the field after the control unit outputs an instruction to start or stop the operation of the supply device. When the supply device supplies agricultural materials to the field, precision agriculture is realized when the supply of agricultural materials starts accurately at the position where it should be started and the supply of agricultural materials stops accurately at the position where it should end. Suitable for the above. According to the present invention, a start position and an end position are set in the field based on the position information. The start position is the position where the supply of agricultural materials should be started, and the end position is the position where the supply of agricultural materials should be ended. Then, the control unit operates the supply device before the start of the work run and stops the supply device before the end of the work run. Therefore, even if there is a time lag between the start of operation of the supply device and the actual start of supply of agricultural materials to the field, the supply of agricultural materials starts accurately at the start position. Further, even if there is a time lag between the stop of the supply device and the actual stop of the supply of the agricultural material to the field, the supply of the agricultural material is stopped accurately at the end position. Further, in the present invention, since the control unit adjusts the timings of starting and stopping the operation of the supply device, it is not necessary to attach a special valve mechanism or the like to the end portion of the supply device in the transport direction. It is advantageous in terms of cost as compared with a configuration in which a special valve mechanism or the like is attached. This further improves convenience in automatic work driving.

In the present invention, the supply device conveys a storage unit for storing agricultural materials, a feeding mechanism for feeding agricultural materials from the storage unit, and agricultural materials fed by the feeding mechanism, and discharges agricultural materials to a field. The control unit has a hose, and the control unit operates the supply device so that the agricultural material conveyed along the hose starts to be discharged at the starting position, and the agricultural material conveyed along the hose is operated. It is preferable that the supply device is configured to stop so as to be exhausted at the end position.

The time lag from the start or stop of the operation of the supply device to the actual start or stop of the supply of agricultural materials to the field increases in proportion to the length of the hose. With this configuration, the agricultural material starts to be discharged from the hose at the start position, and the agricultural material from the hose is exhausted at the end position, so that the supply device can accurately supply the agricultural material to the field.

In the present invention, it is preferable that a speed detection unit capable of detecting the speed of the machine body is provided, and the control unit is configured to be able to change the timing of operating or stopping the supply device based on the speed. ..

In this configuration, the timing at which the control unit operates or stops the supply device can be variably controlled according to the speed, so that the supply device may operate at high speed or low speed according to the speed of the aircraft. However, the control unit can flexibly control the supply device.

In the present invention, it is preferable that the control unit decelerates the airframe before operating or stopping the supply device when the speed is faster than a preset set speed.

If the speed of the aircraft is too fast, the supply of agricultural materials may not start accurately at the start position, and the supply of agricultural materials may not end accurately at the end position. In this configuration, since the control unit decelerates the airframe before the supply device operates or stops, the supply of agricultural materials starts accurately at the start position and ends accurately at the end position.

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

With this configuration, the control unit can output instructions to start and stop the operation of the supply device while the aircraft is running at a preset speed, so the supply device can be used for farming in the field. Materials can be supplied more accurately.

In the present invention, when the speed is slower than the preset set speed, it is preferable that the control unit runs the machine at the speed until the operation or stop of the supply device is started.

With this configuration, the control unit can output instructions to start and stop the operation of the supply device while maintaining the speed of the aircraft, so the supply device can supply agricultural materials to the field more accurately. It becomes.

In the present invention, the control unit has a first time, which is the time until the airframe reaches the start position, and a time, which is the time until the airframe reaches the end position, based on the position information. 2 hours is calculated, and when the first time is equal to or less than a preset threshold value, the supply device is operated, and when the second time is equal to or less than a preset threshold value, the supply device is operated. It is preferable that it is configured to stop.

According to this configuration, the first time is calculated as the time until the aircraft reaches the start position, and the second time is calculated as the time until the aircraft reaches the end position. From this, the control unit can manage the timing of starting the operation of the supply device in the first time and the timing of stopping the operation of the supply device in the second time. As a result, the supply device can supply agricultural materials to the field with higher accuracy.

In the present invention, the control unit has a first distance, which is the distance until the aircraft reaches the start position, and a distance, which is the distance until the aircraft reaches the end position, based on the position information. The two distances are calculated, and when the first distance is equal to or less than a preset threshold value, the supply device is operated, and when the second distance is equal to or less than a preset threshold value, the supply device is operated. It is preferable that it is configured to stop.

According to this configuration, the first distance is calculated as the distance until the aircraft reaches the start position, and the second distance is calculated as the distance until the aircraft reaches the end position. From this, the control unit can manage the position where the operation of the supply device is started at the first distance, and can manage the position where the operation of the supply device is stopped at the second distance. As a result, the supply device can supply agricultural materials to the field with higher accuracy.

In the present invention, a working device capable of planting seedlings for each row in a field is provided, and the control unit interlocks with the row in which the working device sows seedlings, and the supply device is provided for each row. It is preferable that it is configured to operate or stop.

In this configuration, the work device is linked to the row for planting seedlings, and the supply device can operate for each row. Therefore, the supply device depends on the position where the seedlings are actually planted. Agricultural materials can be supplied accurately. In the present invention, the "seedling" includes seeds before germination and seedlings after germination. In addition, "planting" is a general term for the work of sowing seeds before germination in a field and transplanting seedlings after germination to a field.

(17) The feature of the present invention is a work machine capable of automatically traveling, a work device for performing work in a paddy field, and a work clutch for switching the drive state of the work device by turning on / off the power transmission from the engine. A clutch control unit that controls the on / off state of the work clutch and a vehicle speed control unit that controls the vehicle speed are provided, and the clutch control unit executes switching control that is a control for switching the on / off state of the work clutch. In this case, the vehicle speed control unit executes deceleration control, which is a control for lowering the vehicle speed, before the on / off state of the work clutch is switched.

According to the present invention, the on / off state of the work clutch is switched in a state where the vehicle speed is relatively low. Therefore, when the work clutch is controlled so that the on / off state of the work clutch is switched at a predetermined position, the actual position of the machine at the time when the on / off state of the work clutch is switched is from the predetermined position. Hard to slip.

Therefore, according to the present invention, the accuracy of the position where the driving state of the working device is switched is good.
As a result, it is possible to further improve the convenience in the automatic work running of the work machine.

Further, in the present invention, the work device is a planting system work device that performs seedling planting work or sowing work along a predetermined row direction, and the work clutch is a work start and work by the work device. It is preferable that the clutch is configured so that the stop can be selected for each predetermined number of rows.

According to this configuration, when the seedling planting work or the sowing work is performed while the working machine is running, the accuracy of the switching position of the number of seedling planting rows or the seeding row number is improved. As a result, for example, even if the shape of the paddy field is relatively complicated, it is easy to plant or sow seedlings according to the shape of the paddy field. As a result, the entire paddy field can be used efficiently.

Further, in the present invention, the work device is a planting system work device that performs seedling planting work or sowing work along a predetermined row direction, and when the work clutch is in the engaged state, the work. When the device is driven and the work clutch is in the disengaged state, it is preferable that the work device is stopped.

According to this configuration, when the seedling planting work or sowing work is performed while the working machine is running, the accuracy of the seedling planting or sowing start position and the sowing end position becomes good.

Further, in the present invention, after the airframe has passed the switching point which is the position of the airframe at the time when the switching control is executed by the clutch control unit, the vehicle speed control unit performs speed-up control which is a control for increasing the vehicle speed. It is suitable to carry out.

According to this configuration, it is easier to proceed with the work more quickly than when the speed increase control is not executed after the aircraft has passed the switching point. As a result, it is possible to realize a work machine having good work efficiency while having good accuracy of the position where the drive state of the work device is switched.

Further, in the present invention, the first point which is the switching point and the second point which is the switching point are located on the traveling path of the aircraft, and the aircraft is located at the first point. When it is planned to pass through the second point after passing and the distance between the first point and the second point is equal to or less than a predetermined reference distance, the vehicle speed control unit may perform the vehicle speed control unit. It is preferable that the speed-up control is not executed from the time when the aircraft passes through the first point until it reaches the second point.

According to this configuration, it is easy to avoid a situation in which deceleration control and speed increase control are repeatedly switched in a short time. As a result, the running of the working machine becomes smooth and stable.

Another feature of the present invention is a working machine capable of automatically traveling, which controls the driving state of the seedling planting device for performing seedling planting work and the seedling planting device by turning on / off the power transmission from the engine. A planting clutch for switching, a clutch control unit for controlling the on / off state of the planting clutch, and an elevating control unit for controlling the elevating / lowering of the seedling planting device are provided, and the planting clutch is in the on / off state from the off state. The driving of the seedling planting device is started by switching to, and the driving of the seedling planting device is stopped by switching the planting clutch from the on state to the off state. The elevating control unit lowers the seedling planting device when the driving of the seedling planting device is started, and raises the seedling planting device when the driving of the seedling planting device is stopped. The elevating control unit is configured to plant seedlings while the aircraft travels a predetermined distance from the aircraft position at the time when the planting clutch is switched from the on state to the off state by the clutch control unit. The purpose is to keep the device down.

If the seedling planting device rises immediately after the planting clutch is switched from the on state to the off state, the seedlings that were in the state immediately before planting tend to fall out of the seedling planting device without being planted. As a result, seedlings for planting are wasted.

Here, in the present invention, after the planting clutch is switched from the on state to the off state, the seedling planting device is maintained in the lowered state while the aircraft travels a predetermined distance. Therefore, as described above, it is easy to avoid a situation in which the seedlings that were in the state immediately before planting are not planted and fall off from the seedling planting device. Therefore, it is easy to avoid a situation in which seedlings for planting are wasted. As a result, it is possible to further improve the convenience in the automatic work running of the work machine.

Further, in the present invention, it is preferable that the predetermined distance is equal to or greater than the seedling planting interval along the traveling direction of the machine body.

Generally, the seedling planting device is equipped with a rotary planting mechanism. The planting mechanism is configured to stop in a predetermined stop posture when the drive is stopped. Therefore, when the planting clutch is switched from the on state to the off state while the planting mechanism is being driven, the planting mechanism is in a predetermined stop posture from the time when the planting clutch is switched from the on state to the off state. Until, the planting mechanism will continue to drive.

The length of time from the time when the planting clutch is switched from the on state to the off state until the planting mechanism is in the predetermined stop posture is the time when the planting clutch is switched from the on state to the off state. It depends on the posture of the planting mechanism. The length of this time, in the longest case, is equal to the length of time it takes for the aircraft to travel the equivalent distance between the stocks. The interval between stocks is the planting interval of seedlings along the traveling direction of the aircraft.

Here, according to the above configuration, the seedling planting device is in a lowered state from the time when the planting clutch is switched from the on state to the off state until the aircraft finishes traveling a distance corresponding to the distance between the plants. Be maintained. During this period, the planting mechanism is in a predetermined stop posture. This makes it easy for the planting mechanism to reliably stop while the seedling planting device is maintained in a lowered state.

Therefore, according to the above configuration, it is easy to surely avoid the situation where the seedlings that were in the state immediately before planting are not planted and fall off from the seedling planting device.

(18) The feature of the present invention is a hydraulic type traveling device driven by power from the engine and a swash plate whose angle can be changed, and the power from the engine is changed and transmitted to the traveling device side. A stepless speed changer, a brake device that brakes the traveling device, a brake pedal that is configured to be able to depress from an initial position to a maximum depressing position, and a brake pedal that brakes the brake device, and detects that the brake pedal is depressed. The brake detection unit includes a brake detection unit for controlling the stepless speed change device, and the control unit detects that the brake pedal has been depressed by the brake detection unit. The purpose is to start returning the swash plate to the neutral position before reaching the maximum stepping position.

According to this feature configuration, when the brake pedal is depressed, the swash plate begins to return to the neutral position before the brake pedal reaches the maximum depression position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed. That is, according to this feature configuration, it is possible to further improve the convenience in automatic work running in the work machine.

Further, in the present invention, the brake detection unit has a depression sensor that detects that the brake pedal has been depressed to an intermediate position located between the initial position and the maximum depression position, and the control unit has a depression sensor. When the depression sensor detects that the brake pedal has been depressed to the intermediate position, it is preferable to start returning the swash plate to the neutral position.

According to this feature configuration, when the brake pedal is depressed halfway, the swash plate will start to return to the neutral position.

Here, in the case of a configuration in which the swash plate starts to return to the neutral position when the brake pedal is depressed from the initial position, if the brake pedal slightly fluctuates from the initial position to the depressed side due to the vibration of the aircraft, the swash plate will move each time. There is a risk that the work efficiency will decrease as it begins to return to the neutral position.

In this regard, according to this feature configuration, the swash plate does not start to return to the neutral position unless the brake pedal is depressed halfway, thus preventing malfunction of the swash plate due to erroneous detection of the brake pedal. However, when the brake pedal is depressed to a position higher than the middle position, the load applied to each part such as the brake can be reduced.

Further, in the present invention, the brake detection unit has a stepping end sensor that detects that the brake pedal has been depressed to the maximum depression position, and the control unit has the brake pedal depressed to the intermediate position. When the depression sensor detects that the brake pedal has been depressed to the maximum depression position, the swash plate begins to be returned to the neutral position, and when the depression end sensor detects that the brake pedal has been depressed to the maximum depression position, the swash plate is pressed. It is preferable to finish returning to the neutral position.

According to this feature configuration, the swash plate returns to the neutral position while the brake pedal is depressed from the middle position to the maximum depression position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed to the maximum depression position while preventing malfunction of the swash plate due to erroneous detection of the brake pedal.

Further, in the present invention, the brake detection unit is located between the stepping start sensor that detects that the brake pedal is depressed from the initial position and the brake pedal between the initial position and the maximum depression position. The control unit has a stepping sensor that detects that the brake pedal has been stepped on to an intermediate position, and when the stepping start sensor detects that the brake pedal has been stepped on from the initial position, the control unit presses the swash plate. When it starts to return to the neutral position and the depression sensor detects that the brake pedal has been depressed to the intermediate position, it is preferable to finish returning the swash plate to the neutral position.

According to this feature configuration, the swash plate returns to the neutral position while the brake pedal is depressed from the initial position to the intermediate position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed from a relatively early stage when the degree of depression of the brake pedal is less than or equal to the intermediate position.

Further, in the present invention, the brake detection unit has a depression amount sensor that detects the depression amount of the brake pedal, and the control unit increases the depression amount of the brake pedal detected by the depression amount sensor. Therefore, it is preferable to return the swash plate to the neutral position side.

According to this feature configuration, the swash plate returns to the neutral position side as the amount of depression of the brake pedal detected by the depression amount sensor increases. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed in a form suitable for the braking force of the brake device.

Further, in the present invention, a starting operation tool for starting the engine, a neutral sensor for detecting that the shifting position of the stepless speed changer is in the neutral position, and the control unit for controlling the engine are provided. When the engine is started by the starting operation tool, the control unit detects that the brake pedal has been depressed to the maximum depression position by the brake detecting unit, and the stepless transmission device. It is preferable to start the engine based on the starting operation of the starting operation tool when the neutral sensor detects that the shifting position of the engine is the neutral position.

According to this feature configuration, the engine can be started only when the traveling device is braked by the braking device and the power from the continuously variable transmission is not transmitted to the traveling device. As a result, the engine can be started in a stable state of the airframe.

Further, in the present invention, it is preferable to include a notification device for notifying that the engine will not be started.

According to this feature configuration, if the engine is not started, the notification device will notify that the engine will not be started. This makes it possible to ensure that the driver is aware that the engine will not start.

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

Here, a correlation is recognized between the traveling information when the braking device brakes the traveling device and the amount of wear of the braking device. According to this feature configuration, the amount of wear of the braking device can be estimated with high accuracy.

It is a side view of the rice transplanter which can run automatically. It is a top view of the rice transplanter which can run automatically. It is a front view of the rice transplanter which can run automatically. It is a schematic diagram explaining the work running of a rice transplanter. It is a functional block diagram which shows the control system of a rice transplanter. It is the schematic which illustrates the operation structure of the continuously variable transmission. It is an enlarged schematic diagram which illustrates the operation structure of a continuously variable transmission. It is an exploded perspective view which illustrates the operation structure of a continuously variable transmission. It is the schematic which illustrates the structure of the lever guide. It is the schematic which illustrates the structure of the neutral holding mechanism. It is a figure explaining the relationship between the continuously variable transmission for controlling a traveling vehicle speed, and the engine speed. It is the schematic explaining the arrangement of the rear sonar. It is a conceptual diagram explaining the horizontal detection range of a sonar sensor. It is a conceptual diagram explaining the detection range in the vertical direction of a sonar sensor. It is a schematic diagram of the power transmission structure from an engine to a planting mechanism. It is a figure which shows the running of a rice transplanter. It is a figure which shows the transition of a vehicle speed. It is a figure which shows the running of a rice transplanter. It is a side explanatory view which shows the operation start of a fertilizer application device at a start position. It is a side explanatory view which shows the operation start of a fertilizer application device at a start position. It is a side explanatory view which shows the stop | stop of the fertilizer application apparatus at the end position. It is a side explanatory view which shows the stop | stop of the fertilizer application apparatus at the end position. It is a top view of the field which shows the state which the planting work is performed with the seedling planting apparatus straddling the boundary between the outer peripheral area and the inner area area. It is a functional block diagram which shows the control system of a rice transplanter, and is the figure which concerns on the neutral return control of the swash plate of a continuously variable transmission, and the start control of an engine. It is a perspective view which shows the positioning unit in the detached state, the voice alarm generator and the upper end side part, and shows the receiving device in the attached state. It is a side view which shows the support structure of the upper end side part. It is a side view which shows the support structure of the upper end side part. It is a perspective view which shows the laminated lamp and a cover in a detached state. It is a side view which shows the use posture and the storage posture of a laminated lamp. It is explanatory drawing which shows the display state of the laminated light, and the display state of the indicator light part of a center mascot. It is a rear view which shows the support structure of the voice alarm generator. It is explanatory drawing which shows the voice alarm. It is a top view of a remote controller. It is a top view of an information terminal. It is a functional block diagram which shows the functional part in a sonar check control. It is a flowchart of the whole sonar check control. It is a flowchart of a sonar check process. It is a screen view in the sonar check process. It is a screen view in the sonar check process. This is a warning screen displayed on the touch panel when the automatic driving mode is activated. It is a functional block diagram which shows the functional part in a map selection process. It is a screen view in the map selection process. It is a screen view in the map selection process. It is a screen view in the map selection process. It is a functional block diagram which shows the functional part in the field shape acquisition processing. It is a figure which shows a plurality of regions divided along the outer circumference of a field. It is a figure explaining the process when the raising and lowering of a seedling planting apparatus are repeated. It is a figure explaining the 1st line and the 2nd line. It is a screen view in the field shape acquisition processing. It is a screen view in the field shape acquisition process. It is a screen view in the field shape acquisition process. It is a screen view in the field shape acquisition process. It is a screen view in the field shape acquisition processing. It is a screen view in the field shape acquisition process. It is a functional block diagram which shows the functional part about route creation. This is the screen displayed on the touch panel when creating a route. This is the screen displayed on the touch panel when creating a route. This is the screen displayed on the touch panel when creating a route. It is a schematic diagram explaining the connecting turn. It is a schematic diagram explaining the turning turn. It is a figure explaining planting work running with each line clutch control. It is a schematic diagram explaining the basic start point guidance. It is a schematic diagram explaining the basic start point guidance. It is a screen view in the start point guidance. It is a screen view in the start point guidance. It is a screen view in another form in the start point guidance. It is a screen view in another form in the start point guidance. It is a screen view in another form in the start point guidance. It is a schematic diagram explaining the basic start point guidance. It is a schematic diagram which shows the work running which the end of a straight path is shortened sequentially. It is a schematic diagram which shows the work running which the end of a straight path is gradually lengthened. It is a figure which shows the traveling route in a special planting area.

The rice transplanter that runs on the field will be described below.

Here, in order to facilitate understanding, in the present embodiment, unless otherwise specified, "front" (direction of arrow F shown in FIG. 1) means front in the front-rear direction (traveling direction) of the aircraft, and " "Rear" (direction of arrow B shown in FIG. 1) means rearward in the front-rear direction (traveling direction) of the aircraft. Further, the left-right direction or the lateral direction is the aircraft crossing direction (aircraft width direction) orthogonal to the aircraft front-rear direction, that is, "left" (direction of arrow L shown in FIG. 2) and "right" (arrow R shown in FIG. 2). Direction) shall mean the left and right directions of the aircraft, respectively.

[Overall structure]
As shown in FIGS. 1 to 3, the rice transplanter is a passenger type and has a four-wheel drive type body. The machine body 1 includes a parallel quadruple link type link mechanism 13 oscillatingly connected to the rear portion of the machine body 1, a hydraulic lifting link 13a for swinging the link mechanism 13, and a rear end region of the link mechanism 13. The seedling planting device 3 is rotatably connected to the seedling planting device 3, the fertilizer application device 4 installed from the rear end region of the machine body 1 to the seedling planting device 3, and the rear end region of the seedling planting device 3. A chemical spraying device 18 and the like are provided. The seedling planting device 3, the fertilizer application device 4, and the chemical spraying device 18 are examples of working devices.

The airframe 1 includes wheels 12, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as a main transmission as a mechanism for traveling. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and shifts the driving force (rotation speed) output from the engine 2 by adjusting the angles of the motor swash plate and the pump swash plate. The wheels 12 have left and right front wheels 12A that can be steered and left and right rear wheels 12B that cannot be steered. The engine 2 and the continuously variable transmission 9 are mounted on the front portion of the airframe 1. The power from the engine 2 is supplied to the front wheels 12A, the rear wheels 12B, the working device, and the like via the continuously variable transmission 9 and the like.

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

The seedling pedestal 21 is a pedestal on which eight mat-shaped seedlings are placed. The seedling stand 21 reciprocates in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped seedling, and the vertical feed mechanism 23 is placed on the seedling stand 21 each time the seedling stand 21 reaches the left and right stroke ends. Each mat-shaped seedling is vertically fed at a predetermined pitch toward the lower end of the seedling stand 21. The eight planting mechanisms 22 are rotary type and are arranged in the left-right direction at regular intervals corresponding to the planting rows. Then, in each planting mechanism 22, the driving force is transmitted from the engine 2 by shifting the planting clutch (see C5 in FIG. 15 described later) to the transmission state, and each mat placed on the seedling loading table 21. Cut one seedling (also called planted seedling) from the lower end of the seedling and plant it in the mud part after leveling. As a result, in the operating state of the seedling planting device 3, seedlings can be taken out from the mat-shaped seedlings placed on the seedling stand 21 and planted in the mud portion of the paddy field.

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

The blower 27 is operated by electric power from the battery 73 mounted on the machine body 1, and generates a transport wind for transporting the fertilizer delivered by each feeding mechanism 26 toward the mud surface of the field. The fertilizer application device 4 can switch between an operating state in which a predetermined amount of fertilizer stored in the hopper 25 is supplied to the field and a non-operating state in which the supply is stopped by an intermittent operation of the blower 27 or the like.

Each fertilizer hose 28 guides the fertilizer transported by the transport wind to each groove making device 29. Each groover 29 is deployed on each leveling float 15. Then, each groove-growing device 29 moves up and down together with each leveling float 15 to form a fertilizer-applying groove in the mud portion of the paddy field and guide the fertilizer into the fertilizer-applying groove during the work running when each leveling float 15 touches the ground.

As shown in FIGS. 1 to 3, the airframe 1 includes a driving unit 14 in the rear region. The driver unit 14 controls the steering wheel 10 for steering the front wheels, the main speed change lever 7A (corresponding to the "vehicle speed control tool") that adjusts the vehicle speed by shifting the speed of the continuously variable transmission 9, and the speed change operation of the auxiliary transmission. Auxiliary speed change lever 7B (corresponding to "vehicle speed control tool"), work operation lever 11 (corresponding to "work control tool") that enables raising and lowering operation of the seedling planting device 3 and switching of the operating state, etc. Information terminal 5 having a touch panel for displaying (notifying) the information of the above and notifying (outputting) to the operator and receiving input of various information, a driver's seat 16 for the operator (driver / worker), and the like are provided. .. Further, in front of the driving unit 14, a spare seedling storage device 17A for accommodating spare seedlings is supported by the spare seedling support frame 17.

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

[Automatic driving]
A work run in which a rice transplanter plantes rice in a field by automatic running will be described with reference to FIGS. 1 to 3 with reference to FIGS.

The rice transplanter in the present embodiment can selectively perform manual traveling and automatic traveling.
Manual running and automatic running are selected by switching the automatic / manual changeover switch 7C. In the manual running, the driver manually operates the operating tools such as the steering wheel 10, the main shift lever 7A, the auxiliary shift lever 7B, and the work operation lever 11 to perform the work run. In automatic driving, the rice transplanter automatically controls driving and working along a preset traveling route. Further, the automatic driving can be performed as a manned automatic driving that requires the driver's boarding (manned automatic driving mode) and an unmanned automatic driving that does not require the driver's boarding (unmanned automatic driving mode). In manned automatic driving, the rice transplanter automatically controls other driving and operations associated with the work while the driver performs some operations according to the guidance provided by the rice transplanter. In unmanned autonomous driving, it is not necessary for the driver to board, but the driver may be on board during unmanned automatic driving. Further, in the unmanned automatic driving, the driver performs an automatic driving start operation, for example, a start operation by a remote controller 90 (see FIG. 33) described later, so that the work driving is automatically controlled and the work driving is set in advance. Is automatically controlled. The manned automatic mode in which manned automatic driving is performed and the unmanned automatic mode in which unmanned automatic driving is performed are set by using the information terminal 5.

When the rice transplanter performs the planting work, the driver first manually runs the rice transplanter along the outer circumference of the field without performing the work. By this outer peripheral running, the outer peripheral shape (field map) of the field is generated, and the field is divided into the outer peripheral region OA and the inner region IA. At this time, the entrance / exit E for the rice transplanter to enter the field is set, and one side or a plurality of designated sides of the outer periphery of the field puts mat-like seedlings, fertilizers, chemicals, fuel, etc. on the rice transplanter. It is set as a seedling supply side SL for replenishment.

When the field map is generated, the travel route for the rice transplanter to carry out the work is set. In the inner region IA, an internal reciprocating path IPL connecting a plurality of paths substantially parallel to one side of the field with a swirling path is generated. The internal round-trip route IPL is a travel route that travels all over the entire internal region IA from the start point S to the end point G. When the internal round-trip path IPL is generated, the guidance startable area GA is generated in the vicinity of the entrance / exit E. By stopping the rice transplanter in the guidance startable area GA, the rice transplanter can automatically travel to the start point S of the internal round-trip route IPL. A dedicated travel route is set for the start point guidance performed from the guidance startable area GA, but a plurality of these travel routes may be set. Depending on the shape of the field, it may be difficult to guide the starting point from the stop position. By setting a plurality of travel routes, it is preferable that the starting point is appropriately guided regardless of the stop position.

In the outer peripheral region OA, two traveling routes, an inner peripheral route IRL and an outer peripheral route ORL, which orbit the outer peripheral region OA along the outer peripheral region of the field, are generated. By working on the inner circuit path IRL and the outer circuit path ORL, the entire work travel of the outer peripheral region OA is performed. After the work travel (reciprocating work travel) of the internal round-trip route IPL is completed, the movement to the work travel start position of the inner circuit route IRL is performed by traveling on a separately set travel route. When the outer shape of the field is complicated, it may be necessary to separate the end point of the internal round-trip path IPL from the start point of the inner round-trip path IRL. In such a case, a travel route including a route parallel to any one side of the field may be provided as a travel route for moving from the end point of the internal round-trip route IPL to the start point of the inner circuit route IRL.

In the case of automatic driving, the rice transplanter first invades the field from the entrance / exit E, moves to the guidance startable area GA, and stops in the state where the traveling route is generated in this way. When automatic driving is started in the guidance startable area GA, the rice transplanter moves backward once and then moves to the start point S (start point guidance), and automatically of the internal round-trip route IPL of the internal area IA until the end point G is reached. The run is done. The traveling vehicle speed in unmanned automatic driving is controlled according to the maximum speed of the traveling vehicle speed set in advance.

When the shape of the field is complicated, the area required for turning may not be able to be fully worked by the work running between the inner circuit path IRL and the outer circuit path ORL. In such a case, it becomes necessary to extend a part of the internal round-trip path IPL for work running. At this time, after turning the internal reciprocating path IPL, the vehicle may move backward by a required distance and then start the work traveling by moving forward. The reverse running at this time is performed automatically and does not require a specific operation. However, unlike when moving forward, it is difficult to steer with the front wheels, so it may be possible to switch to manual operation only when moving backward.

When the work run of the inner region IA is completed, the work run of the outer region OA is performed. First, the rice transplanter is manually moved to the start point of the inner circuit route IRL, and then the rice transplanter is subjected to the work operation of the inner circuit route IRL by unmanned automatic traveling. Next, the rice transplanter is manually moved to the start point of the outer orbital route ORL, and then the work traveling of the outer orbital route ORL is performed by manned automatic traveling (orbiting work traveling). In manned automatic driving, automatic driving is performed along a traveling route at a manually operated traveling vehicle speed, and the working device is manually operated according to guidance (driving assist). Further, at the time of turning, the machine body 1 is automatically temporarily stopped at a predetermined position, and when the necessary work device is manually operated according to the guidance, the turning running is automatically performed. By the above work running, the planting work of the entire field is completed.

Note that the internal round-trip route IPL and the inner circuit route IRL are not limited to unmanned automatic traveling, and work traveling may be performed by manned automatic traveling or manual traveling. Further, the outer circuit path ORL is not limited to manned automatic traveling, and work traveling may be performed by manual traveling, or work traveling may be performed by unmanned automatic traveling. Further, the movement from the end point G of the internal round-trip route IPL to the inner circuit route IRL is not limited to manual traveling, and may be performed by manned or unmanned automatic traveling. Similarly, the movement from the end point of the inner circuit route IRL to the outer circuit route ORL is not limited to manual driving, and may be performed by manned or unmanned automatic driving.

For manned automatic driving, at least the driver is on board and the main shift lever 7A is in the neutral position, which are the conditions for starting automatic driving. When the main shift lever 7A is moved in the traveling direction in a state where the start condition is satisfied, automatic traveling is started. In the traveling route of the field, the manned automatic traveling is performed during the work traveling on the outer circuit route ORL, but may be performed on other traveling routes. Further, in the manned automatic traveling, the raising and lowering of the seedling planting device 3 is performed by automatic control. For example, in the work running in the manned automatic running on the internal round-trip route IPL or the inner round-trip route IRL, the raising and lowering of the seedling planting device 3 is performed by automatic control. However, when working on the outer circuit path ORL, the seedling planting device 3 is lowered by a manual operation. Specifically, when the machine body 1 reaches the turning position of the outer circuit path ORL, the seedling planting device 3 is automatically controlled and raised. When the turning is completed in that state, the machine body 1 is stopped, and the seedling planting device 3 is lowered by a manual operation to continue the work running by the automatic running. Obstacles are more likely to be present in the outer orbital route ORL than in other travel routes. In order to carry out smooth work running, the seedling planting device 3 is lowered by a manual operation after confirming that there are no obstacles or the like in the work running on the outer circuit path ORL.

Further, in the unmanned automatic running, the automatic running is started by operating the remote controller 90, and the work running is performed by the automatic control on the preset running route. In the traveling route of the field, the unmanned automatic traveling can be performed during the working traveling on the internal round-trip route IPL and the inner circuit route IRL. Even in unmanned automatic traveling, the seedling planting device 3 is raised and lowered by automatic control.

[Control system]
Next, the control system of the rice transplanter will be described with reference to FIGS. 1 to 3 with reference to FIG.

The control unit 30, which forms the core of the control system of the rice transplanter, controls the traveling of the rice transplanter and controls the operation of various work devices 1C. The control unit 30 controls according to the operation of various operating tools 1B performed by the driver during manual driving, and controls according to the position of the own vehicle while acquiring the position of the own vehicle during automatic driving. conduct.

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

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

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

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

Further, the control unit 30 reduces the vehicle speed in the manned automatic driving mode as compared with the unmanned automatic driving mode, and controls so that acceleration / deceleration is performed slowly. As a result, the work can be efficiently performed in the unmanned automatic driving mode, and the riding comfort of the driver can be prevented from being impaired in the manned automatic driving mode.

The control unit 30 can have an arbitrary configuration as long as the above functions can be realized, and may be composed of a plurality of functional blocks. Further, a part or all of the functions of the control unit 30 may be configured by software. The software-related program is stored in an arbitrary storage unit, and is executed by a processor such as an ECU or CPU included in the control unit 30, or a processor provided separately.

[Operating configuration of continuously variable transmission]
Next, with reference to FIGS. 1 to 3, the angle of the swash plate (hereinafter, simply referred to as “swash plate”) of the motor and pump of the continuously variable transmission 9 such as HST is used with reference to FIGS. 6 to 10. The configuration for operating the is described.

In the continuously variable transmission 9, the angle of the swash plate is adjusted as the main speed change lever 7A is operated, and the forward / backward movement is switched and the traveling vehicle speed is adjusted. In the operation area of the main speed change lever 7A, the forward operation area and the reverse operation area are arranged linearly or in a crank shape with the neutral position in between. By operating the main speed change lever 7A at a position away from the neutral position in the forward operation region and the reverse operation region, the traveling vehicle speed at the time of forward movement or reverse movement becomes faster.

The operating position of the main speed change lever 7A is detected by an operating position detector such as a potentiometer 40. The lower end of the main speed change lever 7A is fixed to the lever holding portion 42A. The potentiometer 40 is supported by a shaft cover or the like that protects the steering shaft (not shown).
The potentiometer 40 includes a shaft 40A. The gear 42 is supported in a configuration capable of swinging along a shaft 41 held by the machine body 1. The gear 42 swings around the shaft 41 according to the operating position of the main speed change lever 7A.

One end of the rotation transmission unit 40B is fixed to the shaft 40A of the potentiometer 40, and the shaft 40A rotates as the rotation transmission unit 40B rotates. A pin 40C is provided at the other end of the rotation transmission portion 40B. Further, the gear 42 includes a rotation transmission unit 42B. A hole 42C is provided at the tip of the rotation transmission portion 42B. The rotation transmission unit 40B is arranged so that the pin 40C penetrates the hole 42C. When the operating position of the main speed change lever 7A is displaced, the gear 42 swings. The shaft 40A of the potentiometer 40 rotates in response to the swing of the gear 42 via the rotation transmission unit 42B and the rotation transmission unit 40B. The potentiometer 40 detects the operating position of the main speed change lever 7A by detecting this angle.

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

A plurality of notches 42H arranged along the swing direction of the gear 42 are formed on the outer peripheral edge of one end of the gear 42. As the gear 42 swings, one of the notches 42H engages the holding pin 42I supported by the power steering unit 44. The notch 42H is formed in both the swing directions of the gear 42, sandwiching the one that engages with the holding pin 42I when the main speed change lever 7A is operated to the neutral position. These notches 42H engage with the holding pin 42I when the main speed change lever 7A is located on the forward side and engage with the holding pin 42I when the main speed change lever 7A is located on the reverse side, respectively. Distinguished from things. Therefore, the notch 42H is arranged side by side with the one corresponding to the neutral position and the one corresponding to the forward operation area and the one corresponding to the reverse operation area side by side.

By engaging any of the notches 42H and the holding pin 42I, the driver who operates the main speed change lever 7A can feel a certain response depending on the operation position. This serves as a guide when the driver operates the main shift lever 7A, and the operability of the main shift lever 7A is improved.

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

Further, the notch 42H corresponding to the neutral position may be formed with a wider opening width than the other notches 42H. Even if the neutral position of the main shift lever 7A deviates slightly due to the assembly or deterioration of use of the main shift lever 7A, the neutral position can be defined with a certain width, and the operability of the main shift lever 7A is improved. do.

In order to improve the operability of the main shift lever 7A, a friction holding mechanism 42D (corresponding to a "holding mechanism") or a neutral holding mechanism 42E may be provided. The friction holding mechanism 42D is provided between the shaft 40A and the gear 42 around the shaft 40A, and the frictional force causes resistance when the gear 42 swings with respect to the shaft 40A. The friction holding mechanism 42D generates an appropriate resistance when operating the main speed change lever 7A, and makes it easy to operate the main speed change lever 7A to a desired operation position. The friction holding mechanism 42D is not limited to such a configuration, and any configuration can be used as long as it can provide resistance to the movement of the operating position of the main shifting lever 7A to the extent that the operability of the main shifting lever 7A can be ensured. can do.

The neutral holding mechanism 42E includes a rod 42F fixed to the gear 42 and a torsion coil spring 42G through which the rod 42F is inserted. The torsion coil spring 42G is provided so that one end is in contact with the gear 42 and the other end is in contact with the side portion of the lever holding portion 42A. The lever holding portion 42A is urged in the direction intersecting the moving direction). Here, when the hole 43B of the lever guide 43 is formed in a crank shape, for example, in order to operate the main shift lever 7A from the neutral position to the forward position, the main shift lever 7A moves from the neutral position to the crank. After being operated in the lateral direction (the direction in which the gear 42 intersects the swinging direction) along the line, it is necessary to move to the forward position. Since the main shift lever 7A is urged by the neutral holding mechanism 42E in the direction of suppressing the movement of the main shift lever 7A from the neutral position to the forward region, the main shift lever 7A is moved from the neutral position to the forward region. Requires a certain amount of force. As a result, the main shift lever 7A is properly held in the neutral position.

The angle of the swash plate of the continuously variable transmission 9 is changed according to the operating position of the main speed change lever 7A. The main shift lever 7A is not mechanically connected to the continuously variable transmission 9, and the angle of the swash plate of the continuously variable transmission 9 is changed by an actuator composed of a motor 45 or the like. Specifically, the actuator for changing the angle of the swash plate of the continuously variable transmission 9 includes a motor 45, a gear 48, and a link 49. The gear 48 is driven by the motor 45, and the angle of the swash plate of the continuously variable transmission 9 is changed by the link 49 connected to the gear 48 and the continuously variable transmission 9. The angle of the swash plate of the continuously variable transmission 9 is detected by a swash plate angle detector such as a potentiometer 46, and the operating position of the main speed change lever 7A detected by the potentiometer 40 and the angle of the swash plate of the continuously variable transmission 9 Consistency is confirmed by the control unit 30 and the like described above. That is, the control unit 30 controls the motor 45 based on the detection results of the potentiometer 40 and the potentiometer 46 so as to be the angle of the swash plate of the continuously variable transmission 9 corresponding to the operation position of the main shift lever 7A.

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

The gear 48 has a configuration in which it swings as the shaft 46A rotates, and is fixed to the shaft 46A. The motor 45 drives the gear 48 to swing. The shaft 46A of the potentiometer 46 rotates as the gear 48 swings. Therefore, the potentiometer 46 detects the swing angle of the gear 48.

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

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

In the above configuration example, the main speed change lever 7A and the motor 45 are not connected, the operating position of the main speed change lever 7A is detected by the potentiometer 40, and the motor 45 is driven according to the detected value of the potentiometer 40. Is. However, the configuration is not limited to such a configuration, and the main shift lever 7A and the motor 45 may be directly connected, and the motor 45 may be directly driven according to the operating position of the main shift lever 7A.

Further, in the configuration in which the main speed change lever 7A and the motor 45 are not connected, the motor 45 is driven to adjust the angle of the swash plate of the continuously variable transmission 9 in automatic traveling regardless of the operating position of the main speed change lever 7A. Can be changed. The machine body 1 travels in a traveling state according to the angle of the swash plate of the continuously variable transmission 9. At this time, an actuator such as a motor may be provided on the main speed change lever 7A, and the operation position of the main speed change lever 7A may be changed according to the angle of the swash plate of the continuously variable transmission device 9. The main speed change lever 7A is operated in a crank shape in the neutral position. That is, the operation path of the main speed change lever 7A is regulated in a crank shape, and the main speed change lever 7A moves in a neutral position in a direction intersecting the forward / backward movement direction when switching between forward / backward movement. Therefore, when this actuator is connected to the main speed change lever 7A, the main speed change lever 7A cannot move between the forward side and the reverse side across the neutral position. Therefore, a clutch may be provided between the main shift lever 7A and this actuator, and the clutch may be disengaged at the neutral position so that the main shift lever 7A can be operated in the left-right direction. Further, another actuator for moving the main shift lever 7A in the left-right direction may be provided, and the main shift lever 7A may be moved in the left-right direction by switching the clutch only in the neutral position. Further, an actuator for moving the main shift lever 7A from the neutral position to the forward side and an actuator for moving the main shift lever 7A from the neutral position to the reverse side may be provided separately. These actuators and clutches are detected by the potentiometer 46 by the control unit 30, the main shift lever control unit built in the control unit 30, or the main shift lever control unit provided outside the control unit 30. It is controlled according to the angle of the swash plate of the continuously variable transmission 9.

As described above, if the main speed change lever 7A and the motor 45 are not connected and the angle of the swash plate of the continuously variable transmission 9 is changed by driving the motor 45, when the motor 45 fails, There is no way to change the angle of the swash plate of the continuously variable transmission 9, and the machine body 1 cannot be moved. For example, even if the motor 45 breaks down in the middle of the field, if the machine 1 cannot be moved, repairs will be performed in the field, which is very difficult.

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

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

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

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

Not limited to the recommended running vehicle speed, the recommended engine speed may be displayed according to the work content. The engine speed is displayed on a display device such as the main monitor 14B. The engine load differs depending on the work content, and the engine load depends on the engine speed. The driver operates the main speed change lever 7A and the like while checking the engine speed displayed on the main monitor 14B so that the recommended engine speed is displayed. As a result, the driver can easily perform the work running at the engine speed suitable for the work content.

As described above, the planting operation is performed by operating the planting mechanism 22 when the planting clutch (not shown) is shifted to the transmission state. The operating speed of the planting mechanism 22 is determined according to the traveling vehicle speed, and the planting work is performed so that the distance between the stocks is constant. Therefore, if the running is continued even though the planting clutch is stopped during the planting work, the seedlings to be planted during that period are not planted, resulting in a stock shortage. In order to suppress the occurrence of stock shortage, when the planting clutch is engaged during the planting work, the angle of the swash plate of the continuously variable transmission 9 may be shifted to the neutral position to stop the work running. When stopping the aircraft 1, a warning to stop the aircraft 1 may be given in advance. Further, when the airframe 1 is stopped, it is preferable that the airframe 1 is not suddenly decelerated, but is gradually decelerated until the airframe is stopped.

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

As described above, basically, the engine speed is determined according to the detection value of the potentiometer 40 of the main speed change lever 7A. However, regardless of the engine speed determined in this way, the engine speed increases or decreases according to the detection value of the potentiometer on the accelerator lever 7F. For example, when the engine speed is determined according to the detection value of the potentiometer 40 of the main speed change lever 7A and the accelerator lever 7F is operated in the direction of increasing the engine speed, the engine speed increases. Then, this engine speed becomes the minimum required speed indicated by the accelerator lever 7F.

[Traveling vehicle speed control when turning]
When the internal reciprocating route IPL (see FIG. 4) is automatically turned, the traveling vehicle speed is reduced during the turning run than during the work running on the straight path (straight running). That is, the turning running is slower than the straight running. The traveling vehicle speed in the turning vehicle is predetermined (turning vehicle speed), and the vehicle travels at the turning vehicle speed regardless of the operating position of the main speed change lever 7A.

Therefore, deceleration is started at a position in front of the position where the vehicle enters the turning path (turning start position) by a predetermined distance. Here, the traveling vehicle speed in the work traveling on the straight route is set by the information terminal 5 or the like. For example, in the setting of automatic driving, the maximum vehicle speed, which is the maximum traveling vehicle speed during automatic driving, is set by using the information terminal 5. When the maximum vehicle speed is set, the vehicle travels at a speed lower than the set maximum vehicle speed regardless of the operating position of the main speed change lever 7A (see FIG. 1) during automatic traveling. The deceleration start position may be a position in front of the turning start position by a predetermined distance, but may be a different position depending on the traveling vehicle speed. That is, the length of the deceleration section provided in front of the turning path may be variable according to the traveling vehicle speed. Further, in the manned automatic mode, the vehicle speed set by the information terminal 5 may be changed by the main speed change lever 7A, and the turning vehicle speed may be set based on the changed set vehicle speed.

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

As automatic driving, manned automatic driving and unmanned automatic driving can be set. In manned automatic driving, the driver is always on board, but in unmanned automatic driving, the driver does not need to be on board, and in fact, work driving may be performed without the driver on board. When the driver is on board, sudden deceleration increases the driver's discomfort and is inappropriate. On the other hand, it is more effective from the viewpoint of work efficiency to rapidly accelerate or decelerate the running speed within a range that does not interfere with the working running. Therefore, it is preferable that the deceleration start position is different between the manned automatic driving and the unmanned automatic driving. The deceleration at this time is performed regardless of the operating position of the main speed change lever 7A (see FIG. 6). Therefore, the operating position of the main speed change lever 7A may not be changed even if the traveling vehicle speed is changed.

During manned automatic driving, it is preferable that the deceleration section is set long and deceleration is started from a position far from the turning start position. In addition to this, in the case of unmanned automatic driving, it is preferable that the deceleration section is set short and deceleration is started from a position close to the turning start position. With such control, it is possible to efficiently perform work driving during unmanned automatic driving, and it is possible for the driver to perform appropriate work driving during manned automatic driving. The deceleration start position may be adjusted only during manned automatic driving, and deceleration may be performed from a predetermined deceleration start position during unmanned automatic driving. Further, a deceleration section is secured with a margin on the seedling supply side SL side, and the deceleration start position at the time of turning on a side other than the seedling supply side SL may be a position closer to the turning start position than the seedling supply side SL side.

The adjustment efficiency may be set when adjusting the deceleration start position.
In other words, the deceleration can be set, and the deceleration start position is adjusted so that the deceleration section becomes shorter when it is set to allow sudden deceleration, and when it is set to decelerate slowly, it decelerates. The deceleration start position may be adjusted so that the section becomes longer. As a result, it is possible to select an appropriate automatic driving according to the situation.

When approaching the deceleration start position, the driver may be notified that deceleration will start. For example, the information terminal 5 can be displayed to that effect or can be notified by voice. By providing the notification, the driver can prepare for deceleration.

Whether or not to adjust the deceleration start position as described above is not limited to the case where it is determined by whether it is set to manned automatic driving or unmanned automatic driving, and whether the driver is actually on board. You may decide whether or not to do so. Even in unmanned autonomous driving, it is appropriate to consider the driver's discomfort when the driver is on board, and it is preferable to focus on work efficiency only when the driver is not actually on board.

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

In addition, in manned autonomous driving, it is necessary for the driver to board. Therefore, it is determined whether or not the driver is on board by providing the seating sensor 16A and the like. Then, it is a condition for starting manned automatic driving that it is detected that the driver is on board. Further, in manned automatic driving, when it is not detected that the driver is on board, an alarm prompting the driver to sit down (boarding) may be notified. At this time, a warning may also be displayed on the information terminal 5. Further, these warnings may be given even in unmanned automatic driving. The warning given in unmanned autonomous driving does not need to prompt the driver to sit down, but may merely notify that the driver is not seated. Further, when it is detected that the driver is not seated, the traveling vehicle speed may be reduced or the traveling may be stopped. When decelerating or stopping the aircraft 1, a warning to that effect may be notified in advance. Further, when stopping the airframe 1, it is preferable that the airframe 1 is stopped by gradually decelerating without stopping suddenly. After that, when it is detected that the driver is seated, the driving may be started or the traveling vehicle speed may be returned. These controls are not limited to automatic driving, but may be performed during manual driving.

Further, when it is detected that the driver is not seated, the automatic driving may not be started or the automatic driving may not be restarted after the temporary stop. For example, it may be specified that the seating sensor 16A detects seating as a condition for starting manned automatic driving. In this case, if the seating sensor 16A does not detect seating at the start of manned automatic driving, a notification requesting seating may be performed. The notification is performed by voice, display on the information terminal 5, or the like. Furthermore, when the maximum vehicle speed in work driving is set, the maximum vehicle speed set when seating cannot be confirmed can be reduced, and when seating is confirmed, the work exceeds the set maximum vehicle speed. It can also be configured so that it can run.

Also, in unmanned autonomous driving, it is not necessary for the driver to board, but this does not mean that the driver should not board. However, in unmanned automatic driving, the traveling vehicle speed is controlled faster than in manned automatic driving, and acceleration / deceleration is also performed steeply. Therefore, in unmanned automatic driving, after the driver is detected to be seated in the driver's seat 16 by the seating sensor 16A or the like, if the driver stands up and the seating is not detected, a notification prompting the driver to sit is issued. It may be done. Further, when the departure from the seat is detected, the automatic driving is temporarily stopped, and the automatic driving may be controlled so as not to be restarted until the seating is confirmed.

In addition, in manned automatic driving or unmanned automatic driving, it is confirmed whether or not the driver is seated even when turning or reverse movement is started, and when not seated, a display is displayed on the information terminal 5. , A buzzer, or other warning may prompt you to sit down. At this time, the machine body 1 may be decelerated or stopped, but the machine body 1 does not necessarily have to be decelerated or stopped in consideration of the convenience of the operator.

As described above, at the turning start position, the traveling speed is set so as to decelerate at the turning start position regardless of the operating position of the main speed change lever 7A (see FIG. 1) and the traveling vehicle speed set by the information terminal 5 or the like. It will be adjusted. Such control of the traveling vehicle speed according to the traveling condition may be performed not only at the turning start position but also when traveling in the vicinity of the outer periphery of the field such as a ridge.

If the cultivated board in the field is rough, it may not be possible to drive properly on the travel route and the work may not be performed properly. For example, in the case of planting work, it may not be possible to plant between appropriate rows on an appropriate traveling route, resulting in poor planting. In order to suppress such work defects, when the tillage board is rough, the control unit 30 may notify that a planting defect may occur, or suppress the traveling vehicle speed. You may control it. Roughness of the tillage board can be detected from the movement of the machine body 1, for example, the behavior of the work device in the roll or pitching direction can be detected and determined from the work link, and the swing of the float can be detected and determined. , It is also possible to detect and judge the change in the inclination of the airframe 1 from the inertial measurement module 8B.

In automatic driving, turning is performed by automatic control, and switching between forward and reverse is performed by automatic control. When turning or switching the traveling direction, it is appropriate to prepare for the shock by shaking the aircraft 1 and transmitting the shock to the driver. Therefore, when turning or switching the direction of travel, a notification to that effect or a reminder to sit down may be given. The notification may be displayed on the information terminal 5, the remote controller 90, the main monitor 14B (see FIG. 2), or the voice alarm generator 100 (see FIG. 1) described later. , The laminated lamp 71 can be turned on, or can be performed by various methods.

The seating sensor 16A may be provided in the driver's seat 16 (see FIG. 1). Since the seating sensor 16A transmits and receives signals to and from the control ECU such as the control unit 30, wirings such as signal wiring and power supply wiring may be connected. Further, the driver's seat 16 may be configured to be rotatable about an axis in a direction intersecting the seat surface. When the driver's seat 16 rotates, the wirings connected to the seating sensor 16A may come into contact with, get entangled with, or be damaged by the rotation shaft or the like of the driver's seat 16. In order to suppress damage to the wirings, it is preferable that the wirings are arranged along the vicinity of the rotation axis, which is the rotation fulcrum of the driver's seat 16, and are clamped in the vicinity of the rotation portion.
Further, the seating sensor 16A may have an arbitrary configuration as long as a pressure sensor or the like is used and the seating can be confirmed.

[Engine speed control]
The engine speed is determined according to the operating position of the main speed change lever 7A (see FIG. 1) in manual driving, and according to the control of the automatic driving ECU (corresponding to or built in the control unit 30 in FIG. 5) in automatic driving. The engine speed control microcomputer (corresponding to or built in the control unit 30 of FIG. 5) is controlled by driving the motor 45 (see FIG. 6).

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

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

Also, when the field is a wet field, the engine 2 (see FIG. 1) is loaded and requires a large amount of power, and in the worst case, the engine 2 is stopped and the work is interrupted. Therefore, when working in a strong wet field, the engine speed may be increased and the angle of the swash plate of the continuously variable transmission 9 may be automatically controlled to be on the low speed side. This makes it possible to continue appropriate work running.

Such a work load is judged by the engine speed, and when the work load is large, it is preferable that the engine speed is increased. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the low speed side. As a result, even if the work load becomes large, the engine 2 is suppressed from stopping, and the work running can be continued. When the workload is small, it is preferable that the engine speed is reduced. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the high speed side. As a result, fuel efficiency can be improved. As described above, the work running can be continued at an appropriate engine speed.

Reverse running is performed at a lower speed than forward running. Therefore, the maximum value of the engine speed may be kept lower during reverse travel than during forward travel.

Further, the engine speed control microcomputer may be built in the above-mentioned control unit 30, but may be provided separately. For example, the engine speed control microcomputer may be arranged in the vicinity of the steering shaft. The engine speed control microcomputer and the transmission control microcomputer control the engine 2 and the continuously variable transmission 9. Therefore, it is preferable that the engine speed control microcomputer and the transmission control microcomputer are arranged in the vicinity of the engine 2 and the continuously variable transmission 9.

[Traveling vehicle speed control]
Next, the control configuration of the traveling vehicle speed will be described with reference to FIG. 11 with reference to FIG. 11.

The traveling vehicle speed is operated according to the operation position of the main speed change lever 7A, the angle of the swash plate of the continuously variable transmission 9 and the engine speed are controlled, and the speed (operation speed) according to the operation position of the main speed change lever 7A. ), The aircraft 1 runs. The larger the angle of the swash plate of the continuously variable transmission 9, that is, the larger the opening degree of the swash plate of the continuously variable transmission 9, the faster the traveling vehicle speed. In addition, the higher the engine speed, the faster the traveling vehicle speed.

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

In the present embodiment, the traveling vehicle speed is controlled not in the normal mode but in the eco mode that prioritizes fuel efficiency. The eco mode is a control that preferentially increases the opening degree of the swash plate of the continuously variable transmission 9 and secures the set speed even if the engine speed is lowered by that amount. It is a control to improve efficiency.

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

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

If a load exceeding a certain limit is applied to the engine 2, the engine speed cannot be increased and the engine 2 may stop. Therefore, even before the target engine speed RE is set to the limit of the engine speed of 3000 [rpm], if a load exceeding a predetermined load is applied to the engine 2, the swash plate of the continuously variable transmission 9 Control may be performed to set the opening rE to a small value. As a result, it is possible to prevent the engine 2 from stopping and to continuously perform the work running.

Further, when the control for setting the opening rE of the swash plate of the continuously variable transmission 9 to be small is performed in this way, even if the engine speed is increased, the swash plate of the continuously variable transmission 9 is opened. It is preferable not to return the degree. As a result, it is possible to suppress an excessive increase or decrease in the traveling vehicle speed and maintain smooth work traveling.

In the present embodiment, the configuration in which the traveling vehicle speed is controlled only in the eco mode has been described as an example, but the configuration in which the eco mode and the normal mode can be selectively implemented may be used. With such a configuration, it is possible to improve fuel efficiency by performing work driving in the eco mode, and by performing work driving in the normal mode, the performance of the machine 1 is maximized and stable work is performed. It is possible to drive and control the optimum traveling vehicle speed according to the situation.

[Running control when error is detected]
Although not shown, various devices such as the seedling planting device 3 (see FIG. 1), the continuously variable transmission 9 (see FIG. 1), and the positioning unit 8 have sensors that detect the operating state as necessary (see FIG. 5). The sensor group 1A) shown is provided. In automatic driving, if these sensors detect an error state or if it is determined that the sensor itself has a problem, the control unit 30 may end the automatic driving and stop the aircraft 1. However, the aircraft 1 may be temporarily stopped while maintaining the automatic driving.

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

For example, the signal from the satellite acquired by the positioning unit 8 may be temporarily weakened, but in many cases, the reception state of radio waves is only temporarily lowered, and the state is restored immediately. Not a few. If the automatic running is terminated every time such a state occurs, the work efficiency may deteriorate. Therefore, in such a case, it is preferable that the automatic driving is temporarily stopped and only the driving is stopped. It is preferable to wait for a while and stop the automatic driving for the first time when the situation is not improved, and perform necessary repairs and the like.

When stopping the machine 1, a warning may be given in advance to the effect that the machine 1 is stopped, that a problem has occurred, the content of the problem, or the like. Further, when the airframe 1 is stopped, it is preferable that the airframe 1 is not suddenly decelerated, but is gradually decelerated until the airframe is stopped.

If the aircraft 1 stops on a slope such as a field entrance / exit, the aircraft 1 may slide down the slope. In such a case, the angle of the swash plate of the continuously variable transmission 9 may be adjusted in the direction of going up the inclination instead of setting the angle of the swash plate of the continuously variable transmission 9 to the neutral position. For example, when the machine body 1 is stopped in the middle of going down the slope to enter the field, the control unit 30 moves the angle of the swash plate of the continuously variable transmission 9 in the reverse direction. As a result, the airframe 1 is driven in the direction opposite to the sliding down direction, so that the airframe 1 can be suppressed from sliding down and the airframe 1 can be stopped.

When the aircraft 1 is stopped and the angle of the swash plate of the continuously variable transmission 9 is operated to the neutral position, if the own vehicle position calculated by using the positioning unit 8 is moving, the own vehicle position The angle of the swash plate of the continuously variable transmission 9 may be adjusted according to the above, and may be controlled so that the stopped state is maintained.

Further, in order to keep the machine body 1 stopped on a slope or the like, the engine speed may be controlled in addition to the angle of the swash plate of the continuously variable transmission 9.

[Battery capacity control]
Some of the various devices mounted on the rice transplanter operate on the electric power supplied from the battery 73 (see FIG. 2). Each of these devices uses a different amount of electric power for operation. For example, the blower of the fertilizer application device 4 (see FIG. 1) consumes a large amount of electric power. The battery 73 is charged during the operation of the engine 2 (see FIG. 1). However, in a work run in which a device having a large power consumption is operated, power may be consumed in excess of the charge amount of the battery 73, and the remaining amount of the battery 73 may be low. Therefore, when the remaining amount of the battery 73 is less than a predetermined amount, it is preferable to operate the engine 2 for a while in order to charge the battery 73 even if the operation of stopping the engine 2 is performed. ..

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

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

Further, when a device having a large power consumption is used during the operation of the engine 2, or when the remaining amount of the battery 73 is low, the control to increase the engine speed may be performed. By increasing the engine speed, charging of the battery 73 is promoted.

The control unit 30 may perform the control related to the charging of the battery 73 and the operation of the engine 2, but the charge control unit (shown) is built in the control unit 30 or provided separately from the control unit 30. A functional block such as (1) may be performed.

[Secondary shift lever]
The auxiliary shift lever 7B (see FIG. 1) is used for an operation of switching the traveling vehicle speed between the working speed during work and the moving speed during movement. For example, movement between fields is performed at a moving speed, and planting work and the like are performed at a working speed.

Normally, the moving speed is faster than the working speed. In addition, the seedling planting device 3 is controlled so that the distance between the plants planted in the field is constant at the working speed. As a result, if the planting work is performed at a moving speed, the planting may not be performed between the predetermined stocks, and the proper planting work may not be performed. Therefore, it is preferable that the control unit 30 is controlled so that the work is not started unless the auxiliary transmission lever 7B is operated on the working speed side. For example, the control unit 30 controls so that the planting clutch is not connected unless the auxiliary transmission lever 7B is operated on the working speed side. As a result, the vehicle can be driven at a traveling vehicle speed suitable for the work, and the appropriate work can be performed. It is preferable that the auxiliary shift lever 7B is also provided with a potentiometer in order to confirm the operating position of the auxiliary shift lever 7B.

Further, it is more preferable that the auxiliary shift lever 7B is operated to the neutral position when starting the work running after moving between the fields. That is, it is preferable that the start operation of the work such as the planting work is effective only in the state where the auxiliary shift lever 7B is operated in the neutral position. Specifically, after the auxiliary shift lever 7B is operated to the neutral position, the work start operation is performed, and then the auxiliary shift lever 7B is operated at the working speed to start the work. Further, when the work start operation is performed, if the auxiliary transmission lever 7B is not in the neutral position, a notification prompting the operation of the auxiliary transmission lever 7B in the neutral position may be performed.

It is preferable that the auxiliary shift lever 7B takes a neutral position even when the operation of the engine 2 is continued in order to charge the battery 73 described above. As a result, since the auxiliary shift lever 7B is in the neutral position during the continuous operation of the engine 2 and the subsequent restart of the engine 2, it is possible to prevent the aircraft 1 from inadvertently traveling. As another embodiment, the main shift lever 7A and the auxiliary shift lever 7B may automatically return to the neutral position when the main shift lever 7A and the swash plate are positioned in the neutral position or the brake operation is performed.

In addition, there is a problem if the aircraft 1 runs during inspection and maintenance. Therefore, it is preferable that the inspection / maintenance can be performed only when the auxiliary transmission lever 7B is operated in the neutral position. When the auxiliary shift lever 7B is not in the neutral position during inspection / maintenance, a notification prompting the operation of the auxiliary shift lever 7B in the neutral position may be performed.

When replenishing mat-shaped seedlings, replenishing chemicals, etc., the aircraft 1 is brought close to the ridges at the edge of the field. The automatic traveling rice transplanter detects obstacles, and when it detects an obstacle, it stops traveling. Therefore, even if you try to bring it closer to the edge of the field, the ridges will be detected as obstacles and you will not be able to drive normally. Therefore, the rice transplanter of the present embodiment temporarily stops obstacle detection when moving the machine 1 to the edge of the field, and brings the rice transplanter closer to the edge of the field in a state where the ridges are not detected as obstacles. It has a function that can be used.

[Sonar layout]
The arrangement configuration of the sonar will be described with reference to FIGS. 1 to 3 and 12 to 14.

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

Specifically, for example, the sonar sensor 60 includes four front sonars 61 that detect obstacles in the area in front of the aircraft 1, two rear sonars 62 that detect obstacles in the area behind the aircraft 1, and the aircraft. It is composed of two horizontal sonars 63 that detect obstacles in the area on the side of 1. In many cases, the traveling vehicle speed when the aircraft 1 travels straight ahead is faster than the traveling vehicle speed during reverse travel and turning travel. Therefore, the number of front sonars 61 for detecting obstacles in the area in front of the aircraft 1 is larger than that of the rear sonar 62 and the lateral sonar 63. As a result, obstacles can be detected with high accuracy even when the vehicle is traveling straight ahead at a high speed.

Two of the front sonar 61s are provided side by side in the left-right direction of the machine body 1 on the side surface of the front end portion of step 14A. The other two of the front sonar 61s are supported by stays 61A projecting forward from the left and right reserve seedling support frames 17, respectively. The ground heights of the four front sonars 61 are substantially the same.

As shown in FIG. 13, the detection range in the plane direction (detection range in a plan view) of each front sonar 61 extends in a fan shape from the front sonar 61. The detection range of the front sonar 61 in the forward direction is adjusted so that when traveling at the maximum traveling vehicle speed, the length that allows the aircraft 1 to stop in front of the obstacle after detecting the obstacle can be secured. The front sonar 61 is arranged so that at least a part of the horizontal detection range of the adjacent front sonar 61 overlaps with each other. As a result, the accuracy of detecting obstacles is improved. As another embodiment, the detection range of the sensor may be automatically adjusted according to the vehicle speed. As a result, when traveling at a low speed, the detection range is not increased more than necessary, and obstacles can be detected in the optimum detection range.

As shown in FIG. 12, the rear sonar 62 is supported by a support structure 62A supported by a seedling planting device 3 or the like in order to support the drug spraying device 18. The two rear sonars 62 are arranged on each side of the chemical spraying device 18 in the left-right direction, and the height of the rear sonar 62 to the ground is substantially the same as the upper end of the chemical spraying device 18.

The rear sonar 62 mainly detects obstacles when moving backward. As shown in FIG. 13, the detection range of each rear sonar 62 in the plane direction extends in a fan shape from the rear sonar 62. Each rear sonar 62 is arranged slightly outward from directly behind, and the detection range of each rear sonar 62 is slightly biased outward. As a result, it is possible to secure a wide detection range in the left-right direction of the airframe 1 behind the airframe 1. The rear sonar 62 is arranged so that at least a portion of the horizontal detection ranges of the two rear sonar 62s overlap each other. As a result, the accuracy of detecting obstacles is improved.

The horizontal sonar 63 is provided on the side surface of both side ends (rear step 14C) of the aircraft 1 behind step 14A on the side of the driver's seat 16. The rear step 14C is located higher than step 14A. Therefore, the influence of mud splash from the rear wheels and the like can be suppressed. As another mounting position, the horizontal sonar 63 may be mounted on the spare seedling support frame 17 located opposite to the step 14A.

The horizontal sonar 63 detects the vicinity of the boarding / alighting area in step 14A, and detects an obstacle on the side of the aircraft 1. There is a problem when a person is trying to get on and off the driving unit 14 at the start of automatic driving. The horizontal sonar 63 detects, in particular, a person who is about to get on and off the driving unit 14.
As shown in FIG. 12, the detection range of each lateral sonar 63 in the plane direction extends in a fan shape from the front sonar 61. A person who gets on and off the driving unit 14 mainly gets on and off from the side of the driver's seat 16 and the front of the driver's seat 16. Further, a fertilizer application device 4 or the like is provided behind the driver's seat 16, and it is unlikely that a person gets on and off from that direction. Therefore, the detection range of the horizontal sonar 63 in the plane direction is slightly inclined forward from the side of the machine body 1. Further, a spare seedling support frame 17 projects in the left-right direction in front of the machine body 1. The front end of the detection range in the plane direction of the horizontal sonar 63 is set to be behind the spare seedling support frame 17 so that the horizontal sonar 63 does not detect the spare seedling support frame 17 or the spare seedling storage device 17A. NS.

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

As shown in FIG. 14, the sonar sensor 60 is supported slightly upward and is adjusted so as not to detect the mud surface while securing a predetermined detection distance. That is, the sonar sensor 60 is adjusted so that the lower end of the detection range does not reach the mud surface at a predetermined detection distance. Further, since the airframe 1 swings up and down as it travels, it becomes easier to detect the mud surface as it moves up and down. In addition, mud lumps generated during turning exist in headland and the like, and mud lumps protruding from the mud surface may be erroneously detected. Therefore, a certain margin may be taken into consideration for the distance from the mud surface to the lower end of the detection range. In this way, the vertical detection range (side view detection range) of the sonar sensor 60 is adjusted in consideration of the required detection distance and the fact that it does not detect mud surfaces, etc., thereby providing an appropriate detection range. Secured.

On the contrary, the sonar sensor 60 may be supported slightly downward. For example, when considering situations where it is unlikely that there are obstacles in the height direction, or where you want to prioritize the detection of obstacles that are relatively low from the mud surface, such as a crouching person, as much as possible. It is preferable that the detection range is adjusted so that an obstacle having a low height near the aircraft 1 can be detected. In such a case, the sonar sensor 60 is supported slightly downward and adjusted so as to include the lower region in the vicinity of the airframe 1 in the detection range. At this time, the mud surface and the like will be detected more than necessary. Therefore, it is preferable to analyze the detection pattern of the mud surface, determine whether or not the detected obstacle is the mud surface, and control the mud surface so that it is not recognized as an obstacle even if it is detected.

The front sonar 61 is not limited to the configuration supported by step 14A or the preliminary seedling support frame 17, and can be arranged at any position as long as an appropriate detection range can be secured. For example, the front sonar 61 may be supported by the engine bonnet 2B or may be supported by an extension member supported by the airframe 1. Further, the front sonar 61 may be provided in the vicinity of the positioning unit 8 or may be provided in the vicinity of the positioning unit 8 in place of the four front sonars 61 or in addition to the four front sonars 61.

Further, in order to stabilize the detection state, the sonar sensor 60 is preferably supported at a position where the arrangement position does not move during the detection of an obstacle. The rear sonar 62 is also preferably arranged at a position where the arrangement position does not move (non-operating portion), but can be arranged at an arbitrary position as long as an appropriate detection range can be secured. For example, the rear sonar 62 may be provided on a toolbar that supports the work device, a planting case of the seedling planting device 3, a sliding plate 3A, a sliding plate guard 3B, a support column of the seedling loading platform 21, and the like.

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

Further, the rear sonar 62 may be provided in an area above the mudguard cover 18A provided in the chemical spraying device 18. The chemical spraying device 18 may include a mud protection cover, and by providing the rear sonar 62 in a region above the mud protection cover, mud adhesion to the rear sonar 62 is suppressed. Similarly, the rear sonar 62 may be provided in an area above the upper end of the planting transmission case 3D of the seedling planting device 3, and is an area above the mud scattering prevention cover 3E included in the seedling planting device 3. It is better if it is provided in. Further, a dedicated cover may be provided in the lower region of the rear sonar 62. Further, the post-sonar 62 may be provided in the fertilizer application device 4, the powder or granular material feeder for insecticides, fungicides, herbicides, etc., or in the upper part of the direct sowing machine or in the region above these.

In addition, the two rear sonars 62 are arranged so as to face slightly outward of the aircraft 1. Therefore, the horizontal detection ranges of the two rear sonars 62 are provided over a wide range while partially overlapping each other. Further, a wide range of detection ranges may be secured while three or more rear sonars 62 are provided and their detection ranges partially overlap each other. In this case, each rear sonar 62 does not need to be arranged slightly outward of the aircraft 1, the arrangement direction of each rear sonar 62 is arbitrary, and some or all of the rear sonar 62 is the aircraft. It may be arranged slightly inward of 1 or directly behind. For example, the plurality of rear sonars 62 may be arranged side by side along the seedling stand 21.

Further, the two rear sonars 62 are arranged so as to sandwich the drug spraying device 18. As a result, obstacles such as people around the drug spraying device 18 can be appropriately detected. The detection range of the sonar 62 is set to a region that does not include the drug spraying device 18 in the detection range in order to prevent the drug spraying device 18 from being erroneously detected. Further, the chemical spraying device 18 is not always provided in the rice transplanter. In this case, the area where the drug spraying device 18 is arranged does not fall within the detection range of the rear sonar 62. Specific members may be provided in this area, at least to prevent a person from entering the area.

Each sonar sensor 60 may be provided inside the machine body 1 from the end portion of the body body 1. Since the detection range of each sonar sensor 60 expands in a fan shape, the blind spot of the detection range around the machine 1 is reduced by providing the sonar sensor 60 inside the end of the machine 1, and the area closer to the periphery of the machine 1 is reduced. Obstacles can be easily detected. Further, in order to prevent mud from adhering to each sonar sensor 60, it is preferable that each sonar sensor 60 is arranged inside the machine body 1, that is, at a position overlapping the machine body 1, for example, step 14A in a plan view.

On the contrary, each sonar sensor 60 may be provided at the tip end portion of the machine body 1. If each sonar sensor 60 is provided inside the machine body 1, there is a possibility that the machine body 1 itself may be erroneously detected as an obstacle. When each sonar sensor 60 is provided at the tip end portion of the airframe 1, the possibility that the airframe 1 itself is erroneously detected as an obstacle is reduced. In this case, it is preferable that a mudguard member is provided below each sonar sensor 60.

Further, the front sonar 61 may be provided above the axle of the airframe 1, preferably above the upper end of the axle, and more preferably above the lower end of step 14A. Further, the front sonar 61 may be provided below the upper end of the positioning unit 8, preferably below the upper end of the steering wheel 10, and more preferably below the upper end of step 14A. Further, the front sonar 61 may be provided on the preliminary seedling support frame 17. By arranging the front sonar 61 at a position away from the mud surface in this way, it becomes easy to set a detection range capable of more accurately detecting an assumed obstacle while suppressing the detection of the mud surface. Further, the front sonar 61 may be provided on the engine frame 1F or the step frame 1G.

Further, the front sonar 61 may be provided in a configuration in which the arrangement position can be adjusted. For example, the front sonar 61 is supported via a stay, and the position for supporting the front sonar 61 of the stay can be selected, or the stay supporting the front sonar 61 is deformed so that the arrangement position of the front sonar 61 can be changed. It may be configured to be possible.

Further, the sonar sensor 60 may be configured so that the posture is changed to the used state in the obstacle detection state and the posture is changed to the retracted state in the state where the obstacle is not detected. For example, in the stored state, the detection unit of the sonar sensor 60 is hidden behind other members, or the detection unit faces upward. As a result, dirt such as mud is suppressed from adhering to the sonar sensor 60 in a state where no obstacle is detected, and it is easy to maintain a state in which obstacle detection is appropriately performed in the obstacle detection state.

Further, the adjacent sonar sensors 60 are not limited to a configuration in which at least a part of each other's detection range overlaps, and may have a configuration in which there is no overlapping region as long as the detection range can be appropriately secured.

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

Further, the detection range of each sonar sensor 60 may be changed according to the position of the aircraft 1, the traveling vehicle speed, and the operating condition. The position of the machine 1 is determined from the position information of the machine 1 and the field map, and is the distance to the ridge, the distance from the outer peripheral portion of the field, whether or not the outer circuit path is ORL, and the like. The outer peripheral portion of the field is an electronic boundary or the like defined in the field map as the boundary portion of the field. Further, the detection range of each sonar sensor 60 may be changed according to the situation of the traveling route or the work content by obtaining the position to travel next from the predetermined traveling route and the field map.

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

The sonar sensor 60 is controlled by a sonar ECU 64 (corresponding to a detection control device).
The sonar ECU 64 controls the operation of the sonar sensor 60, acquires the detection result, and transmits the detection result to the control unit 30 (see FIG. 5). In the present embodiment, the front sonar ECU 64A and the rear sonar ECU 64B are provided as the sonar ECU 64. The four front sonars 61 are controlled by the front sonar ECU 64A, and the two rear sonars 62 and the two lateral sonars 63 are controlled by the rear sonar ECU 64B. A large number of signal wirings, power supply wirings, and the like are arranged between the front side region and the rear side region of the airframe 1. Therefore, it is connected to the front sonar ECU 64A connected to the sonar sensor 60 (front sonar 61) arranged near the front of the aircraft 1 and the sonar sensor 60 (rear sonar 62 and the horizontal sonar 63) arranged near the rear of the aircraft 1. After that, the sonar ECU 64B and the sonar ECU 64B are arranged in front and behind. As a result, wirings such as signal wiring and power supply wiring connected to the sonar sensor 60 and the sonar ECU 64 are suppressed from being arranged in front of and behind the machine body 1, and the wiring efficiency of the machine body 1 is improved.

The front sonar ECU 64A is provided in the front region of the machine body 1, and is supported, for example, on the left lateral side surface of the laminated lamp support member 74 supported by the spare seedling support frame 17. Wiring such as communication wiring and power supply wiring for data communication between the front sonar ECU 64A and each front sonar 61 are grouped together in the vicinity of the front sonar 61. One wire is connected to the front sonar ECU 64A.

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

The rear sonar ECU 64B is provided in the rear region of the airframe 1, and is arranged in, for example, an region surrounded by each rear sonar 62 and each lateral sonar 63. The rear sonar ECU 64B is supported on the left lateral side surface of the fuselage frame 1E in the lower region of the driver's seat 16 in the vicinity of the left lateral sonar 63. Further, the wiring such as the communication wiring and the power supply wiring for data communication between the rear sonar ECU 64B and each rear sonar 62 and each horizontal sonar 63 includes one communication wiring connected to each rear sonar 62 and each horizontal sonar 63. One piece of wiring is connected to the front sonar ECU 64A. As a result, wiring between each rear sonar 62 and each lateral sonar 63 and the rear sonar ECU 64B is efficiently performed.

In addition, a hydraulic hose or the like is arranged in the right area of the machine body 1. Therefore, by providing the rear sonar ECU 64B in the left side region of the machine body, the wirings connected to the rear sonar ECU 64B and the rear sonar ECU 64B do not interfere with the hydraulic hose or the like, and damage to the wirings is suppressed. Easy to put on and take off.

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

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

Further, the total number of sonar sensors 60 mounted is preferably an integral multiple of the limit number of sonar sensors 60 that can be connected to the sonar ECU 64. That is, it is preferable to provide as many sonar sensors 60 as possible with respect to the limitation of the sonar ECU 64. As a result, the accuracy of detecting obstacles can be improved.

Further, if the number of sonar sensors 60 that can be mounted is sufficient, the number of front sonars 61 does not need to be larger than the number of rear sonars 62, and the same number can be used. As a result, the obstacle detection accuracy of the rear sonar 62 can be improved.

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

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

[Detection by sonar sensor]
A configuration for detecting an obstacle by a sonar sensor and a traveling control according to the detection content will be described with reference to FIGS. 1 to 3 and 12 to 14.

The sonar sensor 60 detects obstacles around the aircraft 1, and in automatic driving, the control unit 30 (see FIG. 5) controls automatic driving according to the detection content of the obstacles. Specifically, such control can be performed by a functional block such as an automatic driving control unit or an obstacle handling unit built in the control unit 30 including the automatic driving microcomputer 6 and the like, and further, these functions. The block may be provided separately from the control unit 30.

If an obstacle is detected when the aircraft 1 starts by unmanned automatic driving (at the start of unmanned automatic driving), the start is suppressed and the vehicle does not start (start suppression mode). For example, at the start of unmanned automatic driving in forward movement, the detection results of the front sonar 61 and the lateral sonar 63 are used among the sonar sensors 60, and when the front sonar 61 and the lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle travels. Will not start. Further, at the start of unmanned automatic driving in reverse, the detection results of the rear sonar 62 and the lateral sonar 63 are used among the sonar sensors 60, and when the rear sonar 62 and the lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle travels. Will not start. At this time, the horizontal sonar 63 detects the surroundings of the boarding / alighting step (step 14A), which is the boarding area that the driver passes through when boarding, and in particular, detects a person who is about to get on / off the driving unit 14.

Obstacles are detected during driving by unmanned automatic driving, and when an obstacle is detected, control such as stopping automatic driving is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during traveling by unmanned automatic traveling, the traveling is stopped or the traveling vehicle speed is decelerated. For example, the detection result of the front sonar 61 is used when the aircraft 1 travels straight by unmanned automatic traveling, and the detection result of the rear sonar 62 is used when the aircraft 1 travels backward by unmanned automatic traveling. Further, when turning by unmanned automatic traveling, the detection result of the horizontal sonar 63 may be used in addition to these, or the detection result of only the horizontal sonar 63 in the turning direction may be used. When the traveling is stopped, the traveling vehicle speed may be gradually reduced, and the aircraft 1 may be finally stopped. Obstacles may be detected during the reciprocating work traveling on the internal reciprocating path IPL, and further, obstacle detection may be performed during the outermost planting (outermost peripheral work traveling).

Further, when an obstacle is detected in the start suppression mode and the obstacle detection mode, the angle of the swash plate of the continuously variable transmission 9 is maintained in the neutral state. At this time, it is preferable that the engine speed is maintained without being reduced. As a result, when it is confirmed that the detected obstacle does not hinder the running, or when the obstacle is eliminated, the running can be started / restarted promptly. Further, when an obstacle is detected by the sonar sensor 60, it may be notified that the obstacle has been detected. For example, the control unit 30 controls the voice alarm generator 100 to notify the voice alarm generator 100. Further, the notification that an obstacle has been detected may be notified to the laminated light 71 or the center mascot 20, which will be described later, in a predetermined display pattern, or may be notified to the remote controller 90 or the mobile terminal held by the work vehicle. , The information terminal 5 or the like may be notified.

Further, the running control using the detection result of the sonar sensor 60 is not limited to the case of unmanned automatic running, but may be performed during manned automatic running or manual running. In particular, the outer circuit path ORL (see FIG. 4) is subjected to work traveling by manned automatic traveling or manual traveling. There are many obstacles such as water outlets on the outermost circumference of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even in the outermost working running by manned automatic running or manual running. Further, during manned automatic driving or manual driving, driving may be controlled using the detection result of the sonar sensor 60 only in an area where there are many obstacles such as a water outlet. Further, the configuration is such that it is possible to detect whether or not the driver is on the driver's unit 14, and if it cannot be detected that the driver is on the driver's unit 14 even in the case of manned automatic driving or manual driving. , Travel control may be performed using the detection result of the sonar sensor 60. It should be noted that the seating sensor 16A or the like can be used to detect whether or not the driver is on board the driving unit 14.

As described above, the detection range of the sonar sensor 60 is set so as not to detect the mud surface. Since the condition of the field varies, it may be easy to detect the mud surface even if it is set in this way. Here, since the aircraft 1 is stationary at the start of unmanned automatic driving, it is easy to determine whether or not the detected obstacle is a muddy surface. Based on this, at the start of unmanned automatic driving, when the control unit 30 detects an obstacle, it determines whether or not it is a muddy surface, and if it is determined to be a muddy surface, the obstacle surface. If is not detected, the detection result may be corrected (ignored).
As a result, the control unit 30 can recognize that it is not an obstacle even if it detects the mud surface and control the automatic driving, and it is less likely that the control unit 30 detects an obstacle more than necessary and suppresses the start. , Smooth automatic driving becomes possible. The obstacle determination unit may determine whether the surface is mud. The obstacle determination unit may be built in the control unit 30, but may be provided outside the control unit 30.

Further, at the start of unmanned automatic driving (start suppression mode), it may be controlled as if an obstacle is detected when the sonar sensor 60 detects only a moving object such as a moving person. In many cases where it is necessary to suppress the start at the start of unmanned automatic driving, a person is trying to get on and off the driving unit 14. Therefore, by setting only moving objects such as people as detection targets (obstacles to be considered during automatic driving), erroneous detection can be suppressed and appropriate control at the start of unmanned automatic driving can be performed. The obstacle determination unit determines whether or not the object is a moving object such as a person. The obstacle determination unit can determine an obstacle by image analysis or the like, or can also perform an obstacle determination by inputting an captured image into the machine-learned learned data.

Further, the sonar sensor 60, whose detection result is not used depending on the traveling state, may continue to detect obstacles, or may be put into an unused state such as turning off the power.

The rear sonar 62 is supported by the seedling planting device 3, and the seedling planting device 3 moves up and down according to the running of the planting work. As a result, the seedling planting device 3 is in a lowered state during the planting operation, and the rear sonar 62 is in a position where it is easy to detect the mud surface. In addition, it is in a forward state during the planting work, and there is little need to detect obstacles behind it. From the above, the rear sonar 62 may be in an unused state on condition that the seedling planting device 3 is lowered in the forward work traveling. The state in which the seedling planting device 3 is lowered can also be detected by a sensor (one of the sensor groups 1A shown in FIG. 5) that detects the state of the elevating link 13a, and the posture of the marker 19 and the ground leveling float 15 can be detected. It can also be judged by whether or not it is grounded.

Further, the rear sonar 62 may be controlled so as to recognize only an approaching object as an obstacle when moving backward. At this time, when the seedling planting device 3 is in the ascending position, it is easy to detect an obstacle at a position high from the mud surface, and it is easy to detect an obstacle invading the rear of the machine body 1.
Whether or not an obstacle is approaching can be determined by the obstacle determination unit.

Further, as described above, the horizontal sonar 63 is set to have a narrower detection range in the plane direction than the other sonar sensors 60 so that the preliminary seedling support frame 17 is not erroneously detected as an obstacle.
However, if there is little risk of erroneous detection depending on the arrangement position of the preliminary seedling support frame 17 and the arrangement position of the horizontal sonar 63, the detection range of the horizontal sonar 63 may be the same as or greater than that of the other sonar sensors 60.

Further, the size of the detection range of the sonar sensor 60 may be different between the start suppression mode and the obstacle detection mode. For example, the size of the detection range of the sonar sensor 60 is larger in the start suppression mode than in the obstacle detection mode. As the detection range of the sonar sensor 60 increases, the detection range in the vertical direction also increases, making it easier to detect the mud surface. As described above, since the aircraft 1 is stationary in the start suppression mode, it is determined by the control after the detection whether it is a mud surface, and even if the mud surface is detected, the detection result is ignored in the subsequent control. Can be done. On the other hand, in the obstacle detection mode, the aircraft 1 is in a running state, it is easy to detect the mud surface, and it is difficult to determine whether or not the detected obstacle is the mud surface. Therefore, in the obstacle detection mode, it is preferable to reduce the detection range in order to suppress the detection of the mud surface.

In the work run on the internal round-trip route IPL (see FIG. 4), the aircraft 1 approaches the ridge as it runs. The ridges are higher than the mud surface and are easily detected by the sonar sensor 60. In automatic driving, it is not necessary for the sonar sensor 60 to detect ridges more than necessary by turning on a turning path generated in consideration of ridges. Therefore, the size of the detection range of the sonar sensor 60 may be arbitrarily changed. For example, in work traveling on the internal round-trip path IPL, when the distance from the aircraft 1 to the ridge approaches within a predetermined distance, the shorter the distance to the ridge, the shorter the length of the detection range of the sonar sensor 60. Be controlled.

Further, the detection range of the sonar sensor 60 located inside the turn may be increased during the turn. For example, in forward traveling, the detection range of one or more of the front sonar 61s located inside the turn may be increased. If the front sonar 61 can detect an obstacle in the area through which the aircraft 1 passes by turning, the risk of the aircraft 1 coming into contact with the obstacle can be sufficiently reduced. Therefore, the front sonar 61 may have a configuration that can detect the locus of the outermost front end portion of the airframe 1 drawn along the turn. For example, when the outermost front end portion of the machine body 1 is the outermost front end portion of the spare seedling storage device 17A, the locus drawn by the outermost front end portion of the spare seedling storage device 17A may be included in the detection range. This reduces the risk of missed detection.

Similarly, in reverse travel, the detection range of the rear sonar 62 located inside the turn may be increased among the rear sonar 62. The rearmost outermost portion of the machine body 1 is the rearmost outermost portion of the sliding plate guard 3B. Therefore, the locus drawn by the rearmost outermost portion of the sliding plate guard 3B may be included in the detection range. When turning on a ridge, an auxiliary worker or the like often waits in the field on the opposite side of the turning direction. By adopting the above configuration in such a case, the detection range is extended to the opposite side of the machine 1 with respect to the position where the auxiliary worker is waiting, and the auxiliary worker is erroneously detected as an obstacle and the machine is stopped. There is less risk of doing so.

Further, the sonar sensor 60 may be configured to operate at the time of use, for example, at the start of unmanned running, but when the engine 2 is started, the sonar sensor 60 also operates and an obstacle is detected, but the unmanned running is started. The configuration may be such that the detection result is not used until (until it is used). When automatic driving is controlled using the detection result, a voice alarm generator 100 or the like notifies a notification to that effect.

As described above, the sonar sensor 60 may erroneously detect an object that does not interfere with work running as an obstacle. When the observer can confirm whether or not the object does not interfere with the work running, it is preferable to start the running or continue the running. Therefore, if the observer can determine that the object does not interfere with the work running, the operator may be able to operate the object so as not to temporarily consider the detected obstacle. For example, the remote controller 90 is provided with a button operation that can temporarily not consider (ignore) the detected obstacle. The period for ignoring the detected obstacle may be a predetermined time, a button operation for resuming consideration of the detected obstacle may be separately prepared, or the button operation is continued. It may be configured to ignore only the interval (the state where the button is pressed and held). Alternatively, the period for ignoring the detected obstacle may be a period during which the vehicle travels for a predetermined distance. These button operations may be hidden commands that are not disclosed as normal remote control 90 operations. Further, the button operation may be a complicated operation in order to suppress an operation error. For example, operations that are frequently operated and that can be redone immediately even if they are erroneously operated can be operated with one button on the remote controller 90, and operations that cannot be easily redoed once they are erroneously operated, such as starting automatic driving. May operate two or more buttons at the same time. One of the two or more buttons may be a function button.

Such an operation may be configured such that an announcement is made by voice and is performed while referring to the announcement. Further, the operation may be effective only after such an operation is performed after the announcement.

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

Further, the operation of the sonar sensor 60 may be stopped / started by the operation of the remote controller 90 or the information terminal 5, and the start / stop of whether or not to perform the control according to the detection of the obstacle may be selected.

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

Obstacle detection and processing may not be restarted automatically, but may be restarted only after a specific human operation is performed. In addition, it is determined by image analysis using an image pickup device whether or not automatic driving has started properly, and if it is determined that automatic driving has started properly, obstacle detection and processing are restarted. You may.

[Sonar control when replenishing seedlings]
The control of the sonar sensor 60 at the time of seedling replenishment will be described with reference to FIGS. 1 to 4 and 12 to 14.

The rice transplanter replenishes seedlings when the seedlings run out. At the time of seedling replenishment, the aircraft 1 is brought to the edge of the seedling replenishment side SL by traveling forward. When the seedling supply is completed, the aircraft 1 moves backward and returns to the traveling route.

While replenishing seedlings, work vehicles move around the aircraft 1. Therefore, it is preferable to stop the operation of the sonar sensor 60 during the seedling supply. Alternatively, even if the sonar sensor 60 detects an obstacle during seedling supply, it is preferable to ignore it. Further, even if an obstacle is detected during the automatic driving, the automatic driving is terminated and the setting information of the automatic driving is deleted. If an obstacle is detected during seedling replenishment, the automatic running may not end and the automatic running may shift to the paused state. As a result, the work running can be resumed quickly.

Then, when the seedling supply is completed and the vehicle returns to the traveling path, it is preferable to restart the operation of at least the rear sonar 62 of the sonar sensors 60, or to perform processing in consideration of the detected obstacle. Further, immediately after the seedling supply is completed, there is a high possibility that the work vehicle will approach the aircraft 1. Therefore, the horizontal sonar 63 may be operated at the time of reverse movement after the seedling supply is completed. Further, at the time of this reverse movement, there is a ridge near the front of the aircraft 1. Therefore, it is preferable to operate the front sonar 61 even when moving backward, at least until it reaches the inner region IA of the field. It should be noted that the same control may be performed not only when replenishing seedlings but also when replenishing other materials.

[Detection of sonar sensor defects]
A configuration for detecting a defect in the sonar sensor 60 will be described with reference to FIGS. 1 to 5 and 12 to 14.

The sonar sensor 60 may not be able to properly detect obstacles due to mud or the like adhering to it. At the start of running, the operation of the sonar sensor 60 is confirmed, but even if a problem occurs in the sonar sensor 60 during running, it is difficult to detect it.

Therefore, if the front sonar 61 does not detect the mud surface when moving backward, the sonar ECU 64 or the control unit 30 may determine that the front sonar 61 has a problem. Even if the front sonar 61 detects an obstacle when moving backward, the control is performed so that the front sonar 61 does not recognize the obstacle. Further, the front sonar 61 includes a mud surface in the detection range, determines whether or not the obstacle is a mud surface, and if it is a mud surface, the control is performed so that the obstacle is not recognized as an obstacle. Therefore, if the front sonar 61 does not detect the mud surface for a predetermined period during reverse travel, it can be determined that the front sonar 61 has a problem.

If the position information indicates that the ridge is approaching, even if the ridge is within the detection range of the sonar sensor 60, if the sonar sensor 60 that detects an obstacle in front of the traveling direction does not detect an obstacle, that is the case. It can be determined that the sonar sensor 60 has a problem.

If at least a part of the detection range of the four front sonars 61 overlaps, or if only one of the front sonars 61 detects an obstacle, it is determined that one of the front sonars 61 has a problem. can do.

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

[Running control during drug replenishment]
The running control at the time of drug replenishment will be described with reference to FIGS. 1 to 5.

The rice transplanter replenishes the medicine when the loaded medicine runs out. At the time of drug replenishment, the aircraft 1 is brought to the edge of the seedling replenishment side SL in the reverse running. When the drug supply is completed, the aircraft 1 moves forward and returns to the traveling path.

At the time of drug replenishment, in manned automatic driving, while maintaining the automatic state, it turns by human operation, runs backward, and the aircraft 1 is brought to the edge of the seedling replenishment side SL.

In unmanned automatic driving, the aircraft 1 is temporarily stopped when shifting from the turning path to the internal reciprocating path IPL, and by performing an artificial operation during that time, the aircraft 1 moves backward at a predetermined speed (choice). , Aircraft 1 is brought to the edge of the seedling supply side SL. This artificial operation can be performed by the remote controller 90 or the like. It should be noted that such an artificial operation can be accepted while traveling in the middle of the turn, and after the turn is completed, the aircraft 1 moves backward at a predetermined speed.

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

Immediately before the start of automatic operation of unmanned automatic driving, a notification screen is displayed on the information terminal 5 to prompt the operator to confirm whether the seedlings have run out or the drug has run out. In addition, a sensor (one of the sensor group 1A shown in FIG. 5) for detecting the remaining amount of seedlings and chemicals is provided, and when seedlings or chemicals run out, automatic running is not started and seedlings or chemicals run out. At least one of the fact that the cut has occurred and the fact that the seedlings and the medicine are urged to be replenished may be notified. Such a notification may be displayed on the information terminal 5, may be notified by voice by the voice alarm generator 100, may be notified by lighting the laminated light 71, or may be notified to the remote controller 90 or the like. The above processing is performed when the operation of starting the running by automatic running is performed by the remote controller 90, the notification screen is displayed, the notification that the seedlings have run out or the medicine has run out, and the seedlings or the medicines have run out. At least one of the notifications to encourage replenishment is made. Further, abnormalities other than seedling shortage and drug shortage may be confirmed, and in addition to the indication that the abnormality has occurred, a notification prompting the elimination / avoidance of the abnormality or a procedure thereof may be notified. ..

Further, at the start of automatic driving, a voice alarm or the like may be notified before the vehicle starts moving. After that, the aircraft 1 may start moving after the notification is completed, or the aircraft 1 may start moving together with the notification.

For automatic driving, it is possible to set a mode with seedling supply and a mode without seedling supply. In the seedling replenishment mode, the aircraft 1 temporarily stops in order to select whether or not to replenish the seedlings in the terminal region of the internal reciprocating path IPL before the turning path. When it is not necessary to replenish the seedlings, the remote controller 90 is artificially operated during the temporary stop to restart the traveling, and the aircraft 1 stands by in the stopped state until the remote controller 90 is operated. When it is necessary to replenish the seedlings, an artificial operation is performed to the effect that the seedlings need to be replenished. First, the aircraft 1 is automatically advanced straight toward the ridge for a predetermined distance and stopped. After that, the aircraft 1 can be brought to the edge of the seedling supply side SL by another artificial operation by the remote controller 90. As another embodiment, the seedling replenishment place may be a specific seedling replenishment point on the outer periphery of the field instead of the seedling replenishment side. Further, in the mode with seedling supply, a route is generated toward the seedling supply side or the seedling supply point, and the vehicle may automatically travel along the route.

Also, even in the mode without seedling replenishment, the aircraft 1 temporarily stops at the boundary between the turning path and the internal round-trip path IPL to switch the control. Even in the mode without seedling supply, it may be necessary to move the aircraft 1 to the edge of the seedling supply side SL due to unexpected need for seedling supply or other circumstances. be. At this time, while the machine 1 is temporarily stopped, the machine 1 can be brought to the edge of the seedling supply side SL by an artificial operation using the remote controller 90 or the like. Alternatively, the speed is gradually reduced before the machine 1 is temporarily stopped, and during that time, the machine 1 can be brought to the edge of the seedling supply side SL by an artificial operation by a remote controller 90 or the like.

Note that, after the aircraft 1 is temporarily stopped, the running may be automatically restarted after a predetermined time has elapsed, but an artificial operation may be required to restart the running.

In addition to notifying the abnormality, the notification of mere forward movement and backward movement can be canceled by setting.

Further, the operation of the voice alarm generator 100 or the like may be checked at the start of automatic driving. For example, when the automatic driving start / stop switch 7D is pressed, an operation check is performed depending on whether or not the current value flowing through the voice alarm generator 100 or the like is appropriate.

[Operation of operating tools in control during automatic driving]
The operation of the operating tool in the control during automatic driving will be described with reference to FIGS. 1 to 5.

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

In manned automatic driving, driving is started by the driver operating the main speed change lever 7A, and a certain manual operation may be required even when turning or performing work. At this time, the driver receives the guidance performed under the control of the control unit 30, and by performing an operation according to the guidance, the driving is started, and the turning traveling and the work are performed. For example, guidance is given to operate the main speed change lever 7A in the traveling direction with respect to the traveling direction of the path. The guidance is given by voice guidance, display on the information terminal 5, or the like, and includes guidance for prompting the operation of the main speed change lever 7A and the operation of the work device 1C. Further, in manned automatic driving, a notification to that effect is given at the start of driving, during reverse movement, and during turning.

In manned automatic running, the operation of setting the main speed change lever 7A to the neutral position is necessary for starting the automatic running, and the operation related to the operation of the working device 1C such as lowering of the seedling planting device 3 continues the automatic working running. It is necessary to do. For example, it is necessary to shift the working device 1C, which has been put into a non-working state during turning, to a working state after turning. Therefore, guidance by voice or the like prompting these operations is continuously performed unless these operations are performed. For example, in the outermost planting work by manned automatic traveling, the automatic traveling does not continue unless the seedling planting device 3 is lowered by a manual operation. Therefore, the guidance prompting the main shift lever 7A to be in the neutral position continues to be notified until the seedling planting device 3 is lowered.

Guidance to return the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reverse movement in manned automatic driving, and the main shift lever is operated in the forward / backward direction during unmanned automatic control. Guidance to return the main speed change lever 7A to the neutral position, guidance to lower the seedling planting device 3 raised by the operator during automatic work running, and seedling planting at the start of each side in the outermost planting work. It is preferable that the guidance for raising and lowering the device 3 continues to be notified until the operation according to the guidance is performed. It should be noted that guidance for returning the main shifting lever 7A to the operating position when the main shifting lever 7A is operated to the neutral position during turning or reverse movement in manned automatic driving, and guidance for returning the main shifting lever 7A to the operating position, and for the main shifting lever to move forward and backward during unmanned automatic control. Guidance for returning the main speed change lever 7A to the neutral position when operated, and guidance for lowering the seedling planting device 3 raised by the operator during automatic work running are operations contrary to preset automatic running. When such an operation is performed, guidance (warning) is given so that an appropriate operation is performed for performing the set automatic driving.

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

The guidance for operating the main shift lever 7A to the neutral position determines whether or not the angle of the swash plate of the continuously variable transmission 9 is in the neutral position regardless of the operation position of the main shift lever 7A. This may be performed when it is determined that the angle of the swash plate of the continuously variable transmission 9 is not in the neutral position. Further, when the angle of the swash plate of the continuously variable transmission 9 is determined to be the neutral position and automatic traveling is started when the main speed change lever 7A is not in the neutral position, the angle of the swash plate of the continuously variable transmission 9 is started. May be displaced at an angle corresponding to the operating position of the main shift lever 7A. As a result, the vehicle travels at a traveling vehicle speed according to the operating position of the main speed change lever 7A, and the traveling vehicle speed can be adjusted to the operator's operation.

During manned automatic driving, guidance is given to the operation of the main speed change lever 7A, and driving is performed based on the corresponding operation. However, in the outermost peripheral planting work, the turning running (direction change) connecting each side of the outer peripheral path ORL switches forward and backward without the operation of the driver. Therefore, even in the case of manned automatic driving, it is preferable not to give guidance even if the driving is switched during the driving that does not require such an operation. However, even in a turning run connecting each side of the outer circuit path ORL, the operation of the work device 1C may require a manual operation, and in this case, the guidance for performing the operation related to the operation of the work device 1C may be provided. Be notified.

The main speed change lever 7A operated during manned automatic driving is maintained in the route traveling direction during automatic driving, and even if there is a reverse operation due to a change of direction (turning) during automatic driving, the main speed change lever 7A is the same. Maintained in position. Further, when an actuator such as a motor for moving the operation position of the main shift lever 7A is provided, the operation position of the main shift lever 7A is set according to the traveling direction of the machine body 1 (the angle of the swash plate of the continuously variable transmission 9). May be changed. Similarly, when the traveling vehicle speed is changed by the brake, the operating position of the main speed change lever 7A may be changed according to the operation of the brake or the traveling vehicle speed (angle of the swash plate of the continuously variable transmission 9). At this time, the operation status may be notified during the operation of the actuator and before and after the operation.

At the start of automatic driving, when starting point guidance, starting reciprocating planting, returning from material supply, starting unmanned automatic driving on the inner circuit route IRL, manned automatic driving This is the case of starting automatic running of each side (a running path connected to a turning area and substantially parallel to the outer periphery of the field) when planting the outermost circumference.

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

When starting manned automatic driving, if the conditions necessary for automatic driving are met, the control state will be displaced to the automatic driving permission state. Automatic driving is started only when the main speed change lever 7A is operated in a predetermined direction in this automatic driving permission state. Therefore, even if the main speed change lever 7A is operated in a direction different from the predetermined direction in the automatic operation permission state, the machine body 1 does not move.

Guidance of the starting point in manned autonomous driving is performed by manual operation based on guidance. Therefore, when guiding the start point in manned automatic driving, a notification is first given to operate the main shift lever 7A to the reverse side for reverse movement, and then to move forward to the start point S in order to move forward. Notification is given to operate the main speed change lever 7A to the forward side.

As a condition for starting or continuing manned automatic driving, when automatic driving is started from the automatic driving permitted state, or when driving is restarted from the paused state during automatic driving, the main speed change lever 7A is not in the neutral position. It may be in the position of. Therefore, when the start point guidance is started, when the round-trip planting (planting work running on the internal round-trip path IPL) is started, when the running is restarted after the seedling supply, the internal round-trip path IPL after the round-trip planting Before being automatically guided to the starting point of the above, the driver operates the main speed change lever 7A from the neutral position in a predetermined direction to restart the automatic traveling.

In both the manned automatic driving and the unmanned automatic driving, it may be necessary that the main shift lever 7A is in the neutral position before the automatic driving starts.

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

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

However, the raising and lowering of the seedling planting device 3 at the time of turning at the time of planting the outermost circumference is operated according to the guidance. Even in this case, if it can be confirmed by image analysis using an imaging device that there is no problem in raising and lowering the seedling planting device 3, the seedling planting device 3 may also be raised and lowered by automatic control.

The above guidance may be notified by various means using a laminated light 71, a remote controller 90, or the like, in addition to the voice guidance given by a voice alarm or the like and the display by the information terminal 5. Such guidance is controlled by a notification control unit or the like, and the notification control unit may be a control unit 30, may be built in the control unit 30, or may be provided separately from the control unit 30.

Since the outer circuit route ORL travels around ridges and the like, a route may be provided inside by a predetermined distance from the outer circumference of the field, and unmanned automatic traveling may not be performed at the same time. May be possible. In this case, it is preferable to set the distance from the outer periphery of the field sufficiently larger than that in the case where the unmanned automatic running is not performed, and to prevent an unexpected situation from occurring even if the unmanned automatic running is performed. In this way, by enabling unmanned automatic traveling even on the outer orbital route ORL, it is possible to continue the unmanned automatic traveling on the inner orbital route IRL and the outer orbital route ORL.

Here, the travel route including the outer circuit route ORL is determined based on the first non-working travel along the outer circumference of the field. The non-working run along the outer circumference of the field may be carried out close to the outer circumference of the field, or may be run along the outer circumference at a predetermined distance from the outer circumference of the field.
When non-working travel is performed close to the outer circumference of the field, the outer circuit path ORL is set inward by a predetermined distance from the route where the non-working travel is performed, and the inner circuit path IRL and the inner circuit are set with reference to the outer circuit path ORL. The round-trip path IPL is set. When non-working travel is performed at a predetermined distance from the outer circumference of the field, the route on which the non-working travel is performed is set as the outer peripheral route ORL, and the inner peripheral route IRL and the internal round-trip route IPL are set based on the outer peripheral route ORL. Set.

For example, a front marker (corresponding to an "adjacent marker") is used when performing non-working running at a predetermined distance from the outer circumference of the field. By performing the non-working run so that the front marker is in contact with the outer circumference (for example, ridge) of the field, the run is separated from the outer circumference of the field by the length of the front marker and runs along the outer circumference.

For example, the front marker has a configuration that can be switched in three stages. The first stage is the stowed state. The second stage is a state in which the plant protrudes by a normal length, and is a length protruding from the outermost end of the planting portion by the length of the inter-row length. The third stage is a state in which the aircraft 1 protrudes by a predetermined distance from the outer circumference of the field when the front marker is not operated so as to be in contact with the outer circumference (for example, ridge) of the field. Is. Further, by making the length of the front marker variable in the third stage, a predetermined distance can be arbitrarily set. When a predetermined distance can be arbitrarily set, the traveling vehicle speed for traveling on the outer circuit path ORL may be set according to the predetermined distance.

Further, the non-working running along the outer circumference of the field may be carried out away from the outer circumference of the field by a distance determined by the driver in consideration of manned automatic running on the outer circumference route ORL. As a result, it is possible to secure a necessary planting area in the field and set a predetermined distance according to the skill of the driver.

It should be noted that the predetermined distance is set from the detection of the abnormality to the stop of the aircraft 1 when the abnormality including an obstacle is detected and the aircraft 1 is stopped while traveling at the predetermined traveling vehicle speed. It can be the minimum distance that the aircraft 1 travels or the distance to which a margin is added.

By performing non-working running along the outer circumference of the field, the position information related to the outer periphery of the field is acquired, and the outer shape map (field map) and the traveling route of the field are set based on the outer periphery. In the non-working run along the outer circumference of the field, all the sides constituting the field may be continuously run, and the position information relating to the continuous outer periphery may be acquired, but the position information relating to each side constituting the field may be acquired. May be obtained individually to generate a field map. As a result, even if the running is stopped in the middle of the non-working running along the outer periphery of the field, the running can be restarted from the side where the running is stopped without restarting the non-working running from the beginning. When a field map is generated for each side, the outermost planting can be performed for each side.

The outer circuit route ORL is operated by manned automatic driving. In the manned automatic running of the outer circuit path ORL, the work running is performed according to the control by the automatic running, and the turning running is performed during the work running of each side. When turning, it is necessary to raise and lower the seedling planting device 3, which is manually operated according to the guidance. Not limited to such a configuration, the seedling planting device 3 may be raised and lowered by automatic control, and the operator may select whether to perform manual operation or automatic control. In the automatic control, for example, the seedling planting device 3 is raised before the start of the turning run, and the seedling planting device 3 is lowered after the end of the turning run.

The control unit 30 is used to generate an outer map (field map) of the field, set the inner area IA, set the outer area OA, set the traveling route, and adjust the distance from the outer periphery of the field to the outer orbital route ORL. Do. Alternatively, a traveling route generation unit built in the control unit 30 or provided outside the control unit 30 may perform these processes.

[Control when seedlings run out, fertilizer runs out, etc.]
The control when seedlings run out, fertilizer runs out, etc. will be described with reference to FIGS. 1 to 5.

A sensor that detects the remaining amount of each material (one of the sensor group 1A shown in FIG. 5) is used for a device that supplies various materials such as a seedling planting device 3, a fertilizer application device 4, a chemical spraying device 18, and a seeder. May be provided. Hereinafter, a seedling shortage sensor that detects the remaining amount of seedlings will be described as an example, but it can also be applied to various materials such as fertilizers, chemicals, and seed paddy.

When the seedling shortage sensor detects that the remaining amount of seedlings is equal to or less than a predetermined amount, the control unit 30 may notify the information terminal 5, the voice alarm generator 100, or the like to that effect.

Further, when the seedling shortage sensor detects that the remaining amount of seedlings is less than a predetermined amount at the start of the work running or when the work running is resumed after the vehicle is stopped, the control unit 30 does not run. It may be controlled as follows. If the planting work is carried out when the remaining amount of seedlings is insufficient, there is a possibility that a stock shortage will occur in the middle of the field. Therefore, the occurrence of stock deficiency can be suppressed by setting the configuration so that the stock does not run in such a possible state.

If it is detected that the remaining amount of seedlings is less than a predetermined amount in the middle of the traveling route, the aircraft 1 may be stopped, but with the seedling planting device 3 raised, the seedling supply side You may run to SL. In addition, the seedling shortage sensor is configured to detect a predetermined amount within the range where the amount required to return to the seedling supply side SL remains, and when the seedling shortage sensor detects this amount, seedling supply is continued while working. It may be configured to run to the side SL. Further, the structure is not limited to the seedling supply side SL, and depending on the position detected by the seedling shortage sensor, it may be configured to travel to another side where seedling supply is possible.
In the case of automatic traveling, the movement to the seedling supply side SL or other side may be an automatic traveling along the traveling route where a traveling route is generated from that place.

Also, even if the seedlings run out in the middle of the field, in any case, it is necessary to drive to the seedling supply side SL for seedling supply. Therefore, even if it is detected that the remaining amount of seedlings is less than a predetermined amount in the middle of the traveling route, the work travels to the vicinity of the seedling supply side SL, for example, before the turning area of the internal reciprocating route IPL. May be continued.

A seedling shortage sensor (one of the sensor group 1A shown in FIG. 5) for detecting that the seedlings have run out is further provided for each row, and the remaining amount of seedlings is less than a predetermined amount in the middle of the traveling route. If the seedlings are cut by any of the articles in the work running after the detection of the above, the seedling planting device 3 may be raised and the running may be performed. The seedling shortage sensor that detects that the seedlings have run out may have, for example, a configuration in which image analysis is performed to determine that the seedlings have run out because the number of seedlings has decreased to below the threshold value by the imaging device, or machine-learned learning. You may detect the shortage of seedlings by inputting the captured image into the finished model. The seedling shortage sensor that detects that the seedlings have run out is a seedling shortage sensor (1 of the sensor group 1A shown in FIG. 5) that is provided at the end of the seedling feeding portion of the seedling loading table 21 and detects the presence or absence of seedlings. It may be one).

The choi gathering function can be used to move to the seedling supply side SL, but the choi gathering speed limit is released for the choi gathering running with the seedling planting device 3 raised (empty work). The traveling vehicle speed may be faster than that of the chopping performed before and after the turning area. As a result, even if a decrease in the remaining amount of seedlings is detected at a position far from the seedling supply side SL, it is possible to quickly move to the seedling supply side SL.

At the start of automatic running on the inner circuit path IRL and the outer circuit path ORL, the running is not started when it is detected that the remaining amount of seedlings is less than a predetermined amount. Further, on each side of the inner circuit path IRL and the outer circuit path ORL, even when the work running after turning is started, the running is not started when it is detected that the remaining amount of seedlings is less than a predetermined amount. Is also good.

At least one of the place where it was detected that the remaining amount of seedlings was less than a predetermined amount and the place where it was detected that the seedlings were cut for each row may be displayed on the information terminal 5 or the like.

When it is detected that the remaining amount of seedlings is less than a predetermined amount in the automatic running on the inner orbital route IRL and the outer orbital route ORL, after the work running along each side is completed and before the turning running. Alternatively, the aircraft 1 may be temporarily stopped later. It is possible to determine whether or not to replenish the seedlings while the vehicle is stopped.

The material such as seedlings, for example, clogging of side-row fertilizer, seed paddy, side-row medicine, etc., running out of fuel, remaining amount of battery 73, etc. may be detected. When these are detected, the aircraft 1 may be stopped. For example, in the case of clogging of materials such as fertilizer, it is difficult to determine which line is clogged with side-row medicine, so it is not possible to stop fertilizer application for each line, and it is appropriate to stop the aircraft 1. be. However, if possible, a sensor (one of the sensor group 1A shown in FIG. 5) that detects clogging of side-row fertilizer, seed paddy, side-row medicine, etc. may be provided for each row. Further, the battery 73 can be charged by increasing the engine speed. Therefore, when it is detected that the remaining amount of the battery 73 is equal to or less than a predetermined amount, the engine speed may be automatically increased.

[Slip judgment]
A configuration for determining slip and controlling traveling will be described with reference to FIGS. 1 to 5.

Depending on the condition of the field, the machine body 1 may slip during running, and the wheels 12 (body body 1) may sink and work running may be delayed. Therefore, it is preferable to measure the slip ratio of the machine body 1.

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

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

When it is determined that the wheel 12 is sunk, the aircraft 1 is temporarily stopped, and in the case of automatic driving, the automatic driving is terminated. Further, when it is determined that the wheel 12 is sunk, the return operation may be performed, or the aircraft 1 may be temporarily stopped when the sinking is not resolved even if the return operation is performed. In the return operation, for example, the differential may be locked to drive either the left or right wheel 12, the steering wheel may be returned and the side clutch may be engaged during turning, or slalom running may be performed.

Further, the sunken place may be memorized on the traveling route, the sunken part may be recognized as an obstacle, and may be reflected in the setting of the traveling route. For example, the travel route is set so as to bypass the sunken place.

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

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

As shown in FIG. 15, the rice transplanter in the present embodiment includes a first clutch C1, a second clutch C2, a third clutch C3, and a fourth clutch C4. Each section clutch EC is composed of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. Each line clutch EC is an example of a work clutch that switches the drive state of the work device 1C by turning on / off the power transmission from the engine 2.

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

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

Below, each article clutch EC will be described in detail. The eight planting mechanisms 22 are provided in a state of being divided into four sets. Further, the control unit 30 controls the on / off state of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. That is, the control unit 30 controls the on / off state of each clutch EC. The control unit 30 is an example of a clutch control unit that controls the on / off state of the work clutch.

When the first clutch C1 is engaged, the leftmost set of the four sets of planting mechanisms 22 is driven. When the first clutch C1 is in the disengaged state, one of the four sets of planting mechanisms 22 at the left end is stopped.

When the second clutch C2 is engaged, one of the four sets of planting mechanisms 22 is driven, which is the second from the left. Further, when the second clutch C2 is in the disengaged state, one of the four sets of planting mechanisms 22 is stopped, which is the second from the left.

When the third clutch C3 is engaged, one of the four sets of planting mechanisms 22 is driven, which is the second from the right. When the third clutch C3 is in the disengaged state, one of the four sets of planting mechanisms 22 is stopped, which is the second from the right.

When the fourth clutch C4 is engaged, one of the four sets of planting mechanisms 22 at the right end is driven. When the fourth clutch C4 is in the disengaged state, one of the four sets of planting mechanisms 22 at the right end is stopped.

Further, as shown in FIG. 15, the rice transplanter in the present embodiment includes a planting clutch C5. The planting clutch C5 is an example of a work clutch that switches the drive state of the work device 1C by turning on / off the power transmission from the engine 2.

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

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

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

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

With the above configuration, in the rice transplanter in the present embodiment, the planting clutch C5 is switched from the off state to the on state to start driving the seedling planting device 3, and the planting clutch C5 is off from the on state. The drive of the seedling planting device 3 is stopped by switching to the state.

Further, the elevating link 13a shown in FIG. 1 is a specific example of the working device 1C. The control unit 30 controls the drive of the elevating link 13a. The seedling planting device 3 moves up and down by driving the elevating link 13a. That is, the control unit 30 controls the raising and lowering of the seedling planting device 3. The control unit 30 is an example of an elevating control unit that controls the elevating and lowering of the seedling planting device 3.

The control unit 30 is configured to raise the seedling planting device 3 when the driving of the seedling planting device 3 is stopped. As a result, even if the rice transplanter is located at the ridge, the rice transplanter can turn smoothly.

Further, the control unit 30 is configured to lower the seedling planting device 3 when the driving of the seedling planting device 3 is started. As a result, the seedling planting work by the seedling planting device 3 is surely performed.

Further, the control unit 30 can execute deceleration control and speed increase control by controlling the traveling device 1D. Deceleration control is control that reduces the vehicle speed. Further, the speed increase control is a control for increasing the vehicle speed. That is, the control unit 30 controls the vehicle speed. The control unit 30 is an example of a vehicle speed control unit that controls the vehicle speed.

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

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

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

However, if the traveling vehicle speed is repeatedly switched in a short period of time, the work may not be performed properly, and smooth traveling may be hindered. Therefore, when the distance traveled by the aircraft 1 after each line clutch EC or planting clutch C5 is turned off and before each line clutch EC or planting clutch C5 is turned on is less than or equal to a predetermined distance. , The configuration may be such that the traveling vehicle speed is not recovered. Alternatively, when the time from when each line clutch EC or the planting clutch C5 is turned off to when each line clutch EC or the planting clutch C5 is switched to the on state is less than a predetermined time, the traveling vehicle speed It may be configured without recovery.

Note that these predetermined distances and times can be set arbitrarily and can be changed according to the working conditions. In addition, the predetermined distance and time can be set for each article. Further, when decelerating and accelerating, it is preferable that the speed is not changed suddenly and is performed slowly.

Further, the function of decelerating the traveling vehicle speed when the clutch EC or the planting clutch C5 is turned on and off may be arbitrarily disabled.

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

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

In this example, the obstacle OB is located on the outer periphery of the field. Therefore, the outer circuit path ORL is generated in a state of bypassing the obstacle OB. As a result, a part of the outer circuit path ORL projects toward the inner circuit path IRL.

As a result, when the rice transplanter travels along the inner circuit path IRL, the two sets on the left side of the four sets of planting mechanisms 22 plant seedlings when the rice transplanter travels along the outer circuit path ORL. You will pass through the area where the work will be done. Therefore, the left two sets of the four sets of planting mechanisms 22 are stopped while passing through this region.

Then, when the control unit 30 executes the switching control, the control unit 30 executes the deceleration control before the on / off state of each clutch EC is switched. Further, after the aircraft 1 has passed the switching point, the control unit 30 executes the speed-up control. The switching point is the position of the aircraft at the time when the switching control is executed by the control unit 30.

That is, when the control unit 30 executes switching control that switches the on / off state of each clutch EC, the control unit 30 controls to reduce the vehicle speed before the on / off state of each clutch EC is switched. The deceleration control is executed.

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

More specifically, when the rice transplanter travels along the inner circuit path IRL shown in FIG. 16, the aircraft 1 first passes through the position P1. The time at this time is set to time t1.

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

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

After that, the aircraft 1 passes through the positions P9 and P10.

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

Also, when the aircraft 1 is located between the position P3 and the position P8, the rice transplanter plants only four seedlings on the right side while running.

Then, after the aircraft 1 passes the position P8, the rice transplanter plants eight seedlings while running.

FIG. 17 shows the transition of the vehicle speed of the rice transplanter when the rice transplanter travels along the inner circuit path IRL in the example shown in FIG.

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

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

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

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

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

Also, position P3 is a switching point. Therefore, the control unit 30 executes the speed-up control from the time t4 to the time t5 after the aircraft 1 has passed the position P3. In the present embodiment, the speed increase control is executed until the vehicle speed of the rice transplanter reaches the vehicle speed before the execution of the deceleration control.

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

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

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

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

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

Also, position P8 is a switching point. Therefore, the control unit 30 executes the speed-up control from the time t9 to the time t10 after the aircraft 1 has passed the position P8.

As a result, when the aircraft 1 reaches the position P10, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. After that, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.

In the example described above, the control unit 30 executes the speed-up control after the aircraft 1 has passed the position P3.

However, in the present embodiment, the first point which is the switching point and the second point which is the switching point are located on the traveling path of the aircraft 1, and the aircraft 1 passes through the first point. If it is planned to pass the second point after the operation and the distance between the first point and the second point is less than or equal to a predetermined reference distance, the control unit 30 has the first body 1 of the control unit 30. The speed increase control is not executed from the time when the point is passed until the time when the second point is reached.

For example, in the example shown in FIG. 16, the position P3 which is the switching point and the position P8 which is the switching point are located on the inner circuit path IRL which is the traveling path of the aircraft 1. Further, it is planned that the aircraft 1 will pass through the position P8 after passing through the position P3.

Therefore, if the distance between the position P3 and the position P8 is equal to or less than the predetermined reference distance, the control unit 30 reaches the position P8 after the aircraft 1 passes through the position P3, unlike the above example. The speed increase control is not executed until the speed is increased. In this case, the deceleration control may or may not be executed between the time when the aircraft 1 passes the position P3 and the time when the aircraft 1 reaches the position P8. When the deceleration control is executed, the vehicle speed of the rice transplanter may be lower than the second vehicle speed V2. Further, when the deceleration control is executed, the deceleration may be continuously decelerated from the position P1 to the position P5, the speed may be continuously increased from the position P5 to the position P10, and the speed may be returned to the normal working speed V1.

Further, in the above example, the on / off state of each clutch EC is switched while the rice transplanter is traveling along the inner circuit path IRL. However, the present invention is not limited to this, and the on / off state of the planting clutch C5 may be switched while the rice transplanter is traveling along the inner circuit path IRL. Then, when the control unit 30 executes switching control which is a control for switching the on / off state of the planting clutch C5, the control unit 30 controls to reduce the vehicle speed before the on / off state of the planting clutch C5 is switched. The deceleration control is may be executed.

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

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

Further, in the above example, when the rice transplanter travels along the inner circuit path IRL, the on / off states of the first clutch C1 and the second clutch C2 are switched, and the third clutch C3 and the fourth clutch C4 are engaged. It is maintained in that state. However, the present invention is not limited to this, and when the rice transplanter travels along the inner circuit path IRL, the on / off state of any of the clutches EC may be switched.

[About elevating control of seedling planting device]
The internal reciprocating path IPL is a repeating path of a straight path and a swivel path, but the planting clutch C5 is switched from the on state to the off state by the control unit 30 at the end point position of the straight path, and then the seedling planting device 3 rises. .. Here, in the present embodiment, the seedling planting device 3 is maintained in a lowered state while the machine 1 travels a predetermined distance D1 from the machine position at the time of switching the on / off state of the planting clutch C5. It is configured. With this configuration, it is possible to prevent the seedling planting device 3 from rising and the floating seedlings from being generated while the seedlings are held by the planting claws in each planting mechanism 22.

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

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

Further, the predetermined distance D1 is equal to or longer than the seedling planting interval along the traveling direction of the aircraft 1. That is, the predetermined distance D1 is equal to or greater than the distance between stocks.

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

In the example shown in FIG. 18, the rice transplanter performs seedling planting work while traveling along the internal round-trip route IPL in the internal region IA. Then, the aircraft 1 reaches the position P11. The position P11 is located at the boundary between the inner region IA and the outer peripheral region OA.

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

After that, the aircraft 1 enters the outer peripheral region OA and reaches the position P12. The mileage of the aircraft 1 from the position P11 to the position P12 is a predetermined distance D1. Therefore, the control unit 30 keeps the seedling planting device 3 in the lowered state until the machine body 1 reaches the position P12.

Then, after the machine body 1 has passed the position P12, the control unit 30 raises the seedling planting device 3.

The control unit 30 may be configured in a state of being divided for each function. For example, a functional unit for controlling each line clutch EC and a functional unit for controlling the traveling device 1D may be separately provided, and the control unit 30 may be composed of these functional units.

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

[Start timing and end timing of fertilizer application work]
The fertilizer application device 4 (supply device) conveys a hopper 25 (storage unit) for storing fertilizer (drugs and other agricultural materials), a feeding mechanism 26 for feeding fertilizer from the hopper 25, and a fertilizer fed by the feeding mechanism 26. It also has a fertilizer hose 28 (hose) that discharges fertilizer to the field. The fertilizer stored in the hopper 25 is fed out in a predetermined amount by the feeding mechanism 26 and sent to the fertilizer application hose 28, transported in the fertilizer application hose 28 by the transport wind of the blower 27, and discharged from the groove grooving device 29 to the field. NS. In this way, the fertilizer application device 4 supplies fertilizer to the field. The hopper 25 and the feeding mechanism 26 are mounted and supported on the machine frame 1E, and the groove making device 29 is provided at the lower end of the seedling planting device 3. The fertilizer application hose 28 extends over the feeding mechanism 26 and the groove making device 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer application hose 28.

The fertilizer application work by the fertilizer application device 4 is performed in conjunction with the planting work. For example, as shown in FIG. 4, an internal reciprocating path IPL is set in the internal region IA, and a turning path is set in the outer peripheral region OA. The internal round-trip path IPL is a plurality of parallel paths, and the turning path is a path connecting adjacent internal round-trip path IPLs. The planting work by the seedling planting device 3 is performed along the internal reciprocating path IPL, and the fertilizing work by the fertilizer applying device 4 is also performed along the internal reciprocating path IPL. On the other hand, the planting work is not performed in the swivel path of the outer peripheral region OA, and the fertilizer application work by the fertilizer application device 4 is not performed in the swirl path of the outer peripheral region OA.

When the rice transplanter travels while planting the internal area IA along the internal reciprocating path IPL, the rice transplanter reaches the boundary area between the internal area IA and the outer peripheral area OA. The boundary region in the internal region IA is the "end position", at which the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, at the same time as the planting mechanism 22 is stopped or the seedling planting device 3 is raised, the feeding mechanism 26 is stopped and the fertilizer application work by the fertilizer application device 4 is stopped. This completes the planting and fertilizing operations along one internal reciprocating path IPL in the internal region IA. After that, the rice transplanter moves to the outer peripheral region OA and makes a turning run in the outer peripheral region OA in order to shift to the adjacent internal reciprocating path IPL.

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

However, there is a delay by the length of the fertilizer application hose 28 from the time when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it actually reaches the field. Therefore, at the start position, the start timing of the actual supply of fertilizer to the field may be later than the start timing of the planting work, and the fertilizer may not be sufficiently applied at the start position. Further, at the end position, the timing of stopping the supply of fertilizer to the actual field may be delayed from the timing of stopping the planting work. In addition, once the rice transplanter is stopped at this end position, the fertilizer remaining on the fertilizer hose 28 may be discharged to the end position as it is, and the fertilizer may be excessively supplied at the end position. In order to eliminate such inconvenience, the following control for the fertilizer application device 4 is performed in the present embodiment.

The control unit 30, which is the core of the control system of the rice transplanter, controls the running of the rice transplanter and the operation of various work devices 1C. A fertilizer application device 4 is included as a part of the work device 1C. The positioning unit 8 acquires the position information of the aircraft 1, that is, the position of the own vehicle based on the positioning signal of the navigation satellite. The control unit 30 can control the fertilizer application device 4 based on the position of the own vehicle calculated by the positioning unit 8 while the machine body 1 is traveling. Then, the control unit 30 operates the fertilizer application device 4 before the start of the work run when the work run starts from the preset start position, and ends the work run at the preset end position. It is configured to stop the fertilizer application device 4 before the end.

The time required from the time when fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it is actually discharged to the field (hereinafter referred to as "fertilizer transport time") depends on the wind speed of the transport wind and the length of the fertilizer application hose 28. Change. Therefore, the operator may be able to set the time required for fertilizer transfer while operating the information terminal 5. Further, the control unit 30 may automatically calculate the fertilizer transport time required by the operator setting the length of the fertilizer hose 28 and the wind speed of the transport wind on the information terminal 5. The control unit 30 may calculate the distance traveled by the rice transplanter (hereinafter, “fertilizer transport required distance”) from the time when fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it is actually discharged to the field. ..
In this case, the required distance for fertilizer transportation is calculated by multiplying the above-mentioned time required for fertilizer transportation by the traveling vehicle speed of the rice transplanter.

The starting position after turning is known, and the position of the rice transplanter's own vehicle is calculated by the positioning unit 8. In addition, the traveling vehicle speed is calculated from the amount of change in the position of the own vehicle per unit time. That is, the positioning unit 8 corresponds to a "speed detection unit" capable of detecting the traveling vehicle speed (speed) of the aircraft 1. The speed detection unit may be a rotation speed sensor (not shown) provided on the wheel 12 or a rotation speed sensor (not shown) provided on the continuously variable transmission 9. By dividing the distance between the start position and the own vehicle position by the traveling vehicle speed, the time until the position of the groove making device 29 in the aircraft 1 reaches the start position (hereinafter referred to as "first time"). Is calculated. During the first hour, the rice transplanter is moving from the outer peripheral area OA to the inner area IA while the rice transplanter is turning toward the next internal round-trip path IPL in the outer peripheral area OA, or after the turning is completed. In the meantime, it is calculated periodically. The first distance is calculated by multiplying the first hour by the traveling vehicle speed. The first distance is the distance until the position of the groove-growing device 29 in the machine body 1 reaches the start position (see FIGS. 19 and 20).

Further, since the end position is known, by dividing the distance between the end position and the own vehicle position by the traveling vehicle speed, the time until the position of the groove making device 29 in the machine body 1 reaches the end position ( Hereinafter referred to as "second time") is calculated. The second time is calculated periodically while the rice transplanter travels through the internal region IA while planting along the internal round-trip path IPL. The second distance is calculated by multiplying the second time by the traveling vehicle speed. The second distance is the distance until the position of the groove-growing device 29 in the machine body 1 reaches the end position (see FIGS. 21 and 22).

As shown in FIGS. 19 and 20, when the rice transplanter is turning toward the next internal round-trip path IPL in the outer peripheral area OA, or when the rice transplanter completes the turning and runs inside from the outer peripheral area OA. The first time is calculated periodically while moving to region IA. When the first time is equal to or less than the time required for fertilizer transportation, the control unit 30 operates the feeding mechanism 26. Then, when the fertilizer conveyed along the fertilizer application hose 28 begins to be discharged, the groove making device 29 is located at the start position. That is, the fertilizer application operation by the fertilizer application device 4 is accurately started at the start position. That is, the control unit 30 calculates the first time, which is the time until the position of the groove making device 29 in the machine body 1 reaches the start position, based on the position (position information) of the own vehicle, and also calculates the first time. The fertilizer application device 4 is configured to operate when one hour is less than or equal to the time required for fertilizer transportation (preset threshold value). Further, the control unit 30 operates the fertilizer application device 4 so that the fertilizer conveyed along the fertilizer application hose 28 starts to be discharged at the start position. Alternatively, the control unit 30 calculates, based on the position of the own vehicle, a first distance, which is the distance from the position of the groove-growing device 29 in the machine body 1 to reach the start position after the turning run of the body body 1. At the same time, the fertilizer application device 4 may be operated when the first distance is equal to or less than the required fertilizer transport distance (preset threshold value).

As shown in FIGS. 21 and 22, when the rice transplanter is traveling in the internal area IA while planting work, the second time is calculated periodically. When the second time becomes less than or equal to the time required for fertilizer transportation, the control unit 30 stops the feeding mechanism 26. Then, when the fertilizer conveyed along the fertilizer application hose 28 is exhausted, the groove making device 29 is located at the end position. That is, the fertilizer application work by the fertilizer application device 4 is accurately completed at the end position. That is, the control unit 30 calculates the second time, which is the time until the position of the groove making device 29 in the machine body 1 reaches the end position, based on the position of the own vehicle, and the second time is fertilizer. The fertilizer application device 4 is configured to be stopped when the time required for transportation (a preset threshold value) or less is reached. Further, the control unit 30 stops the fertilizer application device 4 so that the fertilizer conveyed along the fertilizer application hose 28 is completely discharged at the end position. Alternatively, the control unit 30 calculates a second distance, which is the distance until the position of the groove making device 29 in the machine body 1 reaches the end position, based on the position of the own vehicle, and the second distance is fertilizer. The fertilizer application device 4 may be stopped when it is equal to or less than the required transport distance (preset threshold value).

The field shown in FIG. 4 has a rectangular shape, but the field is not always rectangular, and may have a trapezoidal shape or an unequal side shape, for example. For example, as shown in FIG. 23, it is conceivable that the boundary line between the outer peripheral region OA and the inner region IA is inclined with respect to the internal reciprocating path IPL. It is not preferable that the seedlings are planted in a state of protruding into the outer peripheral region OA during the planting work for the inner region IA. Therefore, in a state where the seedling planting device 3 straddles the boundary between the outer peripheral region OA and the inner region IA, the planting clutch provided for each row of the seedling planting device 3 is used to cover the inner region IA. Only planting work is done.
The seedling planting device 3 as a working device is configured so that seedlings can be planted in each row in the field. Further, although the feeding mechanism 26 is provided every two articles in the fertilizer application device 4, it may be provided every two articles, or it may be provided every three or more articles.

In the embodiment shown in FIG. 23, the right side portion of the seedling planting device 3 is located in the internal region IA, and the portion located in the internal region IA of the seedling planting device 3 as the machine body 1 advances. The ratio increases. Therefore, when the right end of the seedling planting device 3 enters the inside of the internal region IA, only the planting clutch at the right end of the seedling planting device 3 is in the transmission state, and as the aircraft 1 moves forward, the left side is left. Each planting clutch is sequentially switched to the transmission state.

In the example shown in FIG. 23, the starting position of the planting work differs for each row. Therefore, the control unit 30 calculates the first time, which is the time required to reach the start position, for each planting row, and when the first time for each planting row is less than or equal to the time required for fertilizer transport, the fertilizer application device. Each of the feeding mechanisms 26 in No. 4 is operated separately for each planting line. In addition, the end position of the planting work may differ from row to row. In this case, the control unit 30 calculates the second time, which is the time required to reach the end position, for each planting row, and when the second time for each planting row is less than or equal to the time required for fertilizer transport, the fertilizer application device. Each of the feeding mechanisms 26 in No. 4 is stopped separately for each planting line. That is, the control unit 30 is configured so that the seedling planting device 3 operates or stops the fertilizer application device 4 for each row in conjunction with the row for planting seedlings.

In the above-described embodiment, the end position where the rice transplanter has performed the planting work along the internal round-trip path IPL and the start position after the rice transplanter has made a turning run toward the next internal round-trip path IPL in the outer peripheral region OA. The start timing and end timing of the fertilizer application work have been described based on the above, but the present invention is not limited to this embodiment. For example, the end position is the end of one inner circuit path IRL in the outer peripheral region OA (the end before the rice transplanter turns toward the next inner circuit path IRL) or the end of the outer circuit path ORL (rice transplanter). May be the front end) that turns toward the next outer circuit path ORL. When the rice transplanter is traveling along the inner circuit path IRL (or the outer circuit path ORL) while performing the planting work, the second time is calculated periodically. Then, when the rice transplanter approaches the end position of the inner circuit path IRL (or the outer circuit path ORL) and the second time is equal to or less than the fertilizer transport time required, the control unit 30 may stop the feeding mechanism 26. Further, when the start position is the start end of the next inner circuit path IRL and the rice transplanter is turning toward the next inner circuit path IRL (or outer circuit path ORL) in the outer peripheral region OA, the first The time may be calculated periodically. Then, when the rice transplanter approaches the start position of the next inner circuit path IRL (or outer circuit path ORL) and the second time becomes less than the fertilizer transport time required, the control unit 30 may operate the feeding mechanism 26. ..

As described above, there is a delay by the length of the fertilizer application hose 28 from the time when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it actually reaches the field. From this, it is conceivable that if the traveling speed is too fast, the fertilization to the field may not be started or ended at an appropriate position. In order to properly perform the fertilizer application operation, the control unit 30 decelerates the machine body 1 before operating or stopping the fertilizer application device 4 when the traveling vehicle speed is faster than a preset set speed. At this time, the control unit 30 may be decelerated to the set speed or may be decelerated to less than the set speed. Further, when the traveling vehicle speed is slower than the set speed, the control unit 30 may allow the machine body 1 to travel at the traveling vehicle speed until the operation or stop of the fertilizer application device 4 is started. Further, the control unit 30 may accelerate the machine body 1 to an arbitrary speed that is easy to match with the stop timing of the fertilizer application device 4 before operating or stopping the fertilizer application device 4 when the traveling vehicle speed is equal to or lower than the set speed. ..

In the above-described embodiment, the configuration in which the fertilizer transport time is set by the operator operating the information terminal 5 is shown, but the present invention is not limited to this embodiment. For example, the drive rotation speed of the feeding mechanism 26 and the drive rotation speed of the blower 27 may be changed in conjunction with the traveling vehicle speed. In this case, the fertilizer transfer required time is periodically calculated by the control unit 30. May be configured. In this case, the faster the traveling vehicle speed, the faster the drive rotation speed of the feeding mechanism 26 and the drive rotation speed of the blower 27, and the fertilizer transport time may be shortened. The control unit 30 may start operating the feeding mechanism 26 at a position closer to the start position as the traveling vehicle speed increases, or the end position as the traveling vehicle speed increases in order to supply a little more fertilizer near the end position. The feeding mechanism 26 may be stopped at a position closer to.
That is, the control unit 30 may be configured so that the timing at which the fertilizer application device 4 is operated or stopped can be changed based on the traveling vehicle speed.

In the above-described embodiment, fertilizer is shown as an agricultural material, but the agricultural material may be a liquid or powdery chemical, or may be a liquid or powdery fertilizer. Further, in the above-described embodiment, the fertilizer application device 4 is shown as the supply device, but the supply device may be a drug spraying device for spraying the drug in the field. Further, although the seedling planting device 3 is shown as the working device in the above-described embodiment, the working device may be, for example, a sowing device (including pinpoint direct sowing in the field). That is, it suffices if the working device can plant seedlings in the field for each row. "Seeds" include seeds before germination and seedlings after germination. "Planting" is a general term for the work of sowing pre-germination seeds in a field and transplanting post-germination seedlings to a field. Further, as an embodiment different from the above-described configuration, a receiving portion for temporarily receiving fertilizer is provided in a portion of the fertilizer hose 28 near the field, and fertilizer is intermittently supplied based on the position information of the machine body 1. It may be configured.

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

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

The brake device 85 is provided in the mission case 86 in which the auxiliary transmission (not shown), the inter-stock transmission (not shown), and the like are built. The brake device 85 includes a brake pad (not shown) and a swing-type operation arm 85a that presses and operates the brake pad.

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

The stepping start sensor 80a detects that the brake pedal 84 is stepped on from the initial position Pini. In the present embodiment, the stepping start sensor 80a is composed of a magnet sensor. The stepping start sensor 80a may be composed of a sensor other than the magnetic sensor.

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

The stepping sensor 80c detects that the brake pedal 84 is stepped on to the intermediate position Pmid located between the initial position Pini and the maximum stepping position Pmax. In the present embodiment, the stepping sensor 80c is composed of a magnet sensor. The stepping sensor 80c may be composed of a sensor other than the magnetic sensor.

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

The key switch 81 is for starting and operating the engine 2. The key switch 81 is provided in the operation unit 14.

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

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

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

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

Alternatively, instead of the above configuration, a swing angle sensor for detecting the swing angle of the operation arm 85a is provided, and the control unit 30 has a large swing angle of the operation arm 85a detected by the swing angle sensor. Therefore, the swash plate 9a of the continuously variable transmission 9 may be returned to the neutral position side.

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

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

The notification device 83 notifies that the engine 2 will not be started. Here, when the engine 2 is started by the key switch 81, it is not detected by the stepping end sensor 80b that the brake pedal 84 is stepped on to the maximum stepping position Pmax, or the speed of the continuously variable transmission 9 is changed. If the neutral sensor 82 does not detect that the position is the neutral position, the engine 2 is not started even if the engine 2 is started by the key switch 81. Therefore, when the engine 2 is not started, the notification device 83 notifies the method of solving the situation where the engine 2 is not started and the engine 2 is not started. The notification by the notification device 83 is performed by voice, an image (image display of the information terminal 5 or the like), or a combination thereof.

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

The rice transplanter may be configured so that the engine 2 can be started and operated by using a remote controller.
By starting and operating the engine 2 with the remote controller, it is possible to prepare for the operation of the positioning unit 8 and the like and to charge the battery 73. The rice transplanter may be provided with a direct connection circuit or mode (control mode) capable of only starting the engine 2 even if an abnormality occurs in the electrical system.

As shown in FIGS. 1, 2 and 3, the engine 2 and the driving unit 2A having the engine bonnet 2B covering the engine 2 are located in the front region of the airframe 1 capable of driving the front wheels 12A and the rear wheels 12B. A driving unit 14 is provided in the rear side region of the airframe 1 to form a self-propelled vehicle. The self-propelled vehicle has spare seedling storage devices 17A provided on both lateral sides of the driving unit 2A, and is provided on the rear side of the driver's seat 16 and constitutes a fertilizer application device 4 and a hopper 25 and a feeding mechanism 26. And so on.

The left and right spare seedling storage devices 17A are supported by the spare seedling support frame 17 as a support frame erected on the engine frame 1F of the machine frame 1E. Specifically, the left and right spare seedling storage devices 17A are in a state of extending in the vertical direction of the vehicle body toward the spare seedling support frame 17 side with respect to the spare seedling stand 70 having four stages above and below and the spare seedling stand 70. It has a storage device frame 70a that is provided and supports the spare seedling loading table 70 in four upper and lower stages. As shown in FIG. 1, the spare seedling support frame 17 is laid horizontally on the left and right lower end side portions 17a extending upward from both lateral sides of the engine frame 1F and on the left and right lower end side portions 17a. It has an upper end side portion 17b. The left and right lower end side portions 17a are located at positions lower than the upper end side portions 17b. The storage device frame 70a of the left spare seedling storage device 17A is supported by the left lower end side portion 17a. The storage device frame 70a of the right spare seedling storage device 17A is supported by the right lower end side portion 17a. The upper and lower four-stage spare seedling mounting stands 70 in the left and right spare seedling storage devices 17A are supported by the spare seedling support frame 17 via the storage device frame 70a.
In the present embodiment, the left and right spare seedling storage devices 17A have four upper and lower spare seedling mounting stands 70, but the present invention is not limited to this. For example, it may have a spare seedling stand 70 having three or more steps above and below, or five or more steps above and below.

[Sonar control device, laminated light, receiver, battery]
As shown in FIGS. 2 and 3, a front sonar ECU 64A as a sonar control device, a laminated light 71 for displaying the control mode of the control unit 30 on the outside of the self-propelled vehicle, and a radio command signal from the remote control 90 (remote control device). Is received, the received radio command signal is converted into an electric signal, and the receiving device 72 is transmitted to the control unit 30. The receiving device 72 is provided on the right side of both side portions of the self-propelled vehicle. The battery 73 that supplies electric power to the sonar ECU 64, the laminated light 71, and the receiving device 72 is located on the side of both side portions of the self-propelled vehicle on which the front sonar ECU 64A, the laminated light 71, and the receiving device 72 are provided. It is provided on a portion, that is, a lateral portion on the right side. In the present embodiment, the front sonar ECU 64A, the laminated light 71, the receiving device 72, and the battery 73 are provided on the lateral side portion on the right side of the self-propelled vehicle, but are provided on the lateral side portion on the left side of the self-propelled vehicle. It may be.

More specifically, the front sonar ECU 64A and the laminated lamp 71 are provided above the spare seedling storage device 17A on the right, as shown in FIGS. 2 and 3. As shown in FIGS. 2 and 3, the receiving device 72 is provided at a position near the right end of the vehicle body in the front upper region of the driving unit 14. The battery 73 is provided below the spare seedling storage device 17A on the right.

[Structure of laminated lamp]
As shown in FIGS. 2 and 3, the laminated light 71 is provided at a position closer to the inside in the lateral direction of the vehicle body in the upper region of the right spare seedling storage device 17A as the outer peripheral portion of the self-propelled vehicle. The laminated lamp 71 is provided at a position higher than the uppermost preliminary seedling loading stand 70 among the upper and lower four-tiered preliminary seedling loading stands 70 in the right spare seedling storage device 17A. The laminated light 71 is provided at a position lower than the antenna 8p of the positioning unit 8 so as not to interfere with the reception of the positioning unit 8, and is provided from the antenna 72p of the receiving device 72 so as not to interfere with the reception of the receiving device 72. Is also provided at a low position.

The laminated light 71 is tilted with respect to the usage posture in which the longitudinal direction is along the vertical direction of the vehicle body as shown by the solid line in FIG. 1 and the usage posture in the side view of the vehicle body as shown by the chain double-dashed line in FIG. It is supported so that the upper part is located at a lower position than the retracted posture and the posture can be changed.
Specifically, as shown in FIGS. 1 and 28, the laminated lamp support member 74 is supported on the upper part of the right lower end side portion 17a of the preliminary seedling support frame 17. As shown in FIG. 28, the connecting portion 71a formed in the lower part of the laminated lamp 71 is provided with a support shaft 71b and a posture determining arm 71c. The laminated light 71 is supported by the laminated light support member 74 via the support shaft 71b by mounting the support shaft 71b in the support hole 74a of the laminated light support member 74 from the lateral outer side of the laminated light support member 74. .. As shown by the solid line in FIGS. 1 and 29, the laminated lamp 71 is used by being swung with the support shaft 71b as a swing fulcrum so as to stand upright with respect to the laminated light support member 74. Become a posture. As shown by the alternate long and short dash line in FIGS. 1 and 29, the laminated lamp 71 is swung with the support shaft 71b as a swing fulcrum so as to be tilted toward the front of the vehicle body with respect to the usage posture. As a result, it becomes a retracted posture. When the laminated light 71 is in the working posture, the set bolt 74b is attached to the bolt hole of the posture determining arm 71c from the lateral inner side of the laminated light support member 74 through the bolt hole 74c of the laminated light support member 74. The 71 is held in the working posture by the set bolt 74b. When the laminated lamp 71 is in the retracted posture, the receiving portion 75a formed on the cover 75 supported by the laminated lamp supporting member 74 receives and supports the free end side portion of the laminated lamp 71 from below, and the laminated lamp 71 receives and supports the laminated lamp 71. , The cover 75 holds it in the retracted position. The cover 75 is supported by the laminated light support member 74, and is configured to cover the support portion of the laminated light 71 and the front sonar ECU 64A from the lateral outside.

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

In the present embodiment, as shown in FIGS. 3, 28, and 29, the laminated lamp 71 is laminated with indicator lamps of pink 71P, green 71G, and blue 71B. The indicator lights of pink 71P, green 71G, and blue 71B are laminated in the order in which green 71G is located under pink 71P and blue 71B is located under green 71G, but the present invention is not limited to this. For example, the pink 71P may be located between the green 71G and the blue 71B, and may be laminated in any order. Further, the present invention is not limited to the three-color indicator light unit, and may be provided with a two-color indicator light unit or a display unit having four or more colors.

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

In the present embodiment, the laminated light 71 and the indicator light unit 20A of the center mascot 20 are controlled by the control unit 30 to the display state shown in FIG. “●” mark shown in FIG. 30 indicates lighting in the laminated light 71 and the indicator light unit 20A, “-” indicates lighting in the laminated light 71 and the indicator light unit 20A, and “● (blinking)” indicates lighting in the laminated light 71 and the indicator light unit 20A. The blinking in the laminated lamp 71 is shown.

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

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

A part of the display state of the laminated lamp 71 shown in FIG. 30 will be described below.
In the laminated light 71, automatic operation can be restarted when the control unit 30 is selected for the manned automatic mode and the automatic operation can be started, and when the control unit 30 is selected for the manned automatic mode. When is, all the indicator lights of pink 71P, green 71G and blue 71B are turned off.

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

The laminated light 71 is used only in the unmanned automatic mode. During the condition adjustment for starting the automatic operation, none of the indicator lights are lit. During automatic operation, only the bottom indicator light is lit, and if the automatic operation is permitted (pause during automatic operation or before guidance to the start point), the three-color indicator is lit and automatic. If the vehicle is inoperable (obstacle detection, machine error), only the top indicator light is lit. Since the information that automatic driving is not possible is the most important, when automatic driving is not possible, the indicator light unit located at the highest position is turned on. The laminated light 71 may be turned on when the control unit 30 is selected for the manned automatic mode. In the laminated light 71, the combination of the indicator lights that are turned on in correspondence with the control mode and the combination of the indicator lights that are turned off in correspondence with the control mode can be changed to a combination other than that shown in FIG. be. Other than the automatic operation mode, it may not be displayed by the laminated lamp 71. Various displays by the laminated light 71 may be performed in combination with voice notification, virtual screen notification, and the like. In the laminated lamp 71, an abnormality of the laminated lamp 71 can be detected by detecting the current (voltage) of the laminated lamp 71.

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

Specifically, as shown in FIGS. 1, 2 and 3, the upper end side portion 17b is from the frame portion 17y extending in the lateral width direction of the vehicle body at the front upper portion of the driving portion 14 and from both lateral end portions of the frame portion 17y. It has an arm portion 17t that extends toward the lower end side portion 17a of the preliminary seedling support frame 17 and is supported on the upper end of the lower end side portion 17a. As shown in FIG. 25, the mounting base 77 is supported by the frame portion 17y, and the positioning unit 8 and the receiving device 72 are mounted on the mounting base 77 in a state of being lined up in the width direction of the vehicle body, and are mounted on the mounting base 77 by connecting bolts. It is configured to be tightened and fixed. As shown in FIGS. 2 and 3, the positioning unit 8 and the receiving device 72 are placed and fixed side by side in which the receiving device 72 is located laterally outside the vehicle body with respect to the positioning unit 8. As shown in FIG. 25, the antenna 72p of the receiving device 72 is configured to be supported by the antenna supporting portion 77a provided on the mounting table 77 in a state of being located in front of the receiving device 72. The antenna 72p is supported on the antenna support portion 77a so as to be detachable by adsorption of a magnet (not shown) provided on the base portion of the antenna 72p. In this embodiment, a magnet is adopted, but the present invention is not limited to this. For example, a suction cup can be used. When the antenna 72p extends from the receiving device 72, the antenna 72p may be attached / detached by allowing the receiving device 72 to be attached / detached.

As shown in FIGS. 25, 26, 28, the extended end portion of the right arm portion 17t on the upper end side portion 17b of the preliminary seedling support frame 17 was formed on the right lower end side portion 17a of the preliminary seedling support frame 17. It is configured to be supported by the support portion 78 via the pivot shaft 78a. The left arm portion 17t in the upper end side portion 17b is configured to be supported by the lower end side portion 17a by the same configuration in which the right arm portion 17t is supported by the right lower end side portion 17a.
The upper end side portion 17b is configured to be supported by the left and right lower end side portions 17a in a swingable state with the pivot shaft 78a as a swing fulcrum. The upper end side portion 17b is rocked with the pivot shaft 78a as the swing fulcrum, so that the frame portion 17y is located above the lower end side portion 17a as shown by the solid line in FIG. The posture of the frame portion 17y is changed to a descending posture in which the frame portion 17y is located behind the lower end side portion 17a as shown by the alternate long and short dash line in 1. When the upper end side portion 17b is swung by holding the right arm portion 17t, the right arm portion 17t passes through the inside of the vehicle body lateral direction with respect to the laminated light 71, and the laminated light 71 does not become an obstacle.

As shown by the solid line in FIGS. 1 and 3, the upper end side portion 17b is changed to the ascending posture, so that the antenna 72p, the receiving device 72 and the positioning unit 8 are located at the ascending use position, and the lower end side portion 17a It will be located at a higher position than. As shown by the alternate long and short dash line in FIGS. 1 and 3, the upper end side portion 17b is changed to the descending posture, so that the receiving device 72 and the positioning unit 8 are located at the descending storage position and are located at the lower end side portion 17a. It will be in a state where it is lower than the upper end and lower than the ascending use position. When the receiving device 72 and the positioning unit 8 are located in the descending storage position, the vertical orientation of the receiving device 72 and the positioning unit 8 is opposite to the vertical orientation when the receiving device 72 and the positioning unit 8 are located in the ascending use position. When the receiving device 72 and the positioning unit 8 are lowered to the lowering use position, the antenna 72p is removed from the antenna support portion 77a so that the antenna 72p does not hit the peripheral members and interfere with the downward swing of the upper end side portion 17b. be able to. When the antenna 72p, the receiving device 72, and the positioning unit 8 are in the ascending position, as shown in FIG. 26, the set bolt 79 is mounted over the arm portion 17t and the first bolt hole 78b of the support portion 78. The upper end side portion 17b is held in the ascending posture by the set bolt 79, and the antenna 72p, the receiving device 72, and the positioning unit 8 can be held in the ascending use position. When the receiving device 72 and the positioning unit 8 are in the lowered retracted position, as shown in FIG. 27, the set bolt 79 is mounted over the arm portion 17t and the second bolt hole 78c of the support portion 78, thereby mounting the upper end side portion. The 17b is held in the lowered posture by the set bolt 79, and the receiving device 72 and the positioning unit 8 can be held in the lowered storage position.

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

As shown in FIGS. 1, 3 and 31, the voice alarm generator 100 is provided below the positioning unit 8 in a state of being covered from above by the positioning unit 8. The positioning unit 8 prevents rainwater, car wash water, or the like from being applied to the voice alarm generator 100 from above.

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

In the present embodiment, the voice alarm generator 100 is controlled by the control unit 30 to generate the voice alarm shown in FIG. 32. In the present embodiment, as shown in FIG. 32, the voice alarm generator 100 generates a voice alarm for notifying the control executed by the control unit 30, and also a voice alarm for notifying the traveling of the self-propelled vehicle. A voice alarm for notifying the seedling planting device 3 is generated. [CH] shown in FIG. 32 is a channel.

Main speed change lever (neutral operation, forward / backward operation), planting part down (when the operator raises during automatic operation, the start end of each side of the outermost circumference) during turning, reverse movement, and unmanned automatic control Continue to notify with voice alarm. In the case of manned automatic, a voice alarm is issued to operate the shift lever in the traveling direction with respect to the traveling direction of the route. When the forward / backward movement is temporarily switched (backed up) due to the flow (due to turning back, etc.) between the start of automatic operation and the start of the next automatic operation, a voice alarm is used to request the operation of the main shift lever accordingly. do not have. In the case of unmanned automatic operation, a voice alarm prompts the operation to the main shift lever neutral by an unexpected operation other than the main shift lever neutral. When seedlings run out or fertilizer runs out (material runs out), automatic operation remains disabled. At this time, the voice alarm generator 100 notifies the situation. Encourage workers to respond. The voice alarm generator 100 is checked for any abnormality when the automatic operation start switch is turned on and operated. If there is an abnormality, it will be restrained so that it will not enter automatic operation, and the method of resolving the abnormality and the avoidance method (prompting manual work) will be notified. During automatic operation, a voice alarm is used to notify the vehicle before it starts moving. After that, the notification is stopped and it starts to move. Or, it works with the notification. As the notification means, in addition to adopting the voice alarm generator 100, the laminated lamp 71, and the center mascot 20, it is possible to adopt a remote controller, a smartphone, a mobile device, a virtual, a work machine light, a notification sound, and a vibration.

A voice alarm generator 100 is provided above the hopper 25, above the seedling stand 21, a handrail 76, etc. behind the driving unit 14, and the front voice alarm generator 100 operates when moving forward and backward when moving backward. The voice alarm generator 100 may be configured to operate. Further, the voice alarm generator 100 may be provided in a total of four directions, front, rear, left, and right of the driving unit 14. The voice alarm generator 100 may be provided in the case of the positioning unit 8. Further, the voice alarm generator 100 may be surrounded by a special case, and a cavity may be provided in the special case so that the voice is sufficiently transmitted to the surroundings at that time. Further, in consideration of ease of wiring, the voice alarm generator 100 may be provided between the battery side in the left-right direction of the machine body. It is preferable to configure the remote controller to be notified when the voice alarm generator 100 fails.

〔Remote controller〕
The rice transplanter is provided with a remote controller 90 shown in FIG. 33, and the rice transplanter can be remotely controlled using the remote controller 90. The remote controller 90 has seven buttons and two indicators. In the specification of the present application, the button should be interpreted in a broad sense, and includes various operating bodies such as switches and keys, and further includes software buttons and hardware buttons. The first button 90a is a power ON / OFF button. The second button 90b temporarily stops the machine body 1 in a state where the automatic traveling mode is maintained by a single push operation. Further, the second button 90b is operated by pressing the function button 90g at the same time to stop the machine body 1 and end the automatic traveling mode. At that time, the engine is not stopped. The third button 90c accelerates the machine body 1 by a single push operation, and advances the machine body 1 at a slight speed by a simultaneous push operation with the function button 90g. The fourth button 90d decelerates the machine body 1 by a single push operation, and moves the machine body 1 backward at a very slow speed by a simultaneous push operation with the function button 90g. The fifth button 90e starts automatic traveling by simultaneously pressing the function button 90g. The sixth button 90f starts the planting work by simultaneously pressing the function button 90g. The first indicator 90x indicates the remaining battery level, and when the remaining battery level is low, the display color changes from green to red. The second indicator 90y indicates ON / OFF of communication. That is, the second indicator 90y indicates that the remote controller 90 has been operated. The second indicator 90y can also display that the operation by the remote controller 90 has been accepted by the control system of the rice transplanter.

The function of each button realized by pressing the function button 90g at the same time may be realized by pressing and holding each button or pressing it twice. Further, the machine body 1 may be stopped by the first button 90a, which is a power button. When the aircraft 1 is to be temporarily stopped in the automatic traveling mode, the second button 90b is pressed once. The second button 90b may be pressed and held for a long time or twice to stop the machine body 1 and end the automatic traveling mode. When the engine is stopped for idling stop, the engine may be restarted by operating a button on the remote controller 90. The function realized by pressing the function button 90g and each button at the same time, the function of each button, and the function of each button realized by a single pressing operation of each button may be interchanged. In this embodiment, the remote controller 90 includes seven buttons and two indicators, but the number of each may be changed arbitrarily.

When the cradle of the remote controller 90 or the connector capable of data communication with the remote controller 90 is installed in the operation unit 14, the remote controller 90 can exchange data with the information terminal 5 and the control unit 30. If the battery of the remote controller 90 can be charged, it can be charged via the cradle.
At that time, if the cradle is provided with a cover that can be waterproofed both when the remote controller 90 is attached and when it is not attached, the rice transplanter will not be damaged by water when it is washed. By exchanging data between the remote controller 90 and the information terminal 5, the operation guidance and operation results of the remote controller 90 can be displayed on the touch panel 50. Further, at least one of the information terminal 5, the control unit 30, and the remote controller 90 may be provided with a function of managing the distance between the remote controller 90 and the aircraft 1 and notifying the user when the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote controller 90 is provided with a function of notifying attention when a communication failure occurs between the information terminal 5 or the control unit 30 and the remote controller 90. It is also possible to adopt a configuration in which the rice transplanter autonomously performs preset sequential operations by a specific operation (demonstration mode operation, etc.) on the remote controller 90.

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

[Information terminal]
The information terminal 5 is provided in the driver unit 14 so that an operator (including a driver, a monitor, etc.) seated in the driver's seat 16 can perform manual operation, visual confirmation, and voice confirmation. The information terminal 5 has a network computer function. As shown in FIG. 34, the housing 5A incorporates a touch panel 50 and a hardware button group 5a composed of a plurality of operation keys. Further, substantially the same operation keys are displayed on the touch panel 50 as the software button group 50a. When the display content of the touch panel 50, for example, the map screen or the route screen is enlarged by operating the enlargement key, the software button group 50a is deleted, but the operation for the software button group 50a is replaced by the hardware button group 5a. It is possible. Therefore, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation by an operator is required, the corresponding operation key in the software button group 50a is alerted by blinking or lighting. At that time, if the operation keys of the hardware button group 5a are also valid, the corresponding operation keys of the hardware button group 5a are blinked or lit. Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed in black characters on a white background as much as possible.

[Graphic interface of information terminal]
This rice transplanter can automatically carry out seedling planting work in the field. The information required for that purpose is displayed on the touch panel 50 of the information terminal 5. The information terminal 5 is provided with a graphic interface for displaying information to the operator and inputting operations by the operator through the touch panel 50. At that time, an icon imitating the rice transplanter is displayed on the touch panel 50 to indicate the running state of the rice transplanter. Since this rice transplanter can perform manned automatic driving and unmanned automatic driving, the shape and / or color of the rice transplanter icon is changed in each case. The operator inputs various commands while being guided by the information displayed on the screen of the touch panel 50. In automatic work driving, the following processing, (1) sensor / remote control check processing, (2) preparation processing, (3) map creation processing, (4) route creation processing, (5) work driving setting processing, (6) driving assistance Processing, etc. are executed, and information necessary for each processing is displayed on the information terminal 5.

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

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

The sensor check control system that controls this sensor check is shown in FIG. 35. The functional elements used for this sensor check are the machine body position calculation unit 311 incorporated in the control unit 30, the obstacle detection unit 641 incorporated in the sonar ECU 64, the touch panel 50 of the information terminal 5 as a graphic display, and the information terminal 5. It is a sonar management unit 51 as a built-in sensor management unit.

The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The obstacle detection unit 641 detects an obstacle based on the detection signal from the sonar SU. The sonar management unit 51 manages the operation check of the sonar. The sonar management unit 51 includes a sonar check execution unit 51a and an effectiveness determination unit 51b as sensor check execution units. The sonar check execution unit 51a executes the sonar check process when a predetermined condition is satisfied. The validity determination unit 51b records (validates) an operation confirmation flag indicating that the operation of all sonar SUs has been confirmed through the sonar check process. Further, the validity determination unit 51b determines (validity determination) the maintenance (validation) and cancellation (invalidation) of the recorded operation confirmation flag.

An example of the control flow in the sonar check is shown in FIG. In this flow, the rice transplanter heads for the field by manual running, and in the field, the seedling planting work is automatically run, and when the work is completed, the rice transplanter leaves the field by manual running.

First, the main switch is turned on to start the rice transplanter (# S01). As a result, the initial processing of the control system is performed, and the validity determination unit 51b sets "0" in the operation confirmation flag (simply described as a flag in FIG. 36) (# S02). The sonar management unit 51 outputs an initial sonar check request command (initial sensor check request command) (# S03), and asks the operator whether to perform the sonar check through the screen of the touch panel 50 (# S04). When the worker instructs to perform the sonar check (# S04Yes branch), the sonar check process is executed (# S05).

The flow of the sonar check process is shown in FIG. 37. First, the sonar management unit 51 displays a screen as shown in FIG. 38 on the screen of the touch panel 50, and requests the operator to sequentially arrange the pseudo reflectors within the detection range of each sonar SU (# C1). .. On this screen, the mounting position of each sonar and the detection range of each sonar are actually shown, so that the operator can easily grasp the mounting position of each sonar and the detection range of each sonar. Can be done. The operator reflects ultrasonic waves from each sonar SU with a pseudo-reflector, and starts positioning the pseudo-reflector so that the reflected wave is received by the sonar SU (# C2). When the check screen showing the sonar check state shown in FIG. 39 is displayed and the sonar SU receives (confirms) the reflected wave from the pseudo reflector (# C3Yes branch), the first visual symbol is displayed at the sonar position of the operation target on the check screen. A small check symbol CI1 is displayed as (# C4). At the same time, the operation confirmation may be notified through the notification device by sound, light or vibration. At that time, when using a sound, it is advisable to assign a different tone color to each sonar SU. When light is used, a laminated lamp or an information terminal 5 can be used. When this sonar check operation is performed by the remote controller 90 or the mobile phone, the vibration function of the remote controller or the mobile phone can be used to notify the operation confirmation. Such operation confirmation work is sequentially performed for each sonar SU.

When the operation of all sonar SUs is confirmed (# C5Yes branch), a large check symbol CI2 as the second visual symbol is displayed in the illustration showing the aircraft on the check screen (# C6). By displaying this check symbol CI2, the operator knows that the sonar check process has been completed. Notification of the completion of this sonar check process can also be performed by sound, light, or vibration. When the operation of all the sonar SUs is confirmed, the validity determination unit 51b sets "1" to the operation confirmation flag (simply described as a flag in FIG. 37) (# C7).

The operation confirmation may be notified when the operation of all the sonar SUs is confirmed, instead of being notified for each operation confirmation of each individual sonar SU.

As the positioning work of the pseudo-reflector, the operator may hold the pseudo-reflector and go around the rice transplanter, or the operator in the driving unit 14 operates like a fishing rod to which the pseudo-reflector is attached. You may manipulate the rod to make the pseudo-reflector go around. Alternatively, a pseudo-reflector may be attached to the drone, and the drone may be flown so that the pseudo-reflector goes around the rice transplanter.

Returning to the flow of FIG. 36, when the rice transplanter manually travels toward the entrance / exit of the field, it is checked whether the rice transplanter has reached the vicinity of the field based on the machine position calculated by the machine position calculation unit 311. (# S06). If the sonar check is canceled by the operator in step # S04 (# S04No branch), the sonar check process is not performed and the process jumps to step # S06. If the aircraft position reaches the vicinity of the field (# C6Yes branch), a pre-work sonar check request command (pre-work sensor check request command) is issued, so first check whether the operation check flag is invalid, that is, check the operation. It is checked whether the flag is set to "0" (# S07). If "0" is set in the operation confirmation flag (# S07Yes branch), it is necessary to complete the sonar check before performing automatic driving. Therefore, the sonar management unit 51 again displays the screen of the touch panel 50. Ask the worker whether to carry out the sonar check through (# S08). When the worker instructs to perform the sonar check (# S08Yes branch), the sonar check process is executed (# S09). When the sonar check process is completed, it waits for the driving mode to be switched from the manual driving mode to the automatic driving mode (# S10). If "1" is set in the operation check flag in the check of step # S07, or if the operator cancels the implementation of the sonar check this time in step # S08 (# S08No branch), the sonar check process. Is not performed and jumps to step # S10.

When the driving mode is switched to the automatic driving mode (# S10Yes branch), it is checked whether "0" is set in the operation confirmation flag (# S11). If "0" is set in the operation confirmation flag (# S11Yes branch), sonar check processing is forcibly executed (# S12). When the sonar check process is completed, automatic work running becomes possible (# S13). If the sonar check process has already been executed since the rice transplanter was started and the operation check flag is set to "1" (# S11No branch), automatic work running is possible immediately (# S11No branch). # S13).

When automatic driving is started, it is checked whether the driving mode can be switched from the automatic driving mode to the manual driving mode (# S14). When the driving mode is switched to the manual driving mode (# S14Yes branch), the operator is asked whether it is a temporary interruption of the automatic driving or the end of the automatic driving due to the end of the field work (# S15). .. If the automatic driving is finished (# S15 end branch), "0" is set in the operation confirmation flag (# S16), and the vehicle shifts to manual driving (# S17). If the automatic driving is interrupted (# S15 interruption branch), the operation confirmation flag is not set to "0", and the vehicle shifts to manual driving as it is (# S17).

When shifting to manual driving, a check is performed to check whether the driving mode can be switched to the automatic driving mode (# S18) and whether the rice transplanter has left the field (# S19). When the mode is switched to the automatic driving mode (# S18Yes branch), the process jumps to step # S11 and the state of the operation confirmation flag is checked. When the rice transplanter leaves the field (# S19Yes branch), the operation confirmation flag is set to "0" (# S20). Further, when the main switch of the rice transplanter is turned off (# S21Yes branch), this routine ends.

Replacing the contents of the operation confirmation flag set (enabled) with "1" with "0" The operation confirmation flag is reset (disabled) in addition to the above, when the set expiration date expires. You may. Alternatively, other than the automatic driving in the middle of the night, the operation confirmation flag may be invalidated at the timing when the date for enabling the operation confirmation flag is advanced (the timing when the date is changed). In addition, if automatic driving is performed in one field as long as the field is not separated, the operation confirmation flag is not invalidated, or automatic driving is performed in a plurality of predetermined fields. If so, it is convenient to prepare a setting that does not invalidate the operation confirmation flag.

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

Along with the above-mentioned sonar check, the operation check of the remote controller 90 is also performed. If the non-use of the remote controller 90 is selected, this remote controller check can be omitted. In an example of the remote control check, the touch panel 50 of the information terminal 5 sequentially displays the buttons to be operated by the remote control 90. Correspondingly, the operation check proceeds by operating the corresponding button. When the operation of all the buttons is confirmed, the operation check ends. At that time, it is convenient that the visual symbol of the completion of the operation of each button and the visual symbol of the completion of the operation of all the buttons are displayed on the touch panel 50 as in the sonar check. As for the invalidation of the operation confirmation flag indicating that the operation check of the remote controller 90 is completed, the invalidation of the operation confirmation flag in the above-mentioned sonar check can be diverted.

The check process (sonar check, remote control check, laminated light check, voice alarm check, etc.) performed before the start of automatic driving may be canceled after confirming the worker's intention. Further, the cancellation of such a check process may be limited to manned automatic driving.

[Preparation process]
In the preparatory process, the four warning screens shown in FIG. 40 (reference numerals (a), (b), (c), and (d) are assigned to each) are sequentially displayed. The screen (a) is a warning screen for prohibiting automatic traveling along a cliff or a waterway in a posture in which the aircraft 1 is tilted beyond an allowable range. The screen (b) is a warning screen for requesting that the worker always get into the driving unit 14 and perform manned automatic running when the seedling planting work along the outermost circumference of the field is automatically run. .. The screen (c) is a warning screen requesting that a new map be created without diverting the previous map. The screen (d) is a warning screen for prohibiting automatic driving when the field is deformed more than allowed or there is a running obstacle inside the field. A "confirmation" button is arranged on each screen, and the next screen is displayed by pressing the "confirmation" button.

These warning screens as preparations before automatic driving are displayed every time the automatic driving mode is selected, but may be displayed at predetermined time intervals or every time the date changes.
Further, when the same worker performs automatic driving, the warning screen may be configured to be continuously displayed in an animation without pressing the "confirmation" button. In FIG. 40, four warning screens individually displayed on the touch panel 50 are shown, but these warning screens can be arbitrarily integrated. For example, the screen (a) and the screen (b) may be integrated into one alert screen.

Generally, various processes performed together with displaying information on the touch panel 50 shift to the next process by pressing the "Next" button. However, in the process of displaying this alert screen, all the alert screens are displayed and "confirmation" is performed. The screen transition by the "Next" button is disabled until the "" button is pressed down. Therefore, the next process cannot be performed unless the worker confirms all the warning screens. However, if the work is performed on the same day or for a short time, or if it is found that the worker is the same worker, a control that can omit this "confirmation" operation may be inserted.

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

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

The map information storage unit 552 stores map information indicating the shape of the work site based on the position information indicating the position of the work area and the time information indicating the time when the map information was created. The shape of the work site is the shape of the field where the rice transplanter performs the planting work, and corresponds to the shape of the outer shape of the field.
In the present embodiment, the information indicating the shape of the outer shape of such a field is treated as map information. The position of the work site is the position of the field, which may be the position of the outer peripheral portion of the field, or the position of the entrance / exit where the rice transplanter enters and exits the field. Furthermore, it may be the position of the central portion of the field. Further, the time information indicating the time when the map information is created may be a time stamp indicating the time when the above-mentioned position information is acquired, or the time when the map information is stored in the map information storage unit 552. It may be a time stamp indicating. The map information includes position information that defines the position of the field described above by latitude information, longitude information, altitude information, and the like, as well as time information that defines the time when the map information was created.

The display device 551 has a display screen. In the present embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5. In this embodiment, the touch panel 50 also serves as a display screen. Therefore, when no particular distinction is made, the display screen will be described as the touch panel 50.

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

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

If the rice transplanter does not exist in the field, or if there is no map information according to the current position of the rice transplanter, map information indicating the shape of the field adjacent to or near the current position of the rice transplanter. May be displayed on the touch panel 50.

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

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

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

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

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

At this time, even if it is configured to display all the map information (having a laminated portion) that at least partially overlaps with the selected field (field based on the input position information calculated by the input position information calculation unit 555). good.

FIG. 43 shows an example in which the worker selects map information 5532 showing the shape of the field different from the field in which the rice transplanter exists. In this case, the outer peripheral portion of the selected map information 5532 is surrounded by the index 5533, and it is clearly shown that the map information 5532 has been selected. Further, the

map information

5534, 5535, 5536 stored in layers for the map information 5532 is displayed as thumbnails.

At this time, it is preferable that the thumbnail display unit 556 also displays work information indicating information on the work performed at the work site based on the map information displayed as thumbnails. The information on the work performed at the work site based on the map information is information indicating the contents of the planting work performed in the past by the rice transplanter in the field corresponding to the map information displayed on the touch panel 50. Specifically, the date and time when the planting work was performed, the work conditions, and the like correspond. Therefore, the thumbnail display unit 556 displays the date and time, work conditions, and the like of the planting work performed in the past in the field corresponding to the map information together with the map information reduced and displayed on the touch panel 50. As a result, for example, when the worker is interested in the map information displayed as thumbnails, the map information extracted from the map information storage unit 552 is replaced with the map information touched by the worker by touching the map information. It becomes possible to display it in a large size.

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

Further, the thumbnail display unit 556 may display the field name, the field area (using a unit unique to each country such as the shakkanho method), and the image around the field together with the map information reduced and displayed on the touch panel 50. Further, the name of the worker who performed the previous work, the working time, and the like may be displayed.

Here, when the operator inputs an operation to the touch panel 50, as shown in FIG. 44, the operator's finger may touch a plurality of

map information

5538, 5539.
In the present embodiment, in such a case, it is configured so that it is possible to appropriately determine which map information is selected and display it on the touch panel 50. This will be described below.

Returning to FIG. 41, the operation determination unit 557 determines whether or not the input area covers at least two or more map information in a state where a plurality of map information is displayed on the touch panel 50. The case where a plurality of map information is displayed on the touch panel 50 is, for example, as shown in FIG. 44. The input area is an area determined by the input area determination unit 554 described above, and the operation input by the operator is performed on the touch panel 50. The operation determination unit 557 determines whether or not such an operation input covers at least two or more map information, that is, whether or not the area touched by the operator on the touch panel 50 overlaps with the plurality of map information. Is determined.

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

Specifically, as shown in FIG. 44, the area of the area 5541 in which the input area 5540 related to the operation input by the operator and the map information 5538 in the lower layer (rear surface) of the input area 5540 overlap each other is calculated. The area of the area 5542 where the input area 5540 related to the operation input by the operator and the map information 5339 in the lower layer (back surface) of the input area 5540 overlap each other is calculated.

In such a case, the input area determination unit 554 determines that the map information of the input area having the largest area among at least two or more map information is the map information for which the operation input has been performed. That is, in each area of the plurality of map information calculated by the area calculation unit 558, it is determined that the operator has input the operation to the map information having the maximum area. In the example of FIG. 44, the area of the area 5541 and the area of the area 5542 are compared, and it is determined that the operation input has been performed for the map information 5538 having the area 5541 having the wider area. As a result, even if the operator mistakenly inputs an operation input over a plurality of map information, it is possible to appropriately detect the operation input by the operator.

Here, as described above, the touch panel 50 may display the map information by the map information display unit 553 and the reduced map information by the thumbnail display unit 556. Further, as shown in FIG. 44, a plurality of map information by the map information display unit 553 may be displayed. In such a case, if there is map information created much earlier than the present among multiple map information, it would be a problem if the worker refers to such map information during planting work because the information is too old. May cause.

Therefore, the notification unit 559 calculates the elapsed time since the map information was created based on the time information related to the map information displayed on the touch panel 50, and recreates the map information according to the elapsed time. It is preferable to configure it to notify. The time information related to the map information is a time stamp indicating the date and time when the map information was created. The elapsed time since the map information was created is the time from the time the map information was created to the present. Recreating map information means recreating map information. Therefore, the notification unit 559 refers to the time stamp indicating the date and time when the map information displayed on the touch panel 50 is created, and calculates the time from the creation of the map information to the present. When the calculated time is longer than the preset time (for example, 3 months), the notification unit 559 may notify the user to recreate the map information. This notification may be displayed on the touch panel 50 or may be performed by voice. This makes it possible to notify the risk of changes in the field. Furthermore, when a time longer than a preset time (eg 3 months) has passed (eg 1 year), the risk of field change is stronger than in the case of a preset time (eg 3 months). It is preferable to notify (warn) and urge the re-creation of map information more strongly.

In addition, the notification unit 559 acquires disaster information indicating disasters that have occurred so far at the work site, and after creating the map information, the notification unit 559 acquires the disaster information and the time information related to the map information displayed on the touch panel 50. If it is determined that the work site is damaged based on the map information, it may be configured to notify the re-creation of the map information. The disasters that have occurred so far at the work site are disasters that have occurred after the previous work, such as earthquakes, typhoons, and storms and floods. Regarding the occurrence status of such a disaster, for example, it is possible to acquire disaster information including information on the type of the disaster and the date and time when the disaster occurred by a management server, WEB, or the like. The notification unit 559 refers to the disaster information and the time stamp indicating the date and time when the map information displayed on the touch panel 50 is created, and indicates the map information from the time when the map information is created to the present. It is determined whether or not a disaster has occurred in the work area, that is, whether or not the work area has been damaged. If a disaster has occurred at the work site between the time the map information is created and the present, the notification unit 559 may notify the user to recreate the map information. This notification may be displayed on the touch panel 50 or may be performed by voice.

Further, for example, even if the manager of the map information, the manager of the work place, or the manager of the worker is changed between the time when the map information is created and the present, the notification unit 559 May be configured to notify the user to recreate the map information. In such a case, the map information may include information that can identify the manager of the map information, the manager of the work site, the manager of the worker, and the like.

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

In the above embodiment, the input area determination unit 554 assumes that the map information of the input area having the largest area when the input area by the operator extends over a plurality of input areas is the map information in which the operation input by the operator is performed. explained. However, regardless of the area, the map information of the area (position) touched first may be configured as the map information in which the operation input by the operator is performed, or the latest map information among the plurality of map information may be used. The map information may be configured as map information for which an operation input has been made by an operator. Further, the operator may be configured to select all the work areas within a predetermined range as selection candidates centering on the input area. Further, the map information may include the usage frequency information indicating the usage frequency of the map information, and the frequently used map information may be displayed so as to be located at the top of the map information displayed as thumbnails. ..

In the above embodiment, the thumbnail display unit 556 has been described as displaying work information indicating information on work performed at the work site based on the map information displayed as thumbnails, but the work information is not displayed. You may.

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

In the above embodiment, the notification unit 559 will notify the re-creation of the map information when it is determined that the work site is damaged based on the map information. However, when the work site is damaged. Even if there is, the notification unit 559 can be configured not to notify the re-creation of the map information.

The field information may be added to the map information displayed on the touch panel 50. The addition of the field information can be configured to be performed by, for example, a smartphone, an information terminal 5, a management server, a remote controller, or voice input. Further, it is preferable to rearrange the map information so that each item of the field information (date and time, field area, field name, user key, etc.) can be used.

In the above embodiment, the map information is stored in the map information storage unit 552, but the map information can be configured so that the operator can delete it via the touch panel 50. In such a case, it is possible to deal with the case where the detection accuracy (GPS sensitivity) of the aircraft position at the time of creating the map information is poor or the field shape is changed due to the land readjustment or the like.

Further, it is preferable to configure the plurality of map information stored in the map information storage unit 552 so that they can be integrated as one map information. This makes it possible to integrate duplicate map information and easily handle it. Further, even if the field shape is changed due to land readjustment or the like, it is not necessary to reacquire the map information. Furthermore, even when it is necessary to manage the fields as one field when the supply points of the materials used for the work are limited, it can be easily dealt with.

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

When the position information calculation unit 571 travels in each of a plurality of regions divided along the outer circumference of the work site, at the start of traveling in one region, the position of the machine and the rear end of the outer circumference of the machine 1 The position information is calculated based on the position of. The outer circumference of the work site is the outer peripheral portion of the field where the rice transplanter performs the planting work, and corresponds to the inner peripheral portion of the ridge that divides the field. The plurality of regions divided along the outer circumference of the work area correspond to each side of the polygon, for example, when the outer shape of the field is a polygon. Further, when the outer shape of the field has at least an arcuate portion, the arcuate portion may be used as one region and divided into a plurality of regions. Of course, even when the outer shape is polygonal, one side may be divided into a plurality of areas.

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

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

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

Further, the position information calculation unit 571 calculates the position information based on the position of the machine body and the position of the front end portion on the outer peripheral side of the machine body 1 at the end of traveling in one area. The end of traveling in one area is the time when the rice transplanter ends traveling in each of the outer peripheral portions 591-594. The position of the front end on the outer peripheral side of the machine 1 is the reserve seedling storage device 17A on the right side (spare on the right side) when traveling counterclockwise on each of the outer peripheral portions 591-594 of the field in FIG. The right end of the seedling storage device 17A) corresponds to it, and when traveling clockwise, the spare seedling storage device 17A on the left side (the left end of the spare seedling storage device 17A on the left side) corresponds to this. Therefore, when the position information calculation unit 571 finishes running in each of the outer peripheral portions 591-594 of the field, the position of the rice transplanter calculated by the machine body position calculation unit 311 and the position of the spare seedling storage device 17A The location information is calculated based on.

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

Here, the rice transplanter is provided with a work unit that can move up and down with respect to the machine 1 to perform ground work. The work unit that performs ground work is the seedling planting device 3. In such a case, the position information calculation unit 571 sets the time when the seedling planting device 3 in the ascending position is in the descending state as the start of traveling, and the time when the seedling planting device 3 in the descending state is returned to the ascending position. It is preferable to set it at the end of running. When the seedling planting device 3 in the ascending position is in the descending state, the planting mechanism 22 of the seedling planting device 3 can plant seedlings on the planting surface (field scene) of the field. It is the time when the ground leveling float 15 touches the ground when it is brought close to the planting surface. Such lowering of the seedling planting device 3 can be detected by providing a sensor on the ground leveling float 15, and the position of the work operation lever 11 for raising and lowering the seedling planting device 3 is detected. It is also possible.

Further, when the seedling planting device 3 in the descending state is returned to the ascending position, the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the ground leveling float 15 is moved from the planting surface. It is the time when they are separated. Such an ascent of the seedling planting device 3 can also be detected by providing a sensor on the ground leveling float 15, and detecting the position of the work operation lever 11 for raising and lowering the seedling planting device 3. It is also possible.

In this way, the position information calculation unit 571 is brought close to the planting surface so that the planting mechanism 22 of the seedling planting device 3 can plant seedlings with respect to the planting surface of the field, and the ground leveling float 15 touches the ground. The time when the planting mechanism 22 of the seedling planting device 3 is separated from the planting surface of the field is set as the start of traveling, and the time when the ground leveling float 15 is separated from the planting surface is set as the end of traveling. Can be calculated appropriately.

It is also possible to configure the position information calculation unit 571 so that the position information cannot be calculated unless the planting mechanism 22 is lowered (the ground leveling float 15 is in contact with the ground). Further, the start and end of the calculation by the position information calculation unit 571 may be determined by combining other conditions and a plurality of conditions in addition to the grounding of the ground leveling float 15 (for example, on / off of the planting clutch). , Marker action position, link sensor, rotor on / off, etc.).

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

Therefore, when the movement distance of the aircraft 1 from the position at the start of the previous run to the position at the start of the next run is less than or equal to the preset distance, the position information calculation unit 571 makes the previous run. It is good to invalidate the starting position. That is, the rice transplanter ran between the time when the seedling planting device 3 in the ascending position was put into the lowered state, the time when it was returned to the ascending position, and the time when the seedling planting device 3 in the ascending position was put into the descending state. When the moving distance is less than or equal to a preset distance (for example, several tens of cm), there is a high possibility of traveling while making fine adjustments, so it is preferable to invalidate the position at the start of the previous traveling. In such a case, it is preferable that the position at the end of the running due to the seedling planting device 3 being returned to the raised position before the start of the previous running is also invalid.

Specifically, as shown in FIG. 47, the seedling planting device 3 in the ascending position at T = 1 is brought into the descending state, then returned to the ascending position at T = 2, and further ascended at T = 3. When the rice transplanter travels until the seedling planting device 3 at the position is lowered, the moving distance 5991 is larger than the preset distance (for example, several tens of cm), so that the previous time at T = 1 Do not invalidate the position at the start of running. On the other hand, after the seedling planting device 3 in the ascending position at T = 3 is brought into the descending state, it is returned to the ascending position at T = 4, and is further in the ascending position at T = 5 in order to travel on the outer peripheral portion 592. If the rice transplanter travels before the seedling planting device 3 is lowered, the moving distance 5992 is less than or equal to a preset distance (for example, several tens of cm), so that the previous time at T = 3 The position at the start of running is invalid. At this time, it is preferable that the position at the end of traveling due to the seedling planting device 3 being returned to the ascending position at T = 2 immediately before the invalidated T = 3 is also invalidated.

In addition, the position information calculation unit 571 virtually extends from the center of gravity position 595 of the machine 1 along the width direction of the machine 1 from the start to the end of running in one area, the first line 596. And, when the position information is calculated based on the position where the second line 597, which is virtually extended along the length direction of the machine 1 from the protruding portion most protruding along the width direction of the machine 1 in the machine 1, intersects. good. The period from the start to the end of the running in one area is the period from the start to the end of the running for each of the outer peripheral portions 591-594 of the field. The first line 596, which is virtually extended from the center of gravity position 595 of the airframe 1 along the width direction of the airframe 1, is the width direction of the airframe 1 from the position (center of gravity position 595) which is the center of gravity of the airframe 1 in FIG. Corresponds to a line extending parallel to the left-right direction. The most protruding portion of the machine body 1 along the width direction of the machine body 1 corresponds to the most protruding portion of the machine body 1 along the left-right direction which is the width direction of the machine body 1. In this embodiment, as shown in FIG. 48, the sliding plate guard 3B corresponds. Therefore, in FIG. 48, the second line 597, which is virtually extended along the length direction of the machine body 1 from the most protruding portion of the machine body 1 along the width direction of the machine body 1, is the sliding plate guard 3B. Therefore, a line extending parallel to the front-rear direction, which is the length direction of the machine body 1, corresponds to the line.

Therefore, when the rice planting machine travels counterclockwise on the outer circumference of the field, the position information calculation unit 571 intersects with the first line 596 and the second line 597 set based on the sliding plate guard 3B on the right side. When the position information is calculated based on the position of the intersection 598R and the rice planting machine runs clockwise around the outer circumference of the field, the position information calculation unit 571 refers to the first line 596 and the sliding plate guard 3B on the left side. The position information is calculated based on the position of the intersection 598L with the second line 597 set in. In the present embodiment, the second line 597 is set based on the sliding plate guard 3B, but instead of the sliding plate guard 3B, the left and right ends may be set as a reference from the GPS antenna. However, it may be set based on the front and rear wheels and the like.

Returning to FIG. 45, the map information creation unit 572 creates map information indicating the shape of the work site based on the position information. The position information is calculated by the above-mentioned position information calculation unit 571 and transmitted to the map information creation unit 572. The map information showing the shape of the work site corresponds to a map showing the shape of the field in which the coordinates consisting of the latitude information and the longitude information indicated by the position information acquired by the rice transplanter traveling around the field are continuously connected. Therefore, the map information creation unit 572 creates a map showing the shape of the field in which the coordinates consisting of the latitude information and the longitude information indicated by the position information calculated by the position information calculation unit 571 are continuously connected. Since such map information can be created by using a known method, the description thereof will be omitted. Here, the map information being created is also simply described as map information.

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

In such a case, it is preferable to configure the display screen so that the position at the start of running and the position at the end of running are displayed with an index different from the index indicating a position other than the position at the start of running and the position at the end of running. Is. As a result, the operator who sees the display screen can intuitively grasp both the positions at the start and end of the run and the positions between the start of the run and the end of the run. It will be possible.

Furthermore, it is also possible to configure the display screen so that the position at the start of running and the position at the end of running are displayed with different indexes. This makes it possible for the operator who sees the display screen to intuitively grasp the position at the start of running and the position at the end of running.

Here, as described above, the map information creation unit 572 creates map information using the position information calculated by the position information calculation unit 571, and the position information calculation unit 571 is calculated by the aircraft position calculation unit 311. Calculate position information based on the aircraft position. The aircraft position is transmitted from the aircraft position calculation unit 311 to the map information creation unit 572 and the position information calculation unit 571, but the map information creation unit 572 and the position information calculation unit 571 each set all the aircraft positions. Creating map information and location information using it may increase the amount of data.

Therefore, it is preferable that the map information creation unit 572 creates map information using only the position information transmitted to the map information creation unit 572 among the position information calculated by the position information calculation unit 571. As a result, the position information calculation unit 571 thins out the aircraft position from the aircraft position calculation unit 311 to calculate the position information, and the map information can be created from the position information created by the thinning out, so that the increase in the amount of data is suppressed. It becomes possible to do.

Further, when the amount of data related to the map information exceeds a preset value, the map information creation unit 572 deletes the data corresponding to the portion where the amount of change in the shape of the work area is small, and displays the data on the display screen. It is preferable to clearly indicate the index corresponding to the deleted data so that it can be distinguished from other indexes. The case where the amount of data related to the map information exceeds the preset value means the case where the amount of data of the map information created by the map information creation unit 572 exceeds the preset value. The portion where the amount of change in the shape of the work site is small is a portion in the outer shape of the field that is linear, an arc-shaped portion having a constant curvature, or a portion that changes at a constant rate of change. Therefore, when the amount of map information data created by the map information creation unit 572 exceeds a preset value, the map information creation unit 572 may have a linear portion or a constant shape in the outer shape of the field. Delete the data showing the arc-shaped part having the curvature of and the part that changes at a constant rate of change. This makes it possible to suppress an increase in the amount of data. Further, even when the data is deleted, the index itself indicating the outer shape of the field displayed on the touch panel 50 may not be deleted, and the shape may be indicated by an index different from the index in which the data is not deleted. As a result, when the operator looks at the shape of the field on the touch panel 50, it is possible to intuitively grasp whether or not the data has been deleted. When deleting data, it may be configured to delete the acquired data in order from the one with the smallest change in distance or angle.

With the above configuration, it is possible to create map information by running the rice transplanter on the outer circumference of the field. The rice transplanter performs the seedling planting work based on this map information, and at this time, the traveling route is generated by the traveling route generation unit 573. At this time, when traveling the field along the outer circumference, the traveling route generation unit 573 performs the seedling planting work based on the position offset to the center side of the field with respect to the outer peripheral portion of the field indicated by the map information. It is good to generate a traveling route when doing so.
That is, it is preferable that the traveling route traveled by the rice transplanter when performing the seedling planting work in the field is performed with the outer shape offset to the center side by a predetermined distance from the outer shape defined by the map information. .. The travel route generation unit 573 includes a round-trip route creation unit 522 and a circuit route creation unit 524, which will be described later.

In addition, when performing seedling planting work in the outer peripheral area of the field, it is preferable that the rice transplanter travels at the same speed as the aircraft speed when creating the map information. Therefore, when creating the map information, it is preferable to memorize the aircraft speed at the time of the creation. As a result, the aircraft speed can be set to the same speed when creating map information (when running idle) and when planting seedlings in the outer peripheral part of the field (for example, when planting around the field at the final stage). It is possible to properly plant seedlings without deviating from the position (route) of the stage.

Next, an explanation will be given using an image displayed on the touch panel 50. When acquiring the field shape, it is preferable to first display the confirmation items (precautions) to the operator as shown in FIG. 49. Specifically, the display of precautions regarding the setting of the start point and the end point in the field as shown in FIG. 49 (A), the display of precautions regarding running as shown in FIG. 49 (B), FIG. 49. It is advisable to display precautions regarding the traveling direction in the field, such as (C). In addition, in each display, it is advisable to display a "confirmation" button together with precautions and wait for the operator to press the next display.

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

When the running is started, map information is created according to the running, as shown in FIG. 51.
At this time, it is preferable to display a "positioning complete" button pressed by the operator when the creation is completed, or a "suspend" button for interrupting the creation. It is also preferable to display a sub-image 581 and an index 5811 indicating that the right side of the rice transplanter is the reference.

Further, during traveling, as shown in FIG. 52, an index is attached based on the intersection 598L between the first line 596 and the second line 597, and when the positioning of one side of the field is completed, the spare on the left side is used. An index is attached based on the position of the seedling storage device 17A (the left end of the spare seedling storage device 17A on the left side). When traveling on the next outer peripheral portion, as shown in FIG. 53, an index is attached with reference to the rear left end portion. As shown in FIG. 53, it is preferable to assign an index different from other indexes to each of the position at the end of the outer peripheral portion that has traveled first and the position at the start of the outer peripheral portion that has traveled next. FIG. 54 shows a display when the vehicle continues to travel and an index is attached. Map information showing the shape of the field is created by continuously connecting such indexes.

In the above embodiment, it has been described that the map information is created by traveling on the outer peripheral portion of the field, but the map information may be created while planting the outer peripheral portion of the field. In such a case, some seedlings may be trampled, but it is possible to efficiently perform seedling planting work and map information creation.

In the above embodiment, the position information calculation unit 571 has been described as traveling for each of a plurality of areas divided along the outer circumference of the field to calculate the position information. However, for example, when the rice transplanter is turning. , The position information may be calculated only at the center of the turn, and the intersection point where the position information before the start of the turn and after the end of the turn is virtually connected may be regarded as the corner of the field. This makes it possible to easily create map information.

In addition, during the calculation of the position information, it is possible to calculate both the left and right sides of the aircraft 1 and to switch between the left and right position information. Further, among the position information calculated based on the plurality of positions of the machine body 1 (GPS antenna, front and rear wheels, left and right ends from the center of gravity, etc.), the one with the least blur (small error) may be adopted.

Further, the position information may be calculated even during the so-called copy running, or the copy control may be performed when shifting from one area to another (when turning back).

If there is an unclosed area in the created map information, it is possible to complete the map information by connecting the end points. Further, when there is an unclosed area, it is possible to estimate the shape of the field from the information (size, position, orientation, etc.) of the aircraft 1 and configure the field map to be completed. It is also possible to supplement and complete the shape of the field between the position at the start of running and the position at the end of running in the map information.

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

As shown in FIG. 55, the functional unit required for various processes related to route creation is built in the information terminal 5. The information terminal 5 is connected to a control unit 30 that constructs functional units such as an airframe position calculation unit 311, a travel control unit 312, and a work control unit 313 through a communication line such as an in-vehicle LAN. The control unit 30 is also connected to the traveling device 1D and the working device 1C. The functional units built in the information terminal 5 include a reference side setting unit 521, a reciprocating route creation unit 522, a traveling direction determination unit 523, a supply side setting unit 531, a supply control management unit 532, a circuit route creation unit 524, and an operation mode. The management unit 525, the start point setting unit 541, and the start point guidance route creation unit 542.

The reference side setting unit 521 sets one side of the outer shape of the farm (field, etc.), which is the work place of the work machine, as the reference side. The round-trip route creation unit 522 creates an internal round-trip path IPL including a plurality of straight paths extending in a predetermined direction with respect to the reference side. The traveling direction determination unit 523 sets the traveling direction in the internal reciprocating path IPL. The supply side setting unit 531 sets a specific side of the outer shape of the farm as a material supply side of the material consumed by the work machine. The replenishment control management unit 532 uses the work equipment from the end region of the straight path of the internal reciprocating path IPL traveling toward the material supply side, the start region of the straight path traveling next, or both regions. The replenishment running control for attracting the material to the material replenishment side is managed in cooperation with the running control unit 312. The orbital route creation unit 524 creates at least one or more orbital routes in the outer peripheral region of the farm based on the travel locus in the outer shape calculation run that runs along the boundary line of the field to calculate the outer shape of the farm. The driving mode management unit 525 enables selection from manned automatic driving, unmanned automatic driving, and manual driving as the driving mode of the circuit route. The start point setting unit 541 sets the start point S of the work run using the internal reciprocating path IPL. The start point guidance route creation unit 542 creates a start point guidance route SGL for automatically guiding the work machine satisfying the guidance condition to the start point S.

As described above, the program that realizes the functional part related to route creation is installed in the information terminal 5. The various processes proceed according to the contents displayed on the screen of the touch panel 50 of the information terminal 5 and the operation on the touch panel 50.

In the route creation in the internal area IA, as shown in FIG. 56, the reference side for planting and the planting direction are selected. In this example, the outer shape of the field obtained by the map creation process is a quadrangle, and each side thereof and the entrance / exit side of the entrance / exit E are candidates for the planting reference side. Numerical values are given to the sides that are candidates for the planting reference side. The operator selects a desired side as a reference side, and further selects whether the planting direction is parallel to or perpendicular to the reference side. This planting direction is the direction of the straight path in the reciprocating travel in the internal region IA. In the round-trip travel, a route that combines a straight route and a turning route is used, but the straight route is not limited to a straight line, and may be a large curved shape or a meandering shape.

[Round-trip process]
Regarding the selection of the planting direction, when the reference side is selected, the planting direction in which the number of round trips in the reciprocating travel is reduced may be automatically selected. In addition, when the first selection is made in the same field or similar field, the planting direction is set as the default so that it is parallel to the longest side of the field, and when the subsequent planting direction is selected, the previous selection result is displayed. It may be configured to be set as the default.

The field shape is not limited to a rectangle, but may be a quadrangle such as a trapezoid or a rhombus, and may be a triangle or a polygon of a pentagon or more. Therefore, the reference side is not limited to the four sides of the rectangle, and a side in which the opposite sides are non-parallel may be selected. Further, when a curved side is selected as a reference side, a traveling route along the side may be set, or a route gradually acclimatized to a straight line may be set. On the other hand, in such a case, since the error becomes large, it may not be possible to select the reference side.

[Seedling supply]
In the reciprocating work in the internal area IA, seedling replenishment is required during the work. The seedling replenishment here is read as other material replenishment (drugs, fertilizers, fuel, etc.). FIG. 57 shows a selection screen for this seedling supply. In seedling replenishment, the rice transplanter must interrupt the round-trip travel and approach the ridges, but the rice transplanter can be automatically stopped at a position where the ridges can be approached for this seedling replenishment. Through this screen, it is possible to select whether or not to automatically stop (automatically stop the seedling supply side) for this ridge approaching run. Further, the side for supplying seedlings is a field side that intersects the straight path in the round-trip travel, and this side can also be selected through this screen. The selectable side may be one side or two sides. Also, in a deformed field, two adjacent sides may be candidates for supply sides.

When the field is special, the candidate for the material supply side needs to be selectable from all the field sides. Therefore, when such a special field is considered, the material supply side is configured so that it can be selected from all the field sides.

It may be necessary to replenish seedlings even during work running along the circuit route in the outer peripheral area (running around planting). Even in this case, the machine 1 is automatically stopped at the field side. At that time, if the machine 1 is separated from the field side by a predetermined distance or more, the machine 1 is moved sideways to the field side and then automatically stopped. When automatically stopped, a notification prompting replenishment is performed.

Regarding the selection of the seedling supply side, it may be configured so that the reference side is selected, preferably the seedling supply side in the surrounding planting run is automatically determined, or after the seedling supply side is selected. , Preferably configured so that the reference edge is automatically determined.

In seedling replenishment, it is generally necessary for the front part of the aircraft 1 to approach the ridge (replenishment side), so move forward toward the ridge before entering the turn or in the middle of the turn. After replenishment, it enters the next straight route by moving backward and turning. In the turning control performed when entering the next straight path, it is convenient to control with a fixed turning radius. In this case, the aircraft 1 reversely returns to the position where the normal turning path of the original straight path is performed, and then enters the next straight path by the normal turning path. Since it is necessary for the rear portion of the machine body 1 to approach the ridges in the case of chemical replenishment or the like, as the ridge approaching running, a turning backward ridge approaching running in which the aircraft turns and then moves backward is adopted. After replenishment, move forward to enter the next straight route. These series of seedling replenishment runs can also be remotely controlled using a remote controller 90 or the like.

If seedlings are replenished near the deformed ridges, there is a possibility that the aircraft 1 will approach the ridges in the turning run that is performed when returning to the next straight path after the seedlings are replenished. In such a turning run, the turning start position is set to a position farther from the ridge and the turning radius is changed as compared with the usual turning.

When the material supply route includes a straight route, it is also possible to create a reference line from the travel locus obtained in the preceding straight travel and automatically travel on the straight route based on this reference line. ..

If the material supply location is not a supply side but a limited supply point, the ridge approaching run for material supply is performed by automatic driving with this supply point as the target point.

If automatic stop for seedling replenishment is selected, the vehicle will automatically drive straight to the outer peripheral area (also called headland) OA on the replenishment side. For this automatic traveling, an extension route generated by extending the straight path of the internal round-trip path IPL is used. While traveling on the extension route, operations such as planting, sowing, and fertilizing are not performed, and the machine body 1 automatically stops at a processing position close to the ridge.

When replenishment is performed without selecting automatic stop, when the seedling planting device 3 is raised before or during the turning, the ridge approaching running is performed by manual operation or interrupt control using the remote controller 90. Is possible. In that case, the automatic operation cannot be restarted unless the aircraft 1 is manually driven to the next starting point after replenishment. Of course, if you don't need replenishment, you don't have to choose automatic stop. Examples that do not require replenishment include dense seedlings, long (roll) mat seedlings, and a direct sowing device instead of the seedling planting device 3. The aircraft 1 may be set to be stopped before or during the turning run by an operation using the remote controller 90 or the like regardless of the replenishment.

In addition, regardless of whether or not automatic stop is required for replenishment, a control mode that automatically pauses and resumes running is provided to give the operator time to decide whether to replenish materials during the pause. There may be. With this stop, the remaining amount of replenishment material can be visually checked.

When remote control is performed by the remote controller 90 or the like, the remaining amount check of the replenishment material is performed by using the remaining amount sensor instead of the visual inspection by the operator, and the detection result or the material shortage is transmitted to the remote controller 90. Alternatively, a configuration may be adopted in which the surroundings are notified by voice. When the remaining amount sensor detects that the material is out (insufficient material), it can be automatically stopped. Such automatic stop and notification of material shortage (material shortage) can be performed not only in the work run in the inner region IA but also in the work run in the outer peripheral region OA. At that time, the material supply route to the material supply position may be created.

The remaining amount sensor can be configured with a machine learning model that outputs the remaining amount of materials such as seedlings by inputting the image taken by the camera. In addition, if the remaining amount of material can be estimated, the position where the material is automatically stopped to replenish the material can also be estimated. Based on this estimated position, an automatic stop for material supply can be reserved. This reservation can be made automatically or manually, and the reservation can be canceled manually.

If the remaining amount of material can be estimated, it is judged whether or not it is possible to travel to the next replenishable position with the estimated remaining amount. Based on this determination result, the aircraft 1 is stopped to reinforce the material, and the predicted position for starting the material replenishment run is notified.

[Around planting process]
In this embodiment, the work run (surrounding planting run) in the outer peripheral region OA includes an inner orbital path IRL located inside the outer peripheral region (headland) OA and an outer side located outside the outer peripheral region OA. It is performed along the circuit path ORL. Traveling along the inner orbital path IRL is referred to as inner orbital or inner peripheral travel, and travel along the outer orbital path ORL is referred to as outer or outer orbital travel. In the map creation, the aircraft 1 is created so as to substantially match the travel locus on which the aircraft 1 has traveled. The inner orbital path IRL is a path between the inner reciprocating path IPL and the outer orbital path ORL. The inner lap and the outer lap can be manned, unmanned or manually performed.

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

Even in actual work driving, the inner circuit path IRL and the outer circuit path ORL, which are similar to those in FIG. 58, are displayed. However, the circuit route for which manual driving is selected is deleted from the screen. The worked area is filled with the working width as a planting mark. Instead of this, when manual running is selected, the corresponding circuit route may be deleted from the screen and the planting trace may not be displayed. Further, both may be identifiable by changing the display form of the manually traveled circuit route and its planting trace, and the automatically traveled circuit route and its planting trace. In addition, the display form of the route and the planting mark on the screen includes the display color and the display line type. Routes and planting traces with different attribute values can be identified by changing the display color and display line type. Therefore, in the present invention, the expression of changing the color on the screen includes changing the line type, and conversely, changing the line type on the screen also includes changing the color.

When the inner circuit route IRL is set to manual travel, the outer circuit route ORL also switches to manual travel, and the travel route is not displayed. However, since the travel route can play a role of guidance in manual travel, at least the outer circuit route ORL may be left displayed for use as guidance even in manual travel.

In this embodiment, the outer orbital route ORL is defined to be manned automatic traveling even if it is an automatic traveling, but the outer orbital route ORL is based on the traveling locus of the teaching traveling of map creation, and the traveling is performed. Since the seedling planting device 3 is running in a lowered state, it is unlikely that a problem will occur even in unmanned automatic running. For this reason, unmanned automatic driving may be selected for the outer circuit route ORL. Further, since the inner circuit path IRL and the outer circuit path ORL are set as separate routes, the algorithm tends to be complicated, but a connecting route of the two routes may be provided from the beginning. Alternatively, a path may be provided to guide the inner circuit path IRL from its end point to the start position of the outer circuit path ORL at the end point.

In this embodiment, the orbital path formed in the outer peripheral region OA is defined as a two-lap orbital path in order to secure sufficient space for turning in the reciprocating run. However, depending on the model and the number of work lines, one round route is sufficient. Therefore, the configuration may be such that the orbital path can be selected to be formed by one orbital path. However, when the orbital path is formed by a one-round orbital path, the turning path used for the reciprocating run includes a turning path using reverse movement or two angle-shaped turning paths with a connecting straight-ahead path exceeding the working width. It is preferable to adopt a connecting turning path. At that time, when traveling on a straight-ahead route, travel control is performed so as to imitate the orbital route, but special measures such as expanding the permissible range of cross-border determination that regulates the distance from the ridge are adopted. Furthermore, when there is a risk of interference with the ridges during turning, a turning retry function that gradually turns by turning back multiple times using reverse movement or the like is also adopted.

FIGS. 59 and 60 exemplify the above-mentioned special turning run (turning path). FIG. 59 shows an example of a connecting turn. This connecting turn is a transitional run for shifting from one straight path to an adjacent straight path, not to the next straight path. This joint turn consists of a first turn path (which is given the code Q1 in FIG. 59), a straight path (which is given the code Q3 in FIG. 59), and a second turn, which makes a direction change of about 90 degrees. It consists of a route (in FIG. 59, the reference numeral Q2 is assigned). The length of the straight route is calculated according to the position of the straight route of the transition destination. FIG. 60 shows an example of a turning turn using reverse movement. The turning turn is used when the space for the turning running (distance to the ridge: width of the outer peripheral region OA) is small when shifting from the running straight path to the adjacent path by the turning run. The turn-back turn shown in FIG. 60 includes a first turn path (reference numeral R1 is assigned in FIG. 60), a reverse reverse turn path (reference numeral R2 is assigned in FIG. 60), and a second turn path (reference numeral R2 is assigned in FIG. 60). In FIG. 60, the reference numeral R3 is assigned). The first turning path and the reverse reverse turning path realize a running called turning, and by increasing this turning, the space required for turning can be reduced.

When the turning retry function is executed, the turning locus of the aircraft 1 is estimated at the time of turning, and the working machine turns within a limited space or at a predetermined interval to the ridge based on the estimated turning locus. It is determined whether it is possible. If the determination result is that the turning is possible, the turning is continued as it is, but if the judgment result is that the turning is not possible, the turning run using the reverse movement is performed until the judgment result can be turned. At that time, if the determination result is that the vehicle cannot turn, the operator may be notified to shift from automatic driving to manual driving, or automatic turning-back driving may be performed.

Because the surrounding planting run is a run near the ridge, there is information that the worker should be aware of before that. For this reason, before the start of the surrounding planting run, the notification that calls attention to the operator, at least the outer lap running, is notified that the manned operation is performed. It is convenient to give a warning based on the results of the round-trip running before the surrounding planting run. At that time, it is preferable that at least the notification that calls attention is performed on the screen of the information terminal 5. As another form, it may be possible to select whether the outer lap running is performed manned or unmanned. Further, the notification may use voice, a laminated light, or the like.

When the outer lap running is performed by manual running, it is preferable to draw a marker that serves as a guide for the outer lap running during the inner lap running that is performed first. This marker mark helps the operator who manually performs the outer orbiting.

The inner orbital route IRL and the outer orbital route ORL are a combination of a straight route and a direction change route. When the surrounding planting is carried out using these orbital routes, the internal area is already planted because the seedling planting of the internal area IA has already been completed. Therefore, by setting the planting end position on one straight path to be aligned with the planted area, the same non-planting space between the planted area and the ridge is provided between the planting end position and the ridge. Occurs. Since this non-planting space can be used as a space for turning (turning back) for running using the next straight route, the turning running becomes easy.

In the area where the end position of the straight path in the reciprocating travel of the internal area IA is different from the end position of the other straight path, that is, the area where the corner area of the internal area IA has a concave portion or a convex portion, the inner circular path The IRL will bend like a crank. Therefore, the seedling planting trace by running on the outer orbital path ORL extending so as to cover the outside of the inner orbital path IRL overhangs the seedling planting mark by running along the inner orbital path IRL. In order to avoid this, each row clutch control for turning off each row clutch corresponding to the overhanging planting claw is performed.

Here, with reference to FIG. 61, the planting work running accompanied by the clutch control of each row will be described. In FIG. 61A, all of the eight-row planting mechanism (planting claw) 22 are in the operating state (all of the eight-row clutches are on), and eight-row planting marks are formed. In (b), the planting mechanism 22 for the two rows on the left side is inactive (the clutch for each row is off), and the planting marks for the six rows are formed. In (c), the planting mechanism 22 for the four rows on the left side is inactive (the clutch for each row is off), and the planting marks for the four rows are formed. By such control of each row clutch, various planting marks can be formed. For example, in FIG. 61 (d), a triangular planting mark is formed by sequentially deactivating the planting mechanism 22 from the left side. Further, as shown in FIG. 61 (e), the planting mechanism 22 is sequentially deactivated from the left side and then sequentially actuated to form a planting mark having a curved side surface. Alternatively, although not shown, it is possible to form planting marks with stepped, convex or concave sides.

The inner circuit route IRL is created along each end position of the straight route in reciprocating travel, and during the automatic travel, the inner circuit route IRL is used as the target route and control is performed to minimize the deviation from the target route. Will be. On the other hand, the outer orbital route ORL is created based on the traveling locus in the teaching traveling for creating the map, and the control of the automatic traveling using the outer orbital route ORL is a control following the teaching traveling. The outer circuit path ORL in which this copying control is adopted can surely prevent contact with the ridges. However, in order to further reduce the contact risk, the vehicle is set back further inward from the traveling locus in the teaching operation. There is a function to select to reduce or reduce this setback amount to zero. Instead of reducing the setback amount, the control of the outer outer circumference running does not target the outer orbital path ORL created based on the running locus in the teaching run, but the field outer shape (boundary between the ridge and the field scene). It may be configured to target the line).

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

If the reciprocating route creation process and the inner circuit path IRL creation process are performed without considering the outer circuit path ORL, the outer circuit path ORL and the inner circuit path IRL overlap, so that a normal outer circuit path ORL cannot be formed. Inconvenience occurs.

[Start point guidance]
Next, the starting point guidance will be described with reference to FIG. 62. The starting point guidance is to guide the rice transplanter to the starting point S, which is the starting point of the internal round-trip path IPL, which is the start of the seedling planting work in the field. When the teaching run for forming the field map is completed and the route creation process is completed, the rice transplanter performs the seedling planting work by the automatic run. The planting work in the automatic running starts from the start point S of the internal round-trip path IPL. The start point guidance route SGL, which is a travel route for automatically traveling the rice transplanter to the start point S, is set in the route creation process, and the automatic travel start enable condition for permitting automatic travel using this start point guidance route SGL is It is set. The condition for starting automatic driving is that the position of the rice transplanter and its orientation are within the permissible range. Simply, it may be a condition that the rice transplanter is in the guidance startable area GA as an automatic driving startable condition. The guidance startable area GA is also displayed on the screen displayed on the touch panel 50.

Guidance if the rice transplanter is located within the guidance startable area GA (or if the position of the rice transplanter and its orientation are within the permissible range) when the operation for starting automatic driving is performed. When it is not located in the startable area GA (or when the position of the rice transplanter and its orientation are not within the permissible range), the display color of the guidance startable area GA displayed on the touch panel 50 is displayed. different. Whether or not the rice transplanter is located in the guidance startable area GA is also notified by lamp lighting or voice.

For example, as shown in FIG. 62, when the vehicle is not located in the guidance startable area GA and the automatic driving startable condition is not satisfied, it is notified so that the automatic driving startable condition is satisfied. At that time, the reason why the condition is not satisfied (for example, misalignment, misorientation, etc.) is notified, and the method for solving the problem (for example, forward / backward movement instruction, left / right steering wheel operation instruction, etc.) is notified. When this solution method is performed and the condition for starting automatic driving is satisfied as shown in FIG. 63, a notification to that effect is given and the start point guided driving in automatic driving is started. In FIG. 63, the postures of the two rice transplanters are shown. On the other hand, in the posture of the rice transplanter, the rice transplanter has its front part butted against the ridge to replenish the seedlings, and from this posture, the starting point guidance in the turning back running FL using the predetermined reverse turning and forward movement is performed. By capturing the route SGL, the starting point guided run is performed. On the other hand, in the posture of the rice transplanter, the start point guidance path SGL can be captured, so that the start point guidance run along the start point guidance path SGL is performed as it is after entering the farm.

The following will be added regarding the determination of the conditions under which automatic driving can be started using the guidance startable area GA.
(1) If most of the aircraft 1 is in the guidance startable area GA, at least the front part of the aircraft, for example, in front of the front wheels 12A, is determined to be in the area even if it is out of the guidance startable area GA. .. From this, the induction startable area GA may extend outside the field (outside the field boundary line).
(2) Basically, the entrance / exit E, the start point S of the internal round-trip route IPL, and the seedling supply side (seedling supply ridge) are related as shown in FIG. It is set near the side or the entrance / exit E of the field. Of course, the guidance startable area GA can be set outside the field when automatic traveling from outside the field through the doorway E to the start point S is possible.
(3) The start point guidance path SGL is substantially composed of a turning path connected to the starting point S and a straight path connected to the turning path. As shown in FIGS. 62 and 63, the guidance startable area GA Does not cover all straight routes. This is a predetermined distance (number) from the center point of the guidance startable area GA to the start point S in order to smoothly capture and enter the start point guidance path SGL as a condition for starting automatic driving (start point guidance condition). This is because it is desirable to secure a straight route only (m or more). This predetermined condition is based on the turning radius of a general rice transplanter and the half wheelbase distance, and the predetermined distance is changed for rice transplanters having different specifications.
(4) Start point guidance route At least a part of the straight route of the SGL is in the guidance startable area GA. The start point of the guidance startable area GA It is preferable that the length of the guidance route SGL along the straight path is longer because the conditions for the start area of automatic driving are relaxed.
(5) The starting point guidance route SGL is set parallel to the seedling supply side. When there are multiple candidates for the seedling supply side, the seedling supply side near the doorway becomes the first candidate, and the guidance startable area GA is set in the seedling supply side. (6) The start point guidance route SGL is the outer circuit route ORL. May be diverted and generated so as to be parallel to this outer circuit path ORL. The starting point guidance path SGL may be provided across a plurality of ridges. In that case, two guidance startable areas GA may be set corresponding to these a plurality of ridges, or these may be connected to form one area. For example, when a guidance startable area GA is formed on each of two adjacent ridges, assistance is provided from the guidance startable area GA farther from the start point S to the guidance startable area GA closer to the start point S. A starting point guidance pathway is formed. The work machine that has entered the guidance startable area GA farther from the start point S moves to the guidance startable area GA closer to the start point S using the auxiliary start point guidance path, and then moves to the guidance startable area GA closer to the start point S, and then the start point guidance path SGL. Can be used to reach the starting point S. Since the start point guidance path SGL is formed in the outer peripheral region OA, it is possible to avoid the roughening of the field due to the overlapping of the ruts generated by the running using the starting point guiding path SGL and the running using the circuit path. Therefore, it is preferable that the starting point guidance path SGL is set at intervals from the outer orbital path ORL and the inner orbital path IRL. When the seedling planting work using the inner circuit path IRL is performed in a work width narrower than the work width of the entire line, the starting point guidance path SGL set in the outer peripheral area OA may be moved closer to the inner area IA. .. However, in order to reduce the control load, the outer circuit path ORL or the inner circuit path IRL may be diverted (also used) as it is and set as the start point guidance path SGL.
(7) In FIGS. 62 and 63, the start point guidance path SGL is set in the outer peripheral region OA, but when only one circuit path is generated and the width of the outer peripheral region OA is narrow, the start point guidance path SGL is set. It may enter the internal region IA at least partially.
(8) Since the outer orbital path ORL is generated as a full-row planting, there is a planting mark by the inner orbital path IRL between the planting mark by the outer orbital path ORL and the planting mark by the inner reciprocating path IPL. Will occupy. Therefore, the working width of the working machine in the inner circuit path IRL is adjusted. Alternatively, the straight path in the internal round-trip path IPL may be extended to the outer peripheral region OA to enlarge the planting trace due to the straight running. Further, when it is necessary to partially adjust the planting trace, the traveling using the clutch control of each row described with reference to FIG. 61 is executed.

[Induction to area GA where induction can be started]
When the rice transplanter is located outside the guidance startable area GA and the worker performs an operation to start automatic driving, a guidance screen for moving to the guidance startable area GA is displayed on the touch panel 50. In addition, voice, a laminated light, a remote controller, and the like may also be notified. You may automatically drive to the guidance startable area GA while notifying.

An example of the guidance screen is shown in FIGS. 64 and 65. FIG. 64 shows that the position of the rice transplanter is outside the guidance startable area GA, and the orientation of the rice transplanter is also out of the permissible range.
In FIG. 64, the recommended aircraft orientation (seedling supply orientation) is shown as a guide arrow. It should be noted that a guide arrow in which the direction of the aircraft 1 facing the start point S is the direction of the start point guidance path SGL can also be illustrated. FIG. 65 shows that the position of the rice transplanter is within the guidance startable area GA, and the orientation of the rice transplanter is also within the permissible range. In this posture, it is possible to shift to the screen for starting automatic driving. In FIG. 64, the guidance startable area GA is drawn in a color indicating that the aircraft position is unacceptable, for example, red. In FIG. 65, the guidance startable area GA is changed to a color indicating that the aircraft position is within the permissible range, for example, blue.

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

When the seedling planting work in the automatic running performed from the guidance startable area GA via the start point S is requested, the judgment regarding the aircraft equipment is made. The condition items used for this determination are communication, sensor, motor, and the like. In the determination result, the condition that is not satisfied is displayed on the touch panel 50. At that time, the recovery method of the unsatisfied condition may be displayed. In addition, the satisfied conditions may also be displayed in the determination result.

When all the conditions for planting seedlings by automatic driving are satisfied, the basic setting confirmation screen (inter-strain, seedling amount, number of lateral feeds, fertilizer application amount, chemical spray amount, etc.) for seedling planting work is displayed. ..
A work simulation is performed with the contents set on this basic setting confirmation screen, and if it is estimated that material replenishment work is required at a position away from the seedling replenishment side, a guidance screen recommending manned automatic driving appears. This guidance screen is also displayed during actual work driving. Specifically, in the round-trip travel, if it is estimated that one seedling is not enough before returning to the next seedling supply side, this guidance screen will be displayed, and in pairs, manned automatic driving or unmanned A screen for selecting automatic driving is displayed.

If a means for detecting the loaded amount of materials that need to be replenished, that is, a means for detecting the remaining amount of materials is provided for each administered material, the selection of manned automatic driving or unmanned automatic driving in consideration of this material replenishment can be made. , Can be done automatically. The material loading amount detecting means is a seedling cutting sensor (for example, a pressing type seedling cutting sensor), a hopper weight sensor or an optical sensor, and a seedling consumption detection encoder (for example, a seedling that detects the amount of movement of the seedling mat by the amount of rotation). It can be configured with a consumption detection encoder), a camera (for example, a sensor that analyzes an image to see if the remaining amount of seedlings is below a predetermined value). When the replenishment material is fuel, the operator is notified of the minimum required refueling calculated based on the remaining amount of fuel and the distance that must be traveled thereafter.

The fuel consumption per run estimated before the start of the work run is often different from the fuel consumption per run calculated after the actual start of the work run. Therefore, it is preferable that the guidance timing of refueling is sequentially corrected.

[Interruption / termination of automatic driving, postponement of running line, restart from interruption of automatic operation]
If a situation occurs in which automatic driving is difficult during automatic driving, automatic driving is interrupted or terminated, and driving control shifts to manual driving. When the automatic running is completed, the work in the automatic running cannot be restarted, but when the automatic running is interrupted, the work in the automatic running can be restarted. In automatic driving, the history of automatic driving performed (such as the travel route that has been completed) is recorded. When the automatic driving is resumed after the automatic driving is interrupted, at the same aircraft position, or after the manual driving is resumed, the position of the aircraft where the automatic driving was interrupted and the ID of the traveling route of the aircraft position are stored in the memory or the like. Read out. When the suspend position and the restart position are different, and the suspend position and the restart position are on the same line, the restart instruction can be given on the touch panel in a state where the aircraft overlaps on the line. If the interrupt position and the restart position are on different lines, the set travel route is postponed (called line feed) using the travel route displayed on the touch panel 50, and the aircraft 1 travels to the current position. Match routes. When such line feed is performed on the screen of the touch panel 50 in which the display area is limited, it becomes difficult to identify each route, especially in an area where the circuit path and the internal round-trip path IPL are densely packed or overlapped. Therefore, it is preferable to identify each traveling route by a color, a line pattern, or the like.

The items to be added regarding the screen display of the traveling route on the touch panel 50 are as follows.
(1) The traveling route where the automatic driving is interrupted is drawn in a characteristic color such as red. At that time, the route section whose color is changed is preferably a straight route unit, but may be a part of the straight route including the interruption point.
(2) When there are a plurality of routes near the interruption point of the automatic operation, the operator selects the traveling route to be processed.
(3) The color of the traveling route is changed according to the work attribute of the traveling route. For example, the route where the seedling planting work was completed along the traveling route, the route where the seedling planting work was performed, the route to be performed, and the route where the seedling planting work called the idle running route was not performed. The routes and the like are colored so that they can be identified. Further, the periphery of the route where the seedling planting work is completed may be colored according to the work width (each row unit).
(4) Even in manual travel, the travel locus and the travel route map are matched, and the work traces traveled by manual travel are also displayed as an existing work area.
(5) In order to facilitate the postponement of the driving route when the automatic driving is interrupted and the automatic driving is restarted after the manual driving along a plurality of traveling routes, the traveling route fast forward and fast rewind functions are provided. It is prepared.
(6) When resuming automatic driving, it is necessary to select a traveling line to be restarted. In order to facilitate the selection work, when resuming automatic driving, one of the interrupted driving route, the driving route next to the interrupted driving route, and the driving route immediately before the interrupted driving route is set as the default restarting driving route. Set.

For the end of the automatic operation, it is confirmed that the end is selected through the selection screen for selecting the interruption or the end of the automatic operation. The items to be added regarding the end of this automatic driving are as follows.
(1) It is impossible to restart the automatic operation after pressing the end button. This is because it is assumed that the end button is pressed before and after the start of the outer lap running, even though the work is generally not completed, and if the outermost circumference is slightly deviated, it may go out of the field. It is impossible to restart the automatic operation at. However, the automatic operation may be restarted by pressing the end button until the vehicle enters the outer driving route.
(2) The selection of the traveling route when resuming the automatic traveling can be selected not only in the traveling route unit but also in one point in the traveling route, in the unit of a plurality of lines, or in the internal round-trip route IPL or the circuit route unit. When a plurality of routes are selected, the travel routes for actually restarting the automatic driving can be narrowed down and selected.
(3) When the work machine moves from the interruption point where the work in the automatic driving is interrupted to supply materials, etc., it moves from the moving place to the interruption point by the automatic driving and restarts the work in the automatic driving. It is also possible to adopt. At that time, the control technology of the start point guided driving can be diverted to the automatic driving to the point where the automatic driving is restarted.
(4) When defect information is detected during the transition from automatic driving to manual driving or from manual driving to automatic driving, the notification is given including the countermeasures.
(5) Even if the end of automatic driving is selected, the configuration may be such that the options of interruption of automatic driving or new automatic driving (regeneration of traveling route) remain.
(6) In the automatic driving of the outer circuit route ORL, if the automatic driving is interrupted, the automatic driving cannot be restarted and only manned manual driving is permitted, but the automatic driving is restarted. A configuration capable of the above may be adopted.

[Free running control and inter-row adjustment]
As shown in the basic travel route diagram according to FIG. 4, in general, the start point S of the internal round-trip route IPL and the end point G, which is the planting end point of the internal round-trip route IPL, are located on the same side. However, the end point G of the round-trip travel route and the transition route from the internal round-trip route IPL to the circuit route are located near the entrance and exit of the field. In order to satisfy this condition, it is good if the number of straight routes in the internal round-trip route IPL is even, but if the number of straight routes is odd, the end point G of the internal round-trip route IPL is on the opposite side of the entrance / exit E. Become. In order to avoid this inconvenience, as shown in FIG. 69, a straight path other than the final straight path (in FIG. 69, the symbol Ln is assigned), for example, a straight path in which the symbol Ln-1 is assigned in FIG. 69. After running idle on the non-work (non-seedling planting work) and traveling on the next straight route (the final straight route to which the symbol Ln is assigned in FIG. 69), the seedling planting work is performed on the idle route. While driving. As a result, the end point G of the final straight path is reversed to the entrance / exit side. In the example of FIG. 69, the position of the end point G moves by the planting width. To avoid this, another straight route may be selected as the free running straight route. In this way, traveling on a traveling route (straight route) other than the turning route without seedling planting work is referred to as idling.

Of course, when the number of straight routes is odd, the idle running becomes unnecessary by setting the start point S of the internal round-trip route IPL to the side opposite to the end point G of the internal round-trip route IPL. In this case, the start point S of the internal round-trip path IPL is far away from the entrance / exit E, and the start point guidance path SGL becomes long. The extension of the starting point guidance route SGL can be regarded as the distance of idling.

Similar to idling, but one of the effective ways to avoid the extension of the starting point guidance route SGL is to adjust the inter-rows so that the number of straight routes is even. Inter-row adjustment is to narrow the working width (sapling planting width). For example, the work area created when traveling on one straight path with a predetermined work width is the same as the work area created when traveling on two straight paths with the work width halved from the predetermined work width. It becomes. Running with all the row clutches off is different in terms of control from idling in which the seedling planting device 3 is raised to a non-working position without controlling each row clutch, but the work result is the same. Is. By adopting the inter-row adjustment, the number of straight routes in the internal area IA becomes an even number. However, the inter-row adjustment (adjustment of the working width) using the inter-row clutch control as described with reference to FIG. 61 involves changing the travel path interval, turning off the inter-row clutch, and the like. Before entering the travel route that is the target of the above, and while traveling on the travel route, a notification to that effect (voice, message display, lamp, etc.) is performed.

In inter-row adjustment, the work width is changed in units of rows by turning off the clutch of each row, so adjustments that are not possible in idling are possible. That is, when the width of the internal area IA in which the internal round-trip path IPL is set is not an integral multiple of the working width, the straight path is set so that the interval of the straight path is shortened and becomes an integral multiple by using the inter-row adjustment. Will be done. At that time, in general, the intervals of the straight paths are adjusted evenly, but the adjustment range of each path is changed, for example, the part near the entrance / exit E is set to the interval close to the standard, and the distance is toward the side far from the entrance / exit. It may be narrowed gradually. Alternatively, the distance from the doorway E to a predetermined distance may be adjusted evenly at intervals close to the standard, and after the predetermined distance, the distance may be slightly shorter than that on the doorway E side and adjusted evenly. In any case, in the inter-row adjustment for matching the width of the internal region IA to an integral multiple of the working width, the interval of one of the straight paths may be adjusted. However, when the yield is important, it is preferable to adjust the inter-row adjustment in the dense planting direction as much as possible (up to about 3 cm). On the contrary, when the reduction of man-hours and materials is emphasized, it is preferable to adjust the inter-row adjustment in the sparse planting direction.

When the touch panel 50 is identifiable on a route to which idling or inter-row adjustment is applied, the screen may be difficult to see depending on the screen resolution. Therefore, only the orbital route or the internal round-trip route IPL may be displayed. If the reciprocating process is completed in a short time, the current position may be determined and only the orbital route as the traveling line to be worked on may be displayed.
Further, when the automatic traveling is interrupted and resumed, only the traveling route that has already been worked may be deleted. It is preferable that the work history immediately before the interruption is stored at the time of resumption, and the work is performed based on the same work history at the time of resumption so that the continuity of the work is ensured.

When an empty traveling route or a traveling route adjusted between rows is set, the traveling route is displayed on the screen of the touch panel 50 so that it can be identified by changing the display color or the like.
In addition, when the vehicle approaches an empty driving route or a traveling route adjusted for inter-rows during traveling, a message such as "The next traveling route is idling (inter-row adjusted traveling)" is displayed on the screen of the touch panel 50. Will be done. The running traces of the empty running route or the traveling route adjusted between the rows are filled with the corresponding working width. Of course, in the case of idling, only the traveling route is displayed without filling.

The inter-row adjustment and idling can be carried out on all work traveling routes, but the inter-row adjustment accompanied by the control of each inter-row clutch may be limited to the lap route only.

Internal round-trip route In the region where the IPL straight path changes to the turning path, a zero-row planting route with a length close to the inter-strain distance is set. The zero-row planting route is a route for surely planting the seedlings held by the planting claws at that time during the running of this short route, whereby floating seedlings are suppressed.

[Traveling route in deformed fields]
In the case of a deformed field in which the length of each side is different, the inner circuit path IRL may also be matched with the outer circuit path ORL by a route along the field shape. In this case, if the internal reciprocating path IPL is generated assuming that the internal reciprocating path IA is rectangular, the work trace when the internal reciprocating path IPL is used (the area where the seedlings are planted in the straight path of the internal reciprocating path IPL) and the inside. When the orbital path IRL is used, a deformed unworked area or an overlapping work area having an inclined side as shown in FIGS. 70 and 71 is generated between the work trace and the work mark. There are two ways to solve this problem. One is the generation of an internal reciprocating path IPL such that each end of the straight path of the internal reciprocating path IPL is sequentially lengthened, and the other is by controlling each clutch while traveling straight. be. As described above, each of the strip clutches is turned on or off in sequence as the vehicle travels, so that one or both sides of the work mark (pre-planted area) becomes an inclined side. Further, if each row clutch is finely controlled, a curved work mark is possible.

Examples of a traveling method of a straight path having different lengths at each end are shown in FIGS. 70 and 71. FIG. 70 shows an example in which the end of the straight path is gradually shortened, and the illustrated internal round-trip path IPL is composed of the forward straight path Y1, the turning path Y2, and the next straight path Y3, and is next. The straight path Y3 is divided into a first path portion Y31 and a second path portion Y32. The forward straight path Y1 and the second path portion Y32 are the seedling planting run, and the turning path Y2 and the first path portion Y31 are the non-seedling planting run. FIG. 71 shows an example in which the end of the straight-ahead path is gradually lengthened, and the illustrated internal round-trip path IPL is composed of the forward straight-ahead path W1, the turning path W2, and the next straight-ahead path W3, and is next. The straight path W3 includes a first path portion W31 and a second path portion W32.
The first path portion W31 and the second path portion W32 overlap with the final portion of the turning path W2. The first route portion W31 is a reverse route. The forward straight route Y1, the second route portion W32, and the next straight route W3 are seedling planting trips, and the turning route W2 and the first route portion W31 are non-sapling planting trips. In the example of FIG. 71, since the turning path is a path performed with a predetermined turning radius, the straight path enters the turning path and requires reverse movement, but a smaller turning radius is used. When the swivel or special swivel is performed, the distance of the swivel path is shortened, so that the first path portion W31 and the second path portion W32 are unnecessary. The special turning here is turning back turning, turning using the difference in speed between the left and right wheels, and the like, and can be realized by turning control based on GPS coordinates, steering angle, wheel rotation speed, and the like.

In the case of a deformed field, since the outer circuit path ORL is a path along the field shape, the number of connecting points (hereinafter referred to as plot points) between the straight path and the next linear path increases. When the inner orbital path IRL is generated along its outer orbital path ORL, the number of plots of the inner orbital path IRL is set to be less than the number of plots of the outer orbital path ORL, but in the inner region IA of a normal rectangle. It is larger than the number of plots of the inner orbital path IRL generated along the outer shape.

[Another Embodiment]
(1) The traveling route is set by performing non-working traveling along the outer circumference of the field. The traveling route can be generated by the information terminal 5 or the control unit 30. At this time, the information terminal 5 or the control unit 30 may be provided with a route setting unit as an independent functional block. Further, both the information terminal 5 and the control unit 30 may be provided with a route setting unit, and the information terminal 5 or the control unit 30 may be configured to selectively determine whether to set the route. Further, the travel route may be generated by an external server or the like, and the information terminal 5 or the control unit 30 may receive the generated travel route. Various data obtained during the work running of the work machine (data created by map shape acquisition processing, route creation processing, etc., obstacle data related to detected obstacles during running, running state data obtained during running, Work status data, field status data, etc.) may be uploaded to an external central computer or cloud service computer. In addition, such registered data may be downloaded prior to work.

(2) The control unit 30 can be subdivided into arbitrary functional blocks. For example, with an automatic driving control unit that controls driving during automatic driving, a manual driving control unit that controls driving during manual driving, a working device control unit that controls various working devices, an information terminal 5, and other devices. Obstacle control that controls the communication unit that sends and receives information between the two, the sonar sensor 60, and detects obstacles, and issues commands to the automatic driving control unit and manual driving control unit according to the obstacle detection result. A unit, a laminated light control unit that controls the laminated light 71, a transmission operating unit that controls the main speed change lever 7A, the motor 45, and the like may be individually provided as functional blocks of the control unit 30.

(3) In each of the above embodiments, the notification device for performing various notifications performed by the rice transplanter is not limited to the information terminal 5 and the voice alarm generator 100, and can be performed using various notification devices. For example, the remote controller 90 may be provided with an LED to notify various information according to the lighting pattern, or the remote controller 90 may be provided with a monitor to display various information. In addition, it is possible to notify by the lighting pattern of the laminated light 71, the center mascot 20, the light, and other light emitters, the display and vibration on the smartphone, mobile terminal, personal computer, etc. possessed by the worker, and the vibration of the remote controller 90, etc. can. Further, various notifications performed by the notification device are detected by the control unit 30, the notification control unit built in the control unit 30, or the notification control unit provided outside the control unit 30 to detect the traveling state, the working state, and various sensors. It is controlled according to the state and the like.

(4) As shown in FIG. 72, the outer peripheral contour line LL0 of the field indicated by the map information of the field acquired by the field shape acquisition process is offset to the center side of the field by a predetermined offset amount to the modified outer peripheral contour line LL1. Based on this, a travel path is formed. The modified outer peripheral contour line LL1 is substantially the same as the outer peripheral path OL, which is the outermost peripheral path. An inner orbital path IRL and an internal reciprocating path IPL are created inside the outer orbital path ORL. At that time, as shown in FIG. 72, if the convex portion ZA is present on the outer shape of the field, the outer orbital path ORL and the inner orbital path IRL also show a bent shape following the shape of the convex portion ZA. However, if the amount of protrusion of the convex portion ZA into the field is small, at least the inner circular path IRL may replace the bent shape with a straight line. The region to be replaced with a straight line in this way is referred to as a special planting region SNA here. The field shape having a plurality of special planting area SNAs becomes a complicated polygon, but if the path portion of the bent shape in the special planting area SNA can be replaced with a straight line, the field shape becomes a simple shape. As a result, the inner circular path IRL can be formed linearly, and the envelope of the internal reciprocating path IPL is also linear. At that time, when the seedling planting overlaps in the traveling with the outer orbital path ORL or the inner orbital path IRL, the traveling on the outer orbital path ORL may be an idle run or a layered planting. Such special planting area SNA often occurs in the corner area of the field, particularly at the entrance / exit E, but by straightening the route in the special planting area SNA, the route design becomes simple. However, it is preferable that the linearization of the route in the special planting area SNA can be selected by the operator.

When the size of the bent shape is larger than a predetermined value, the straightening becomes difficult. That is, the linear inner circuit path IRL enters the outer circuit path ORL, and the special planting area SNA becomes an overlapping special planting area included in both the outer circuit path ORL and the inner circuit path IRL. In this case, the planting work for this overlapping special planting area is performed by traveling on the inner circuit path IRL. In addition, the traveling of this overlapping special planting area on the outer circuit path ORL travels by empty planting and passes through the overlapping special planting area. If the overlapping special planting area occurs around the entrance / exit E, the planting is performed by traveling using the inner circuit path IRL, and the outer circuit path ORL passes through this overlapping special planting area. Without doing so, it passes through the doorway E as it is and escapes from the field.

(5) When the position where the material shortage (material shortage) such as fuel shortage, battery dead, planted seedling, fertilizer, chemicals, etc. has occurred, or the position where they are predicted to occur is calculated, in the notification, The position of the material shortage (material shortage) may be displayed on the touch panel 50, preferably on the traveling route.

(6) In each of the above embodiments, a rice transplanter has been described as an example, but the present invention includes a rice transplanter, a direct sowing machine, a management machine (spraying chemicals, fertilizers, etc.), a tractor, a harvester, and the like. It can be applied to agricultural work machines and various work machines that work on the work site.

The present invention can be applied to a traveling route management system for agricultural work machines such as rice transplanters and other work machines.

1: Aircraft 5: Information terminal 50: Touch panel 522: Round-trip route creation unit 524: Circular route creation unit 525: Operation mode management unit E: Doorway OA: Outer peripheral area IA: Internal area IPL: Round-trip route (internal round-trip route)
IRL: Inner circuit path ORL: Outer circuit path

Claims

A travel route management system for work machines that can automatically travel on farms.
An orbital route creating unit that creates at least one or more orbital routes in the outer peripheral region of the farm based on the traveling locus in the outer shape calculation running along the boundary line of the farm to calculate the outer shape of the farm. ,
A reciprocating route creating unit for creating a reciprocating route including a plurality of straight routes in an internal region located inside the outer peripheral region is provided.
A travel route management system in which the number of circuit routes is determined by the area required for turning from the traveling straight route to the next traveling straight route.
The travel route management system according to claim 1, wherein the round-trip route is created based on a travel locus in an outer shape calculation travel traveling along a boundary line of the farm.
The travel route management system according to claim 1 or 2, further comprising an operation mode management unit that enables selection from manned automatic driving and unmanned automatic driving as the driving mode of the circuit route.
The orbital route includes an outer orbital route that matches the travel locus in the outer shape calculation travel and an inner orbital route that is located inside the outer orbital route, and the operation mode of the outer orbital route is the manned automatic traveling or the operation mode. The travel route management system according to claim 3, which is limited to manual driving.
The traveling route according to claim 4, wherein the inner peripheral route is created along the end contour lines of a plurality of straight paths created in the inner region located inside the outer peripheral region and the outer peripheral region. Management system.
When the distance between the end contour line and the outer circuit path fluctuates, on / off of each clutch for changing the work width according to the change in the interval as work control information in the inner circuit path. The travel route management system according to claim 5, wherein is assigned.
The circuit route creation unit, the round-trip route creation unit, and the operation mode management unit are constructed so as to be operable through a graphic user interface on an information terminal with a touch panel connected to the vehicle-mounted LAN of the work machine. The travel route management system according to any one of claims 3 to 6, wherein the route is identifiable according to the operation mode and is displayed on the screen of the touch panel.
The travel route management system according to claim 7, wherein the route portion on which manual travel is executed as the operation mode is deleted from the screen.
The travel route management system according to claim 7, wherein the route portion on which manual travel is executed as the operation mode is identifiable as a guide route and is displayed on the screen.
According to any one of claims 1 to 9, a part of the circuit path is used as a part of the turning path for performing a turning running from the traveling straight path to the next traveling straight path. The described travel route management system.