traveling work machine, rice transplanter, paddy field direct seeding machine, spraying work machine

Abstract

The present application provides a traveling work machine, a rice transplanter, a paddy field direct seeder, and a spraying work machine, which has: a traveling body (C) that travels in a field; a work device (W) that works on the field; a path setting unit that sets a target movement path (LM) for work travel in which the traveling body (C) travels while working on the field using the work device (W); a travel trajectory acquisition mechanism that acquires a travel trajectory (FP) of the traveling body (C) when the traveling body (C) travels; and the path setting unit sets the target movement path along the travel trajectory (FP).

Description

[0001] This application is a divisional application of the invention patent application filed on August 14, 2018, with application number 201810920978.8 and invention title "Roading Work Machine, Rice Transplanter, Paddy Field Direct Seeder, Spraying Work Machine". Technical Field

[0002] The present invention relates to a traveling work machine, which includes a traveling body that travels in a field, a work device that performs work on the field, and a path setting unit that sets a target movement path for the traveling body to travel while performing work using the work device. Background Technology

[0003] For example, Patent Document 1 discloses a work vehicle that includes a driving body (referred to as "driving body C" in the document), a work device for working in the field (referred to as "seedling planting device W" in the document), and a path setting unit (referred to as "68" in the document) for setting a target movement path for the driving body to perform work. The path setting unit is configured to set a teaching path corresponding to the target path for automatic steering by teaching driving, and to set multiple target movement paths parallel to the teaching path.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2017-123804

[0005] In Patent Document 1, target movement paths are set based on teaching paths generated through manual operation. These teaching paths are defined as straight lines connecting the starting and ending points of the manual operation. However, Patent Document 1 does not consider the movement trajectory of the vehicle in setting the target movement paths. Therefore, even when the actual movement trajectory is winding, a straight target movement path is set as the target movement path for the subsequent process. As a result, during subsequent actual operation, planted seedlings in already worked areas may be damaged, or unworked areas may be created between the movement trajectories before and after turning on field ridges.

[0006] Furthermore, the vehicle alternately repeats its working travel along the target movement path and its turning travel at the field ridges to the target movement path for subsequent processes. However, in the structure of Patent Document 1, each target movement path is set based on a taught path, and the vehicle's travel along the target movement path is not taken into account in the target settings for the vehicle's travel in subsequent processes. Therefore, when the vehicle is working with a deviation from the actual target movement path, it may trample on the planted seedlings in the already worked area when working along the target movement path of the subsequent process, or create unworked areas between the working travel trajectories before and after turning at the field ridges. Summary of the Invention

[0007] In view of the above facts, the object of the present invention is to provide a traveling work machine that can accurately set a target moving path adjacent to the working trajectory of the traveling machine body.

[0008] The mobile work machine of the present invention is characterized by having:

[0009] The vehicle is moving through the fields;

[0010] Operating equipment used for working in fields;

[0011] The path setting unit sets a target movement path, which is used for the working body to move while performing work using the working device.

[0012] When the traveling machine alternately travels along the target movement path and turns to the next target movement path, the path setting unit sets a target for the subsequent process after the traveling machine has passed the target movement path, based on the position obtained by the traveling machine during its travel along the target movement path.

[0013] According to the present invention, the travel of the machine body along the target movement path is taken into account in the target setting for the movement of the machine body in the subsequent process. That is, even when the machine body is working in a state deviating from the actual target movement path, the target for the subsequent process is set based on the position obtained during travel. Therefore, the target after turning can be set appropriately, and the work travel after turning can be performed appropriately along the work travel trajectory before turning. As a result, a machine body capable of setting a target movement path adjacent to the work travel trajectory of the machine body with high precision can be realized.

[0014] In this structure, it is preferred that,

[0015] The target for the subsequent process is the target movement path for the subsequent process used for the movement of the traveling machine body.

[0016] According to this structure, the target movement path for the subsequent process is set based on the work travel trajectory that has already been used. This avoids the possibility of damaging planted seedlings in the already worked area or creating unworked areas between the work travel trajectories before and after turning on the field ridges when traveling along the target movement path of the subsequent process. As a result, a traveling work machine can be realized that can accurately set the target movement path adjacent to the work travel trajectory of the traveling machine body.

[0017] In this structure, it is preferred that,

[0018] The traveling machine has a notification mechanism that, when the traveling machine moves from the turning position into the next target movement path, notifies the traveling machine of the deviation between its position and the next target movement path.

[0019] The position of the vehicle body after completing a turn is prone to deviating relative to the target movement path. Therefore, according to this structure, the deviation is notified when traveling along the next target movement path, so that the driver can easily correct the deviation relative to the target movement path.

[0020] In this structure, it is preferred that,

[0021] The notification agency will issue a notification after the turning maneuver is completed.

[0022] When turning, the vehicle's position is offset relative to the target path. Therefore, notifying the driver of this offset during a turn could easily lead to misunderstandings or cause inconvenience. This design, however, notifies the driver of the offset only after the turn is complete, eliminating unnecessary notifications and ensuring the necessary information is provided.

[0023] In this structure, it is preferred that,

[0024] If the target for the subsequent process cannot be set, the notification mechanism will notify that the target for the subsequent process cannot be set.

[0025] According to this structure, because the driver is notified that the target for the subsequent process cannot be set, the driver can easily take measures such as manual operation.

[0026] In this structure, it is preferred that,

[0027] The traveling work machine is equipped with a field ridge detection mechanism, which detects when the machine is approaching a field ridge.

[0028] When the field ridge detection mechanism detects that the field ridge is approaching, the path setting unit sets the target for the subsequent process.

[0029] The work is completed only when the worker travels along the target movement path near the field ridge. According to this structure, since the target for the next process is set by detecting the proximity to the field ridge, the target for the next process can be set based on the work travel trajectory along the target movement path.

[0030] In this structure, it is preferred that,

[0031] When the traveling vehicle transitions from traveling along the target movement path to turning, the path setting unit sets the target for the subsequent process.

[0032] According to this structure, the target for subsequent processes can also be used as the target position for turning. Therefore, even when turning is set to automatic turning, for example, there is no need to set a separate target position for automatic turning, and the vehicle can move smoothly to the target for subsequent processes.

[0033] In this structure, it is preferred that,

[0034] When the traveling body is tilted at an angle greater than a predetermined angle relative to the target movement path, the path setting unit sets the target for the subsequent process.

[0035] According to this structure, since the turning motion of the vehicle can be determined based on the tilt of the vehicle relative to the target movement path, the target for the subsequent process can be set with a simple structure.

[0036] In this structure, it is preferred that,

[0037] After the manual operation is performed, the path setting unit sets the target for the subsequent process.

[0038] According to this structure, since it utilizes human operation to set the target for the subsequent process, it is possible to prevent, for example, unintentionally setting the target for the subsequent process. Therefore, it is possible to select either operation travel along the path of the target for the subsequent process or operation travel not along the path of the target for the subsequent process.

[0039] In this structure, it is preferred that,

[0040] The traveling work machine has a position detection mechanism, which acquires position information based on positioning signals from navigation satellites.

[0041] The target for the subsequent process is set based on the average position of multiple location information located at the final stage of the operation.

[0042] Position detection agencies can cite DGPS (Differential GPS) and RTK-GPS (Real-Time Kinematic GPS) as examples. Generally, RTK-GPS is more expensive than DGPS, but its positioning accuracy is higher. Furthermore, it is generally known that when using DGPS for positioning between two points over a short period, the relative error between the two points is small. When the time between the vehicle's turn and movement towards the target for the next process after completing its work is short, according to this structure, even without using the expensive RTK-GPS, it is possible to accurately locate the target for the next process adjacent to the vehicle's work trajectory.

[0043] In this structure, it is preferred that,

[0044] Multiple targets can be set in parallel for the subsequent process.

[0045] According to this structure, since the target for the subsequent process is set together, it is easy to set the target for the subsequent process when multiple traveling work machines are working and traveling at the same time.

[0046] In this structure, it is preferred that,

[0047] The target for the subsequent process is set based on the offset of the traveling body relative to the target movement path.

[0048] According to this structure, it is possible to set the target for the subsequent process based on the movement of the vehicle along the target movement path.

[0049] In this structure, it is preferred that,

[0050] The target for the subsequent process is set to move parallel to the target by an amount of offset of the traveling body relative to the target moving path, from a position that leaves a predetermined interval relative to the target moving path.

[0051] According to this structure, it is possible to reliably avoid damaging planted seedlings in the already worked area when working along the target movement path of the subsequent process, or to avoid creating non-work areas between the working movement trajectories before and after turning on the field ridge.

[0052] In this structure, it is preferred that,

[0053] The target used in the subsequent process can be corrected after it has been set.

[0054] Immediately after completing a turn, the vehicle may deviate from its target path. According to this structure, even when a target for a subsequent process is set, the driver can change the target as needed, thereby eliminating the deviation of the vehicle from the target path.

[0055] In this structure, it is preferred that,

[0056] The target for the subsequent process is set along the working trajectory of the traveling machine.

[0057] Even if the target movement path is straight, the actual operating trajectory of the vehicle can become curved due to slippage or avoidance of obstacles in the field. According to this structure, even if the operating trajectory is curved, the target for the subsequent process can be set in a way that mimics the operating trajectory, based on the path of the target for the subsequent process. This prevents damage to planted seedlings in already worked areas or the creation of unworked areas between the operating trajectories before and after turning at field ridges when operating along the target movement path of the subsequent process.

[0058] In this structure, it is preferred that,

[0059] The path to the target of the subsequent process is a line shape that is closer to a straight line than the operation trajectory.

[0060] When the working trajectory of the traveling machine is complexly curved relative to the target movement path, if the structure for the target of the subsequent process is set along the working trajectory of the traveling machine, the path based on the target of the subsequent process will also be complexly curved, and the traveling machine may not be able to travel along the path with high precision. According to this structure, because the path based on the target of the subsequent process is set to a near-straight line shape, the traveling machine can perform working travel appropriately along the target movement path.

[0061] In this structure, it is preferred that,

[0062] The traveling work machine is equipped with a control mechanism, which outputs control signals to perform the work travel.

[0063] The target's movement path is roughly straight.

[0064] The path setting unit sets the target for the subsequent process as a function independent of the control mechanism.

[0065] According to this structure, the machine can automatically perform work travel along a roughly straight target movement path. Furthermore, because the control mechanism and the path setting unit are independent functions, after the machine has traveled along the target movement path, it can wait for the driver to determine whether to continue working along a path based on the target of the next process.

[0066] In this structure, it is preferred that,

[0067] The traveling work machine is equipped with a control mechanism, which outputs control signals to perform the work travel.

[0068] The target's movement path is roughly straight.

[0069] The path setting unit sets the target for the subsequent process as a function linked to the control mechanism.

[0070] According to this structure, it is possible to set a target for the next process after the traveling machine has traveled along a target movement path, and then automatically travel along a path based on the target for the next process. Thus, automatic travel along a path based on the target for the next process can be performed in conjunction with the setting of the target for the next process.

[0071] In this structure, it is preferred that,

[0072] If the traveling vehicle deviates from the target travel path by a greater margin than the preset distance, the target travel path will not be used for the operation.

[0073] When the vehicle deviates significantly from the target movement path, it is assumed that the driver is likely consciously operating the vehicle. According to this structure, because the target movement path can be prevented from being used for operational driving, driver-controlled operation can be easily prioritized even without dedicated control components.

[0074] In this structure, it is preferred that,

[0075] A baseline path is established based on the final stage of the operational journey.

[0076] In other fields, the path setting unit sets the target for the subsequent process based on the reference path.

[0077] According to this structure, since the reference path can be used to set targets for subsequent processes in other fields, the target movement path can be easily set without teaching the vehicle in other fields.

[0078] In this structure, it is preferred that,

[0079] The traveling work machine has a storage unit that can store multiple reference paths for each field.

[0080] According to this structure, the target movement path can be set simply by reading the reference path corresponding to each field from the storage unit, so there is no need to repeat the teaching process.

[0081] The rice transplanter, paddy field direct seeding machine, or spraying machine of the present invention is characterized by having:

[0082] The vehicle is moving through the fields;

[0083] Operating equipment used for working in fields;

[0084] The path setting unit sets a target movement path, which is used for the working body to move while performing work using the working device.

[0085] A trajectory acquisition mechanism is used to acquire the trajectory of the vehicle body during driving.

[0086] The path setting unit sets the target movement path along the driving trajectory.

[0087] According to this structure, the travel trajectory of the machine body can be acquired using the travel trajectory acquisition mechanism, and the travel trajectory of the machine body can be taken into account when setting the target movement path. Therefore, even when the travel trajectory is, for example, curved, the path setting unit can set a target movement path along the curved travel trajectory as the target movement path for the subsequent process. This reduces the possibility of damaging planted seedlings in already worked areas or creating unworked areas between the travel trajectories before and after turning on field ridges when working along the target movement path for the subsequent process. As a result, a machine body capable of setting the target movement path to be highly adjacent to the travel trajectory of the machine body can be realized.

[0088] It should be clarified that setting a target movement path along the driving trajectory does not mean that the target movement path is a path that is completely consistent with the driving trajectory. For example, it could also mean that the target movement path is a path that is similar to the driving trajectory, or it could mean a path set in a way that makes the trajectory resulting from driving based on the target movement path similar to the driving trajectory.

[0089] In this structure, it is preferred that,

[0090] The target movement path consists of a first path corresponding to a first region and a second path corresponding to a second region. The first region is the part of the driving trajectory where the vehicle moves in a state consistent with or approximately consistent with the pre-set movement path. The second region is the part of the driving trajectory where the vehicle moves in a state deviating to the left or right of the pre-set movement path.

[0091] The second path is set to be offset relative to the first path to the second region on one side relative to the preset movement path.

[0092] According to this structure, the travel trajectory is divided into a first region and a second region, the target movement path consists of multiple paths, and a second path is set corresponding to the offset of the travel trajectory in the second region. Therefore, for example, by using the setting form of dividing the path using the first path and the second path, compared with a structure where the target movement path consists of a single path, a traveling work machine that can flexibly move according to the actual offset of the traveling machine can be realized.

[0093] It should be noted that the preset movement path can be the past target movement path when the traveling machine is moving, or the movement path of the traveling machine as desired by human operation, or the movement trajectory as a result of the traveling machine being driven by human operation.

[0094] In this structure, it is preferred that,

[0095] The offset between the first path and the second path is less than the offset between the preset movement path and the second region.

[0096] If the offset between the first and second paths is the same as the offset in the previous trajectory, the vehicle's movement based on the first and second paths may be as curved as, or even more curved than, the previous trajectory, making the vehicle's movement unstable. According to this structure, because the offset between the first and second paths is smaller, the trajectory of the vehicle based on the first and second paths is closer to a straight line than the previous trajectory. Therefore, the vehicle's movement is stable.

[0097] In this structure, it is preferred that,

[0098] When multiple target movement paths are set, the offset between the first path and the second path is smaller in later processes.

[0099] According to this structure, the later the process, the more the target movement path converges to a path that is close to a straight line; the later the process, the more stable the movement of the vehicle based on the first path and the second path becomes.

[0100] In this structure, it is preferred that,

[0101] The first path and the second path are formed as a straight line.

[0102] According to this structure, since the target movement path consists of multiple straight paths, the setting of the target movement path is simple, and the vehicle can easily move along the target movement path.

[0103] In this structure, it is preferred that,

[0104] The target movement path is formed by an approximate curve based on the driving trajectory.

[0105] According to this structure, even when the driving trajectory is curved, a target movement path adjacent to the curved driving trajectory can be set accordingly, and the driving vehicle can drive in a way that imitates the driving trajectory.

[0106] In this structure, it is preferred that,

[0107] The rice transplanter, paddy field direct seeding machine, or spraying machine has a position detection mechanism, which detects positioning data representing the position of the moving machine body based on positioning signals from navigation satellites.

[0108] The driving trajectory acquisition mechanism acquires the driving trajectory based on the positioning data.

[0109] Based on this structure, a driving trajectory acquisition mechanism can be constructed by using the positioning data of the position detection mechanism.

[0110] In this structure, it is preferred that,

[0111] The rice transplanter, paddy field direct seeding machine, or spraying machine is equipped with an inertial measurement mechanism capable of measuring the acceleration and angular acceleration of the moving body.

[0112] The driving trajectory acquisition mechanism acquires the driving trajectory based on the acceleration or the angular acceleration, or both the acceleration and the angular acceleration.

[0113] Based on this structure, a mechanism for acquiring driving trajectory can be constructed by using the acceleration, angular acceleration, i.e., inertial quantity of the inertial measurement mechanism.

[0114] In this structure, it is preferred that,

[0115] The operating device includes at least one of a planting device, a sowing device, and a pesticide spraying device.

[0116] Based on this structure, it can be appropriately used in rice transplanters, or paddy field direct seeders or sprayers. Attached Figure Description

[0117] Figure 1 This is an overall side view of the rice transplanter.

[0118] Figure 2 This is a top view of the rice transplanter.

[0119] Figure 3 This is the front view of the rice transplanter.

[0120] Figure 4 This is a diagram representing the steering control unit.

[0121] Figure 5 This is a block diagram illustrating the control structure of Implementation Method 1.

[0122] Figure 6 This is a top view illustration of the entire farmland surface showing the operation of the automatic steering control in Implementation Method 1.

[0123] Figure 7 This is an explanatory diagram illustrating the automatic steering control using an inertial measurement unit in Implementation Method 1.

[0124] Figure 8 This is an explanatory diagram showing the setting of the basic target movement path in Implementation Method 1.

[0125] Figure 9 This is an explanatory diagram illustrating the setting of the target movement path taking into account the driving trajectory in Implementation Method 1.

[0126] Figure 10 This is an explanatory diagram illustrating the correction of offset in the automatic steering control of Embodiment 1.

[0127] Figure 11 This is an explanatory diagram illustrating the setting of the target movement path taking into account the driving trajectory in Implementation Method 1.

[0128] Figure 12 This is an explanatory diagram illustrating the setting of the target movement path taking into account the driving trajectory in Implementation Method 1.

[0129] Figure 13 This is an explanatory diagram illustrating the setting of multiple target movement paths in Implementation Method 1.

[0130] Figure 14 This is an explanatory diagram showing the display section of Embodiment 1.

[0131] Figure 15 This is an explanatory diagram showing the setting of the target movement path in other embodiments of Embodiment 1.

[0132] Figure 16 This is an explanatory diagram showing the setting of the target movement path in other embodiments of Embodiment 1.

[0133] Figure 17 This is an explanatory diagram showing the setting of the target movement path in other embodiments of Embodiment 1.

[0134] Figure 18 This is an explanatory diagram showing the setting of the target movement path in other embodiments of Embodiment 1.

[0135] Figure 19 This is a block diagram illustrating the control structure of Implementation Method 2.

[0136] Figure 20 This is a top view illustrating the operation of the automatic steering control in Implementation Method 2, showing the entire farmland surface.

[0137] Figure 21 This is an explanatory diagram illustrating the automatic steering control using an inertial measurement unit in Embodiment 2.

[0138] Figure 22 This is an explanatory diagram showing the setting of the target movement path for the subsequent process in Embodiment 2.

[0139] Figure 23 This is an explanatory diagram illustrating the automatic turning control at the ridge of a field in Implementation Method 2.

[0140] Figure 24 This is an explanatory diagram illustrating the automatic turning control at the ridge of a field in Implementation Method 2.

[0141] Figure 25 This is an explanatory diagram illustrating the automatic turning control at the ridge of a field in Implementation Method 2.

[0142] Figure 26 This is an explanatory diagram illustrating the correction of offset in the automatic steering control of Embodiment 2.

[0143] Figure 27 This is an explanatory diagram showing the display section of Embodiment 2.

[0144] Figure 28 This is an explanatory diagram showing the setting of the target movement path for the subsequent process in another embodiment of embodiment 2.

[0145] Figure 29 This is an explanatory diagram showing the setting of the target movement path for the subsequent process in another embodiment of embodiment 2.

[0146] Figure 30 This is an explanatory diagram showing the setting of the target movement path for the subsequent process in another embodiment of embodiment 2.

[0147] Explanation of reference numerals in the attached figures

[0148] 43: Steering wheel (for manually operated workpieces)

[0149] 59: Notification Department (Notification Agency)

[0150] 63: Obstacle Inspection Department (Field Ridge Inspection Agency)

[0151] 70: Satellite positioning unit (position detection mechanism)

[0152] 74: Inertial Measurement Unit

[0153] 76: Path Setting Department

[0154] 78: Driving Trajectory Acquisition Department

[0155] 82: Control Department (Control Mechanism)

[0156] 83: Steering Control Unit (Control Mechanism)

[0157] C: Driving body

[0158] W: Seedling planting device (operating device)

[0159] FP: Driving trajectory

[0160] LM: Target movement path

[0161] LM2: Target movement path for subsequent processes (target for subsequent processes)

[0162] A1: First Area

[0163] A2: Second Area

[0164] lm1: First path

[0165] lm2: Second path Detailed Implementation

[0166] [Basic Structure of a Traveling Worker]

[0167] Embodiments of the present invention will be described with reference to the accompanying drawings. Here, a passenger-type rice transplanter will be used as an example of a mobile work machine according to the present invention. It should be noted that, as Figure 2 As shown, in this embodiment, arrow F represents the front side of the vehicle body C, arrow B represents the rear side of the vehicle body C, arrow L represents the left side of the vehicle body C, and arrow R represents the right side of the vehicle body C.

[0168] like Figures 1 to 3 As shown, the passenger-type rice transplanter has a traveling body C and a seedling planting device W as its working apparatus. The traveling body C has a pair of left and right steering wheels 10 and a pair of left and right rear wheels 11. The seedling planting device W, as its working apparatus, can plant seedlings in the field. The left and right steering wheels 10 are located on the front side of the traveling body C, allowing for easy operation to change the orientation of the traveling body C. The left and right rear wheels 11 are located on the rear side of the traveling body C. The seedling planting device W is connected to the rear end of the traveling body C via a linkage mechanism 21, which is raised and lowered by the extension and retraction of a lifting hydraulic cylinder 20.

[0169] The vehicle body C has an openable engine hood 12 at its front. At the front end of the engine hood 12 is a rod-shaped central marker 14, which serves as a target for driving along a guide line (not shown) drawn in the field using an indicator device 33. The vehicle body C has a frame 15 extending in the longitudinal direction, and a support strut frame 16 is erected at the front of the frame 15.

[0170] An engine 13 is located inside the engine hood 12. The power of the engine 13 is transmitted to the steering wheel 10 and the rear wheel 11 via an HST (hydrostatic continuously variable transmission) not shown in the body. The power after the transmission is transmitted to the seedling planting device W via an electric motor driven planting clutch (not shown), which will not be described in detail.

[0171] like Figure 1 and Figure 2 As shown, the seedling planting device W has four transmission boxes 22, eight rotating boxes 23, a leveling hull 25, a seedling platform 26, and an indicator device 33. The rotating boxes 23 are rotatably supported on the left and right sides of the rear of each transmission box 22. Each rotating box 23 has a pair of rotating planting arms 24 at both ends. The leveling hull 25 levels the ground of the field; multiple leveling hulls 25 are provided in the seedling planting device W. The seedlings are placed on the seedling platform 26 in a mat-like shape. The indicator device 33 is located on the left and right sides of the seedling planting device W, forming indicator lines (not shown) on the ground of the field.

[0172] The seedling planting device W drives the seedling carrier 26 to reciprocate laterally from left to right, while simultaneously using power transmitted from the transmission box 22 to rotate each rotating box 23. Each planting arm 24 alternately removes seedlings from the lower part of the seedling carrier 26 and plants them on the ground of the field. The seedling planting device W is configured as an eight-row planting type using planting arms 24 located on eight rotating boxes 23. It should be noted that the seedling planting device W can also be a four-row, six-row, seven-row, or ten-row planting type.

[0173] Although not described in detail, the indicator device 33 can switch between an operational posture and a retracted posture. In the operational posture, the indicator device 33 contacts the ground of the field as the vehicle C moves, thereby forming an indicator line (not shown) on the ground corresponding to the next work operation. In the retracted posture, the indicator device 33 moves upward away from the ground of the field. The posture switching of the indicator device 33 is performed using an electric motor (not shown).

[0174] like Figures 1 to 3As shown, the engine hood 12 of the traveling body C has multiple (e.g., four) ordinary seedling trays 28 and seedling trays 29 on its left and right sides. The ordinary seedling trays 28 can hold seedlings to be supplied to the seedling planting device W. The seedling trays 29 are configured as rails and can hold seedlings to be supplied to the seedling planting device W. The engine hood 12 of the traveling body C has a pair of tall seedling frames 30 on its left and right sides, which serve as frame components to support each ordinary seedling tray 28 and seedling tray 29. The upper parts of the left and right seedling frames 30 are connected to each other by a connecting frame 31.

[0175] like Figures 1 to 3 As shown, a driver's compartment 40 for various driving operations is located in the center of the vehicle body C. The driver's compartment 40 includes a driver's seat 41, a steering wheel 43, a main gear shift lever 44, and a control lever 45. The driver's seat 41 is located in the center of the vehicle body C and is for the driver to sit in. The steering wheel 43 allows for manual steering of the steering wheels 10. The main gear shift lever 44 allows for switching between forward and reverse directions and changing the driving speed. The control lever 45 is used to raise and lower the seedling planting device W and switch between left and right indicator devices 33. The steering wheel 43, main gear shift lever 44, and control lever 45 are located on the upper part of the control tower 42, which is situated at the front of the driver's seat 41. A footrest 46 is provided at the feet of the driver's compartment 40.

[0176] The foot pedal 46 extends to the left and right sides of the engine hood 12.

[0177] When the main shift lever 44 is operated, the angle of the swashplate in the HST (not shown) changes, allowing the power from the engine 13 to be continuously variable. Although not shown, the swashplate angle of the HST is controlled by a hydraulic unit equipped with a servo hydraulic control device. The servo hydraulic control device uses known hydraulic pumps, hydraulic motors, etc.

[0178] When the operating lever 45 is moved to the rising position, the planting clutch (not shown) is disengaged, cutting off the transmission relative to the seedling planting device W. This causes the lifting hydraulic cylinder 20 to actuate, raising the seedling planting device W and adjusting the left and right indicator devices 33 (see reference). Figure 1 The operation is in the retracted position. When the operating lever 45 is moved to the lowered position, the seedling planting device W descends and comes to a stop in contact with the ground. In this lowered state, when the operating lever 45 is moved to the right indicator position, the right indicator device 33 changes from the retracted position to the active position. When the operating lever 45 is moved to the left indicator position, the left indicator device 33 changes from the retracted position to the active position.

[0179] When starting the rice planting operation, the driver operates the control lever 45 to lower the seedling planting device W and initiate the transmission relative to the seedling planting device W to begin the planting operation. When stopping the planting operation, the driver operates the control lever 45 to raise the seedling planting device W and disengage the transmission relative to the seedling planting device W.

[0180] The control panel 47 on the upper part of the control tower 42 of the driver's unit 40 has a display unit 48, which can display various information using a liquid crystal display. The display unit 48 can be a touch panel type liquid crystal display. Furthermore, in Embodiment 1 described later, if using... Figure 5 As explained, a press-operated start-point setting switch 49A is provided on the right side of the display unit 48, and a press-operated end-point setting switch 49B is provided on the left side of the display unit 48. Alternatively, in Embodiment 2 described later, such as using Figure 18 As explained, a push-button start / end point setting switch 49C is located on the right side of the display unit 48, and a push-button target setting switch 49D is located on the left side of the display unit 48. It should be noted that the display unit 48 may also have a structure where the start / end point setting switch 49C is located on the left side and the target setting switch 49D is located on the right side.

[0181] The main shift lever 44 has a push-button type automatic steering switch 50. The automatic steering switch 50 is set to an automatic reset type, indicating the on / off switching of automatic steering control each time it is pressed. The automatic steering switch 50 is positioned such that it can be pressed with the thumb while the main shift lever 44 is held.

[0182] like Figure 4 As shown, the vehicle body C includes a steering control unit U as a steering mechanism capable of steering the left and right steering wheels 10. The steering control unit U includes a steering operating shaft 54, a steering arm 55, a left-right linkage mechanism 56 connected to the steering arm 55, a steering motor 58, and a gear mechanism 57. The steering operating shaft 54 ​​is connected to the steering wheel 43 via a clutch 53. The steering arm 55 swings as the steering operating shaft 54 ​​rotates. The gear mechanism 57 connects the steering motor 58 to the steering operating shaft 54.

[0183] The steering operating shaft 54 ​​is connected to the left and right steering wheels 10 via the steering arm 55 and the left and right linkage mechanisms 56, respectively. At the lower end of the steering operating shaft 54, there is a steering angle sensor 60, which is composed of a rotary encoder, and the amount of rotation of the steering operating shaft 54 ​​is detected by the steering angle sensor 60. At the middle part of the steering operating shaft 54, there is a torque sensor 61 that detects the torque applied to the steering wheel 43.

[0184] For example, when the steering motor 58 is rotating the steering operating shaft 54 ​​in a predetermined direction, if the steering wheel 43 is manually operated in the opposite direction of rotation, the torque sensor 61 can detect this. Furthermore, when the steering motor 58 is not operating, if the steering wheel 43 is manually operated in any direction, the torque sensor 61 can detect this. When such a manual operation is performed, the steering motor 58 can be activated based on the manual operation, taking precedence over automatic steering control.

[0185] The clutch 53 is located between the steering operating shaft 54 ​​and the steering wheel 43. By disengaging the clutch 53, no power is transmitted between the steering wheel 43 and the steering operating shaft 54. The clutch 53 can be disengaged, for example, during automatic steering control such as when automatically turning on a field ridge. During automatic steering control, the rotation of the steering operating shaft 54 ​​caused by the action of the steering motor 58 is not transmitted to the steering wheel 43.

[0186] When the steering control unit U is in automatic steering mode, the steering motor 58 is driven, and the driving force of the steering motor 58 is used to rotate the steering operation shaft 54, changing the steering angle of the steering wheels 10. When automatic steering is not in operation, the steering control unit U can be rotated manually by operating the steering wheel 43.

[0187] [Structure of automatic steering control]

[0188] Next, the structure used for automatic steering control will be described.

[0189] On the vehicle C, as an example of a GNSS (Global Navigation Satellite System) system that detects the vehicle's position by receiving radio waves from satellites, there is a satellite positioning unit 70 (position detection mechanism) that uses GPS (Global Positioning System), a known technology, to determine the vehicle's position. In this embodiment, the satellite positioning unit 70 uses DGPS (Differential GPS), but RTK-GPS (Real Time Kinematic GPS) can also be used.

[0190] Specifically, the satellite positioning unit 70 is installed on the object (vehicle C) for positioning as a position detection mechanism. The satellite positioning unit 70 has a receiving device 72 with an antenna 71 that receives radio waves emitted from multiple GPS satellites orbiting the Earth. Based on the radio wave information received from the navigation satellites, the position of the receiving device 72, i.e., the satellite positioning unit 70, is determined.

[0191] like Figures 1 to 3 As shown, the satellite positioning unit 70 is mounted on the connecting frame 31 via a plate-shaped support plate 73, positioned at the front of the vehicle body C. Figure 1 and Figure 3 As shown, the receiving device 72 is supported at a high position by the connecting frame 31 and the seedling preparation frame 30. This reduces the possibility of receiving obstacles in the receiving device 72 and improves the receiving sensitivity of the radio waves in the receiving device 72.

[0192] It should be noted that the receiving device 72 is not limited to a structure installed on the connecting frame 31 located on the upper part of the seedling preparation frame 30. For example, a separate frame with the function of moving the receiving device 72 may be provided independently of the seedling preparation frame 30 and at a lower position than the upper part of the seedling preparation frame 30. In addition, this separate frame may also be a structure extending towards the rear of the machine body.

[0193] In addition to the satellite positioning unit 70, an inertial measurement unit 74, which includes, for example, an IMU (Inertial Measurement Unit) 74A, is installed on the vehicle body C as an orientation detection mechanism for detecting the orientation of the vehicle body C. The inertial measurement unit 74 may also be a structure that replaces the IMU 74A and includes a gyroscope sensor and an accelerometer. Although not shown, the inertial measurement unit 74 is, for example, located below the rear of the driver's seat 41 and at a low position near the center of the vehicle body C in the width direction. The inertial measurement unit 74 can detect the angular velocity of the turning angle of the vehicle body C and can calculate the orientation change angle ΔNA of the vehicle body by integrating the angular velocity (see reference). Figure 7 , Figure 20 Therefore, the position information of the traveling vehicle C is included in the measurement information measured by the inertial measurement unit 74. In addition to the angular velocity of the turning angle of the traveling vehicle C, the inertial measurement unit 74 can also measure the angular velocity of the left and right tilt angles and the forward and backward tilt angles of the traveling vehicle C, etc., which will not be described in detail.

[0194] The following describes an implementation method for setting the target path in the traveling work machine and path setting method of the present invention.

[0195] [Implementation Method 1]

[0196] like Figure 5 As shown, a control device 75 is installed on the driving body C. The control device 75 can switch between an automatic steering mode that performs automatic steering control and a manual steering mode that does not perform automatic steering control.

[0197] Input the satellite positioning unit 70, inertial measurement unit 74, and automatic steering switch 50 (see reference) into the control device 75. Figure 1 The following information includes: a starting point setting switch 49A, an ending point setting switch 49B, a steering angle sensor 60, a torque sensor 61, a vehicle speed sensor 62, and an obstacle detection unit 63 (field ridge detection unit). The vehicle speed sensor 62 detects vehicle speed, for example, by utilizing the rotational speed of the drive shaft in the transmission mechanism for the rear wheels 11. The obstacle detection unit 63 is located at the front and left and right sides of the vehicle body C, and is, for example, a distance sensor of optical ranging type or an image sensor, thereby detecting field ridges, iron towers, etc. When an obstacle is detected by the obstacle detection unit 63, an alarm is notified to the driver using an alarm unit 64, such as a buzzer or voice navigation. Furthermore, the control device 75 is connected to a notification unit 59 (notification mechanism), which notifies, for example, vehicle speed, engine speed, and the status of the satellite positioning unit 70's receiving sensitivity. The notification unit 59 can either display alarms and status on a display unit 48, or it can change the configuration of the central marker 14 (see reference 1). Figure 1 (The same applies in the following description) The structure is a flashing LED illumination. Alternatively, the alarm unit 64 can also be configured to display the alarm on the display unit 48 via the notification unit 59. In this case, for example, an alarm for detecting a field ridge is displayed on the display unit 48. Furthermore, the alarm unit 64 can also be configured as part of the notification unit 59. The notification time of the notification unit 59 can also be configured to be arbitrarily adjustable.

[0198] The control device 75 includes a path setting unit 76, a position calculation unit 77, a trajectory acquisition unit 78 (which serves as a trajectory acquisition mechanism), a control unit 79, and a steering control unit 80. The path setting unit 76 sets the trajectory of the driving body C (see reference). Figure 1 (The same applies in the following description) The target movement path LM to be traveled (refer to...) Figure 6 Details of the orientation calculation unit 77 and the trajectory acquisition unit 78 will be described later. The control unit 79 calculates and outputs an operation quantity based on the position information of the vehicle body C measured by the satellite positioning unit 70 and the orientation information of the vehicle body C measured by the inertial measurement unit 74, so that the vehicle body C travels along the target movement path LM. The steering control unit 80 controls the steering motor 58 based on the operation quantity. Specifically, the control device 75 has a microcomputer (not shown, the same below), and uses a control program to construct the trajectory acquisition unit 78, the path setting unit 76, the orientation calculation unit 77, the control unit 79, and the steering control unit 80. The control program is stored in a storage device (not shown, the same below) and executed by the microcomputer. The microcomputer and storage device may be installed in the control device 75, or they may be installed separately from the control device 75.

[0199] Additionally, the control device 75 may, for example, store the positioning data located by the satellite positioning unit 70, the inertial quantity detected by the inertial measurement unit 74, and the vehicle speed detected by the vehicle speed sensor 62 in chronological order in a RAM (Random Access Memory) not shown.

[0200] A setting switch 49 is provided, which is used to set the target movement path LM for automatic steering control via teach processing. The setting switch 49 has a setting start position Ts (see reference). Figure 6 (The starting point setting switch 49A and the setting end point position Tf are the same in the following description.) Figure 6 (The same applies in the following description) End point setting switch 49B. As described above, the start point setting switch 49A is located on the right side of the display unit 48, and the end point setting switch 49B is located on the left side of the display unit 48.

[0201] By teaching the operation of the start-point setting switch 49A and the end-point setting switch 49B, the path setting unit 76 sets a teaching path for the target path that should be automatically turned.

[0202] The orientation calculation unit 77 calculates the detected orientation of the traveling body C, i.e., the vehicle orientation NA, based on the inertial quantity detected by the inertial measurement unit 74 (refer to...). Figure 6 (The same applies in the following description). Furthermore, the orientation calculation unit 77 calculates the target movement path LM (refer to...). Figure 6 The target bearing LA (which is the same in the following description) Figure 6 (Refer to the following description.) The angular deviation between the reference and the machine's orientation NA is called the orientation deviation. Furthermore, when the control device 75 is set to automatic steering mode, the control unit 79 calculates and outputs the operating amount for controlling the steering motor 58 to reduce the angular deviation.

[0203] The trajectory acquisition unit 78 calculates the position of the driving body C, i.e., the machine position NM, based on the positioning data obtained by the satellite positioning unit 70, the machine position NA calculated by the orientation calculation unit 77, and the vehicle speed detected by the vehicle speed sensor 62 (see reference). Figure 7 (The same applies in the following description). The local location NM is stored in RAM (not shown) in chronological order, and the driving trajectory acquisition unit 78 calculates the driving trajectory FP based on the set of local locations NM (see reference). Figure 7 (The same applies in the following description).

[0204] In the automatic steering control of the vehicle body C, the steering control unit 80 performs automatic steering control based on the operating quantity output by the control unit 79. That is, it operates the steering motor 58 to change the vehicle position NM calculated by the driving trajectory acquisition unit 78 to the position on the target movement path LM.

[0205] [Target movement path]

[0206] In paddy fields, rice transplanters alternate between working along straight planting paths with rice transplanting operations and turning along the ridges to move to the next planting path near the ridges. Figure 6 Multiple target movement paths LM are shown parallel to each other along the teaching path. In this embodiment, each target movement path LM(1) to LM(6) is set in the following order by the path setting unit 76.

[0207] First, the driver positions the vehicle C at the starting position Ts on the ridge of the field and operates the starting point setting switch 49A. At this time, the control device 75 is set to manual steering mode. Then, while manually operating the vehicle, the driver moves the vehicle C from the starting position Ts along the straight line of the ridge on the side, and after moving to the ending position Tf near the opposite ridge, operates the ending point setting switch 49B. This performs a teaching process. That is, based on the position coordinates of the positioning data obtained by the satellite positioning unit 70 at the starting position Ts and the position coordinates of the positioning data obtained by the satellite positioning unit 70 at the ending position Tf, a teaching path connecting the starting position Ts and the ending position Tf is set. The direction along this teaching path is set as the target orientation LA as a reference. It should be noted that the position coordinates at the ending position Tf can be calculated not only based on the positioning data of the satellite positioning unit 70, but also based on the teaching driving trajectory calculated by the driving trajectory acquisition unit 78. In addition, the movement of the vehicle body C across the starting position Ts and the ending position Tf can be either operational movement accompanied by rice transplanting or movement in a non-operational state.

[0208] After the teaching path is set, the vehicle moves along the ridge to move to the row planting path adjacent to the teaching path. In this embodiment, the vehicle C moves towards the starting position Ls(1). The driver can manually operate the steering wheel 43 to make the ridge turn, or the driver can make the ridge turn through automatic turning control. At this time, the control unit 79 can determine that the vehicle C has made a turn by reversing the vehicle's orientation NA. The reversal of the vehicle's orientation NA can be detected by the satellite positioning unit 70 and the inertial measurement unit 74.

[0209] Besides determining the turn of the vehicle body C by reversing the orientation NA of the machine, the turn of the vehicle body C can also be determined by the actions of various devices. These actions could include, for example, the rising motion of the seedling planting device W, the grounding rotating unit (not shown), the grounding hull 25, etc.; the disengagement of the side clutch (not shown); or the cutting of the seedling planting device W (see reference). Figure 1 (The same applies in the following description) transmission. In addition, the satellite positioning unit 70 can be used to determine whether the traveling body C has reached the starting position Ls(1).

[0210] After the teaching path is set, the target movement path LM(1) can be set at any time using the path setting unit 76. The target movement path LM(1) can be set when the teaching path is set, during the turning of the vehicle C, or after the turning of the vehicle C. In addition, the target movement path LM(1) can be set by operating the setting switch 49, the automatic steering switch 50, etc., or the target movement path LM(1) can be set automatically.

[0211] After determining that the vehicle body C has completed a turn, the manual steering mode of the control device 75 continues, allowing for straight-line forward movement via manual operation. During this period, the control device 75 checks the orientation deviation of the vehicle's orientation NA calculated by the orientation calculation unit 77, the orientation of the steering wheels 10, the steering angle of the steering wheel 43, and other judgment conditions to determine whether it is in a state where it can switch to automatic steering mode. If it is in a state where it can switch to automatic steering mode, the control device 75 allows the operation of the automatic steering switch 50. At this time, the notification unit 59 notifies the control device 75 whether it is in a state where it can switch to automatic steering mode.

[0212] With the automatic steering switch 50 enabled, when the driver operates the automatic steering switch 50, the target movement path LM(1) is set using the path setting unit 76, and the control device 75 switches from manual steering mode to automatic steering mode. Automatic steering control then begins along the target movement path LM(1). The target movement path LM(1) is set in the direction of the target orientation LA while adjacent to the teaching path, and is the target movement path LM that the vehicle body C first travels on after the teaching process. It should be noted that although the driver can lower the seedling planting device W to perform the transplanting operation by operating the control lever 45 after the vehicle body C turns, the seedling planting device W can also lower to begin the transplanting operation when the control device 75 switches from manual steering mode to automatic steering mode.

[0213] Automatic steering control continues until an obstacle is detected by the obstacle detection unit 63 near the end point Lf(1) on the opposite side of the starting point Ls(1) of the target movement path LM(1). When the obstacle detection unit 63 determines that the distance between the vehicle C and the obstacle is within a preset range, the driver is notified by an alarm from the alarm unit 64. At this time, the alarm from the alarm unit 64 can be a sound such as a buzzer, the lighting or flashing of the LED light installed on the central marker 14, or a display on the display unit 48. Furthermore, if the obstacle detection unit 63 continuously detects an obstacle within a preset time and determines that an obstacle has been detected, the control device 75 is switched to manual steering mode and the automatic steering control is deactivated.

[0214] When the vehicle C reaches the end position Lf(1) of the target movement path LM(1), the driver operates the steering wheel 43 to turn along the ridge towards the unworked area side of the target movement path LM(1), and the vehicle C moves to the starting position Ls(2) of the next work movement. Before the vehicle C turns, the driver can operate the control lever 45 to raise the seedling planting device W, or the driver can operate the steering wheel 43 to cut off the transmission to the seedling planting device W and raise the seedling planting device W. Then, it is determined that the vehicle C has turned.

[0215] After completing the work travel on the target movement path LM(1), the target movement path LM(2) is set at any time using the path setting unit 76. The target movement path LM(2) can be set when the obstacle detection unit 63 detects a field ridge, during the turning of the vehicle body C, or after the turning of the vehicle body C. In addition, the target movement path LM(2) can be set by operating the setting switch 49, the automatic steering switch 50, etc., or the target movement path LM(2) can be set automatically. After the target movement path LM(2) is set adjacent to the unworked area side of the target movement path LM(1), automatic steering control is started along the target movement path LM(2), and the vehicle body C performs the work travel.

[0216] After the traveling vehicle C reaches the end position Lf(2) of the target movement path LM(2), the setting and operation of the target movement path LM after turning on the field ridge are repeated in the order of target movement path LM(3), target movement path LM(4), target movement path LM(5), and target movement path LM(6). That is, each target movement path LM is set one by one.

[0217] [The mechanism for acquiring driving trajectory]

[0218] In the passenger-type rice transplanter of this embodiment, in order to properly maintain the planting interval of the rice seedlings, the machine's position NM requires an accuracy within, for example, ten centimeters. In a structure using RTK-GPS as the satellite positioning unit 70, since the error of RTK-GPS is typically within a few centimeters, a high-precision driving trajectory can be obtained. However, in a structure using DGPS as the satellite positioning unit 70, since the error of DGPS often reaches several meters, a high-precision driving trajectory may not be obtainable. Therefore, in a structure using DGPS as the satellite positioning unit 70, a means of obtaining the driving trajectory using an inertial measurement unit 74 is employed.

[0219] During automatic steering control, such as Figure 7 As shown, the orientation calculation unit 77 measures the relative orientation change angle ΔNA in chronological order based on the inertial quantity detected by the inertial measurement unit 74. The orientation calculation unit 77 calculates the vehicle's orientation NA from the point where automatic steering control begins by integrating the orientation change angle ΔNA. The driving trajectory acquisition unit 78 calculates the vehicle's position NM based on the vehicle speed detected by the vehicle speed sensor 62 and the vehicle's orientation NA. As a result, the driving trajectory FP of the vehicle C is calculated in chronological order by the driving trajectory acquisition unit 78 based on the set of vehicle positions NM.

[0220] The orientation calculation unit 77 calculates the orientation deviation between the machine's orientation NA and the target orientation LA. The control unit 79 outputs an operating amount to ensure the machine's orientation NA matches the target orientation LA, and the steering control unit 80 operates the steering motor 58 based on the operating amount. As a result, the vehicle body C travels with high precision along the target movement path LM. The driver does not operate the steering wheel 43.

[0221] As described above, although the error of DGPS often reaches several meters, the relative error between two points is extremely small when using DGPS to locate them over a short period of time, such as about ten seconds. Utilizing this characteristic, the greater the distance between the two points, the higher the accuracy of the absolute bearing calculated based on the positioning data between them. Therefore, in the structure using DGPS as the satellite positioning unit 70, the bearing calculation unit 77 calculates the absolute bearing based on the positioning data between the two points located by the satellite positioning unit 70, and performs calibration processing on the local bearing NA to ensure that the local bearing NA based on the inertial measurement unit 74 does not produce bearing errors. In other words, even if the inertial measurement unit 74 contains errors in measuring the change in bearing angle ΔNA, the accumulation of errors caused by the integration of ΔNA can be eliminated, making the acquisition of the driving trajectory FP and automatic steering control accurate.

[0222] [Setting the basic target movement path]

[0223] 0119 Figure 8 The target movement path LM2 for the subsequent process is shown in a state adjacent to the completed target movement path LM1. Figure 8 The travel trajectory FP is the trajectory traversed by the traveling machine C in a state that is approximately consistent with the pre-set target travel path LM1. The target travel path LM2 for the subsequent process is set as the target travel path for the traveling machine C to perform its work after completing the target travel path LM1. Therefore, in Figure 8 The completion of the target movement path LM1 is equivalent to Figure 6 In the case of the target movement path LM(1), Figure 8 The subsequent process uses the target movement path LM2, which is equivalent to Figure 6 The target movement path LM(2). Additionally, in Figure 8 The completion of the target movement path LM1 is equivalent to Figure 6 In the case of the target movement path LM(2), Figure 8 The subsequent process uses the target movement path LM2, which is equivalent to Figure 6 The target movement path LM(3). (To be continued) Figures 9 to 13 The target movement path LM1 and the target movement path LM2 used in the subsequent process are the same.

[0224] 0120 should be noted that the target travel path LM1, which is a pre-set travel path, can also be the aforementioned teaching path. In this case, Figure 8 The subsequent process uses the target movement path LM2, which is equivalent to Figure 6 The target movement path LM(1).

[0225] 0121 Basically, based on the positioning data of the satellite positioning unit 70, the target movement path LM2 for the subsequent process is set to a predetermined distance P that separates it from the target movement path LM1 after it has been traveled. Here, the predetermined distance P is a distance equivalent to the working width of the seedling planting device W when it performs the transplanting operation.

[0226] 0122 However, when using DGPS as the satellite positioning unit 70, consider the case where the position coordinates NM3 of the vehicle's position NM, based on the positioning data, are offset relative to the actual completed target movement path LM1 due to the aforementioned DGPS position error. In other words, even if the vehicle C performs automatic steering control with high precision along the completed target movement path LM1, the position coordinates NM3 based on the positioning data from the satellite positioning unit 70 still contain absolute errors. Therefore, as... Figure 8As shown, the position coordinate NM3 may deviate by d1 relative to the completed target movement path LM1. Therefore, if the target movement path LM2 for the subsequent process is actually set based solely on the position coordinate NM3, it is possible to damage the planted seedlings in the already worked area, or to create unworked areas between the driving trajectory before and after turning on the field ridge.

[0227] 0123 In this embodiment, the separation distance of the target movement path LM2 for the subsequent process relative to the completed target movement path LM1 is calculated based on the actual offset of the vehicle body C after performing automatic steering control along the completed target movement path LM1. As mentioned above, when positioning between two points using DGPS for a short period of time, the relative error between the two points is extremely small. Taking advantage of this characteristic, the path setting unit 76 is configured to set the target movement path LM2 for the subsequent process at a position relative to the vehicle's position NM based on the positioning data obtained before the turn on the field ridge. In other words, the target movement path LM2 for the subsequent process is set at a position relative to the separation distance P of the vehicle's position NM calculated based on the positioning data of the satellite positioning unit 70.

[0228] 0124 In the automatic steering control along the completed target movement path LM1, when the traveling vehicle C is moving with a deviation d1 from the completed target movement path LM1 towards the non-operation area, Figure 8 The dashed line shown represents the actual travel trajectory FP of the vehicle body C. It should be noted that the travel trajectory FP is calculated by the travel trajectory acquisition unit 78.

[0229] Before turning over the field ridge, the satellite positioning unit 70 determines the machine's position coordinates NM3 as positioning data. After determining the position coordinates NM3, and before initiating automatic driving control, the turning over the field ridge is performed, and at any given time, the target movement path LM2 for the subsequent process is set. Because a typical turning over the field ridge is completed in about a few seconds, the relative error between the position coordinates determined by the satellite positioning unit 70 immediately after completing the turning over and the position coordinates NM3 before the turning over is small. It should be noted that the position coordinates NM3 can also be obtained by averaging multiple positioning data points determined by the satellite positioning unit 70 near the endpoint position Lf.

[0230] Originally, the target movement path LM2 for the subsequent process should be set at a position relative to the set distance P after the target movement path LM1 has been traveled, i.e. Figure 8The position of the dashed line lm is shown. In this embodiment, corresponding to the deviation d1 of the traveling body C, the target movement path LM2 for the subsequent process is set to move parallel to the deviation d1 from the dashed line lm towards the unworked area side.

[0231] Furthermore, when the actual travel trajectory FP of the traveling machine body C deviates by a deviation d1 from the target travel path LM1 towards the already worked area, the target travel path LM2 for the subsequent process is set to move parallel to the already worked area by a deviation d1 from a set distance P relative to the target travel path LM1.

[0232] Therefore, even if the positioning data obtained by the satellite positioning unit 70 contains errors, it is possible to set a position at a distance P away from the set position coordinates NM3. By using a structure that sets the target movement path LM2 of the subsequent process at a position equal to the working width of the seedling planting device W, it is possible to prevent damage to the planted seedlings in the already worked area, or the creation of unworked areas between the travel trajectory before and after turning on the field ridge.

[0233] [The target movement path of the driving trajectory has been set.]

[0234] The vehicle C may not necessarily travel along the target movement path LM. For example, as... Figure 9 As shown, even when a pre-set straight path LM1 is used to complete the target movement, the vehicle C may still zigzag due to slippage or avoiding obstacles in the field. That is, as... Figure 9 As shown in the serpentine trajectory fp, the actual travel trajectory FP of the traveling machine C deviates to the left or right of completing the target movement path LM1. In this case, if the target movement path LM2 for the subsequent process is set without considering the serpentine trajectory fp, the following undesirable situation will occur. Specifically, if the target movement path LM2 for the subsequent process is set as a straight line directly at the location where the distance P is separated from the end point Lf by the position coordinate NM3 towards the unworked area, the already worked area of ​​the serpentine trajectory fp overlaps with the working width when traveling along the target movement path LM2 for the subsequent process. Furthermore, if the traveling machine C travels along the target movement path LM2 for the subsequent process, it may trample on the planted seedlings in the already worked area. To avoid this undesirable situation, the target movement path LM2 for the subsequent process is constructed from a combination of multiple paths.

[0235] based on Figure 9The structure of the target movement path LM2 for the subsequent process will be explained. The path setting unit 76 determines the offset of the traveling body C relative to the completed target movement path LM1 based on the travel trajectory FP. Specifically, a threshold value of deviation d2 is set on both the left and right sides along the completed target movement path LM1. The first region A1 is a portion of the travel trajectory FP that is closer to the side of the completed target movement path LM1 than the deviation d2. The second region A2 is a portion of the travel trajectory FP that is closer to the side opposite to the side of the completed target movement path LM1 than the deviation d2.

[0236] In this embodiment, the target movement path LM2 for the subsequent process consists of a straight first path lm1 and a straight second path lm2. When automatic steering control is performed without obstruction along the target movement path LM1, the driving trajectory FP converges within the first region A1, and it is determined that the driving trajectory FP is consistent with or approximately consistent with the target movement path LM1. Furthermore, the first path lm1 is set correspondingly to the first region A1. It should be noted that the value of the deviation d2 is, for example, less than ten centimeters.

[0237] The part located in the second region A2 of the driving trajectory FP is Figure 9 The serpentine trajectory fp is represented in the diagram. Therefore, based on the serpentine trajectory fp of the second region A2, a second path lm2 is set corresponding to the second region A2. Figure 9 In the second region A2, the serpentine trajectory fp is in a state of shifting from the target movement path LM1 to the unworked area side. Therefore, the second path lm2 is set to shift from the first path lm1 to the unworked area side.

[0238] In this embodiment, the target movement path LM2 for the subsequent process is set based on the position coordinate NM3, which is a location within the first region A1. Therefore, the offset width Δp1 between the location where the position coordinate NM3 is located and the location with the maximum magnitude of offset in the serpentine trajectory fp is calculated using the trajectory acquisition unit 78. Furthermore, the travel distance R1 offset towards the second region A2 in the travel trajectory FP is also calculated using the trajectory acquisition unit 78. It should be noted that the travel distance R1 is the length along the direction of completing the target movement path LM1, and does not necessarily represent the actual serpentine length of the serpentine trajectory fp.

[0239] The second path lm2 is parallel to the target movement path LM1, and is set to move away from the part of the serpentine trajectory fp that deviates to the unworked area by the maximum magnitude, moving a predetermined distance P away from the unworked area. The path length of the second path lm2 is set to the length corresponding to the travel distance R1 of the serpentine trajectory fp. Alternatively, the path length of the second path lm2 can also be set to be longer than the travel distance R1 in the forward and backward direction.

[0240] The first path lm1 and the second path lm2 are discontinuous paths. In this embodiment, the second path lm2 is parallel to the first path lm1, and the second path lm2 is offset relative to the first path lm1 towards the side separating from the driving trajectory FP by an offset width Δp2. That is, when automatic steering control is performed across the first path lm1 and the second path lm2, the target path is switched from the first path lm1 to the second path lm2. As a result, after the vehicle C has been operating along the first path lm1, the vehicle C offsets in the lateral direction relative to the second path lm2. In this case, the control unit 79 performs the following offset correction process.

[0241] like Figure 10 As shown, firstly, when the target path switches from the first path lm1 to the second path lm2, the satellite positioning unit 70 locates the position coordinates NM4 of the vehicle's position NM at the moment of switching. As described above, when using DGPS to locate two points within a short period of time, such as about ten seconds, the relative error between the two points is extremely small. Utilizing this characteristic of DGPS, control is performed to move the vehicle C as quickly as possible to the location where it has shifted laterally by a width Δp2 from position coordinate NM4, i.e., the location of the second path lm2.

[0242] like Figure 10 As shown, when the vehicle C is traveling laterally from the second path lm2 with an offset width Δp2 at its own position NM, the control unit 79 changes the target orientation LA to an orientation tilted at a set tilt angle α1. In other words, the control unit 79 changes the target orientation LA to an orientation tilted at a set tilt angle α1 toward the side where the second path lm2 is located, and uses this as the target orientation LA for automatic steering control, thereby executing automatic steering control.

[0243] At this point, the farther the machine's position NM is from the point corresponding to the second path lm2, the larger the tilt angle α1 will be set; conversely, the closer the machine's position NM is to the point corresponding to the second path lm2, the more gradual the tilt angle α1 will be. Furthermore, if the vehicle speed is low, the tilt angle α1 will be set to the larger side; the higher the vehicle speed, the more gradual the tilt angle α1 will be set. However, an upper limit is set for the tilt angle α1 so that regardless of the vehicle speed, even with a large deviation, the tilt angle α1 will not exceed the upper limit. This prevents the possibility of the vehicle C becoming unstable due to sharp turns.

[0244] When the vehicle's orientation NA reaches the target orientation LA tilted at a set tilt angle α1, the target orientation LA changes to an orientation tilted at a tilt angle α2 that is gentler than the set tilt angle α1. In this way, the vehicle C travels in the tilting direction with a gradually decreasing orientation deviation relative to the second path lm2, so the vehicle C quickly approaches the second path lm2.

[0245] The portion corresponding to the second path lm2 mentioned above has a region of a specified width on both the left and right sides of the position corresponding to the second path lm2 in the lateral direction. That is, a control insensitivity zone for position deviation is set. When the position deviation enters the control insensitivity zone, the target orientation LA is not tilted and is set to follow the original direction of the second path lm2.

[0246] The aforementioned structure guides the vehicle C toward the second path lm2. Furthermore, when the target path switches from the second path lm2 to the first path lm1, the aforementioned offset correction process is also performed. As a result, the vehicle travels along the target path LM2 to bypass the already-worked area of ​​the serpentine trajectory fp, thus avoiding the possibility of damaging the planted seedlings in that already-worked area.

[0247] If the structure sets the first path lm1 and the second path lm2 by separating them from the travel trajectory FP by a set distance P, the interval between the planted seedlings in the work area generated by the travel trajectory FP and the planted seedlings planted along the target movement path LM2 of the subsequent process is likely to be equal. However, when working along the first path lm1 and the second path lm2 set by separating them by a set distance P, the travel trajectory based on this work also snakes. In addition, if the degree of snakening is greater than that of the travel trajectory FP, the travel trajectory of the subsequent process based on the target movement path LM2 of the subsequent process may also snake significantly, which is undesirable for automatic steering control. To avoid this undesirable situation, the target movement path LM2 of the subsequent process set based on the snaked travel trajectory FP is set to return to a straight path.

[0248] When all driving trajectories FP converge within the first region A1, the first path lm1 is set at a position separated from the machine position NM by a set distance P from the position coordinate NM3. However, as Figure 9 As shown, when the serpentine trajectory fp, which is further from the unworked area than the completed target movement path LM1, is included in the travel trajectory FP, the first path lm1 is set at a position further separated by a correction interval p relative to the position separated from the position coordinate NM3 by a set distance P. In other words, the offset width Δp2 between the first path lm1 and the second path lm2 is smaller than the offset width Δp1 between the location where the position coordinate NM3 is located and the location with the largest offset in the serpentine trajectory fp than the correction interval p. The correction interval p is set to an appropriate interval that does not cause the gap between the working width of the seedling planting device W on the travel trajectory FP and the working width of the seedling planting device W when working along the first path lm1 to be too large.

[0249] In other words, corresponding to the shift of the serpentine trajectory fp towards the unworked area after completing the target movement path LM1, the first path lm1 is set to further separate towards the side away from the already worked area. Therefore, when performing work travel across the first path lm1 and the second path lm2, the trajectory of this work travel becomes closer to a straight line than the original trajectory FP.

[0250] like Figure 11 As shown, when the serpentine trajectory fp serpentines towards the already-worked area after completing the target movement path LM1, a concave blank area A3 with no planted seedlings is generated in the already-worked area based on the movement trajectory FP. In this case, even if the traveling machine C travels along the first path lm1 of the target movement path LM2 for the subsequent process, it is impossible to damage the planted seedlings on the movement trajectory FP. Therefore, the first path lm1 is set at a position separated from the position coordinate NM3 by a set distance P. The second path lm2, corresponding to the serpentine trajectory fp, is set to be offset from the first path lm1 towards the already-worked area. That is, the second path lm2 is set in a way that fills the blank area A3 between the movement trajectory FP and the target movement path LM2 for the subsequent process.

[0251] exist Figure 11In the serpentine trajectory fp, the separation distance between the part that deviates to the maximum extent towards the already worked area and the second path lm2 is set as the distance obtained by adding the set distance P and the correction interval p. In other words, the offset width Δp2 between the first path lm1 and the second path lm2 is smaller than the offset width Δp1 between the part where the position coordinate NM3 is located and the part that deviates to the maximum extent in the serpentine trajectory fp than the correction interval p. Therefore, when working across the first path lm1 and the second path lm2, the blank area A3 is filled by planting seedlings, and the working trajectory is closer to a straight line than the working trajectory FP.

[0252] like Figure 12 As shown, when the driving trajectory FP has multiple serpentine trajectories fp(1) to fp(3), the target movement path LM2 of the subsequent process has multiple second paths lm2. Figure 12 In the above, the second paths lm2(1) and lm2(3) are closer to the unworked area side than the completed target movement path LM1, and the second path lm2(2) is closer to the completed work area side than the completed target movement path LM1. Among the multiple serpentine paths fp(1) to fp(3), the serpentine path fp(1) deviates to the unworked area side by the maximum magnitude. Therefore, the second path lm2(1) is set at the location where the serpentine path fp(1) deviates to the unworked area side by the maximum magnitude and is separated from the unworked area side by a set distance P. In addition, the first path lm1 is set at the location where the correction interval pa is further separated from the location separated from the position coordinate NM3 by the set distance P. The offset width Δp1 is the offset width between the location where the position coordinate NM3 is located and the location where the serpentine path fp(1) deviates to the maximum magnitude. Alternatively, the offset width Δp1 can also be the offset width between the location where the serpentine path fp(1) deviates to the maximum magnitude and the completed target movement path LM1. In other words, the offset width Δp2 between the first path lm1(1) and the second path lm2 is smaller than the offset width Δp1 between the part where the position coordinate NM3 is located and the part where the offset is the largest in the serpentine trajectory fp(1) by the correction interval pa.

[0253] Moreover, in Figure 12In the serpentine trajectory fp(2), the separation distance between the part that deviates to the working area with the maximum magnitude and the second path lm2(2) is set to the distance obtained by adding the set distance P and the correction interval pb. The offset width Δp3 is the offset width between the part where the position coordinate NM3 is located and the part where the maximum magnitude deviates in the serpentine trajectory fp(2). Alternatively, the offset width Δp3 can also be the offset width between the part where the maximum magnitude deviates in the serpentine trajectory fp(2) and the completed target movement path LM1. In other words, the offset width Δp4 between the first path lm1 and the second path lm2(2) is smaller than the correction interval pb than the offset width Δp3 between the part where the position coordinate NM3 is located and the part where the maximum magnitude deviates in the serpentine trajectory fp(2).

[0254] In addition, Figure 12 In the snake trajectory fp(3), the separation distance between the part that shifts to the non-operation area with the maximum magnitude and the second path lm2(3) can be either a set distance P or a distance obtained by adding the set distance P to any correction interval. The offset width Δp5 is the offset width between the part where the position coordinate NM3 is located and the part where the maximum magnitude shift is in the snake trajectory fp(3). Alternatively, the offset width Δp5 can also be the offset width between the part where the maximum magnitude shift is in the snake trajectory fp(3) and the completed target movement path LM1. That is, the offset width Δp6 between the first path lm1 and the second path lm2(3) should be smaller than the offset width Δp5 between the part where the position coordinate NM3 is located and the part where the maximum magnitude shift is in the snake trajectory fp(3). Therefore, when performing operations across the first path lm1 and the second path lm2, the operating trajectory is closer to a straight line than the operating trajectory FP. It should be noted that the correction interval pa and the correction interval pb can be the same value or different values.

[0255] With the above structure, the serpentine nature of the driving trajectory after automatic steering control along the target movement path LM2 in the subsequent process is less than the serpentine nature of the driving trajectory FP after automatic steering control along the completed target movement path LM1. In other words, the driving trajectory after automatic steering control along the target movement path LM2 in the subsequent process is a more linear driving trajectory than the driving trajectory FP after automatic steering control along the completed target movement path LM1. Therefore, as... Figure 13As shown, the target movement paths LM2(1) to LM2(5) for subsequent processes will form a path that approaches a straight line with each repetition of the operation. That is, while repeating the operation and turning on the field ridges, multiple target movement paths LM2(1) to LM2(5) for subsequent processes are set. The later the target movement path LM2 for subsequent processes, the smaller the offset width Δp2 between the first path lm1 and the second path lm2. Therefore, even if the driving trajectory FP slants due to the driving body C slipping or avoiding obstacles in the field, the subsequent target movement path LM2 will be gradually corrected into a straight line, eventually converging into a straight line.

[0256] [Display Department]

[0257] like Figure 14 As shown, the status of the machine is communicated via notification unit 59 (see reference). Figure 5 (The same applies in the following description) Displayed on display unit 48 (see reference) Figure 5 (The same applies in the following description) In the screen, the display unit 48 is divided into multiple display areas, such as the work information area 100, the offset information area 101, and the vehicle speed information area 102. The work information area 100 displays the work date, time, and actual work results on the upper left side of the display unit 48. The offset information area 101 displays the offset of the traveling vehicle C (machine position NM) relative to the target movement path LM in the center of the upper side of the display unit 48. The vehicle speed information area 102 displays the vehicle speed on the upper right side of the display unit 48. The larger area of ​​the display unit 48 other than the upper side is the position information area 104, which displays the position of the traveling vehicle C in the field. The smaller area on the left side of the position information area 104 is the steering status information area 103, which displays the status of the control device 75 in automatic or manual steering mode. A touch panel-operated software button group 120 is arranged on the right side of the position information area 104. A physical button group 121 is arranged on the right side of the display unit 48.

[0258] The location information area 104 displays the working status of the field surrounding the traveling machine C, the target movement path LM, and the machine symbol SY indicating the machine's position NM. It should be noted that, for ease of understanding, the target movement path LM during operation is drawn with a thick solid line. Furthermore, when the target movement path LM consists of a first path lm1 and a second path lm2, both the first path lm1 and the second path lm2 are displayed. Moreover, areas where seedlings have been planted are displayed by drawing dots representing each planted seedling. This visually distinguishes between worked and unworked areas. When the traveling machine C moves in a serpentine manner, the degree of serpentine movement is visualized by drawing dots representing the planted seedlings. It should be noted that, in addition to drawing dots, the trajectory of the planted seedlings can also be displayed as lines representing linear planting rows.

[0259] It can also display the driving trajectory FP of the driving body C on the display unit 48, but this is not possible. Figure 14 The text does not explicitly state this. By comparing the driving trajectory FP with the target movement path LM, the accuracy of the automatic steering control can be checked. Based on the positioning data from the satellite positioning unit 70, the driving trajectory FP is displayed on the display unit 48. Furthermore, the vehicle symbol SY is represented as an arrow, with the sharp point indicating the direction of travel, i.e., the vehicle's bearing NA. To make the bearing deviation between the vehicle's bearing NA and the target bearing LA more visually apparent, a pointer 110 extending from the center of the vehicle symbol SY towards the direction of travel and a direction scale 111 indicating the angular range of that direction are displayed. A numerical value of the bearing deviation can also be displayed. The driver can visually confirm the offset and bearing deviation of the vehicle C relative to the target movement path LM through the display unit 48.

[0260] When a target movement path LM2 for the subsequent process is set based on the work completed on the target movement path LM1, such as Figure 14 As shown, the offset information area 101 displays the offset of the traveling vehicle C relative to the target movement path LM2 for the subsequent process. The offset is displayed either during the process of turning from the target movement path LM1 to the target movement path LM2 for the subsequent process, or after completing the turn. Furthermore, when the target path changes from the first path lm1 to the second path lm2, the offset displayed in the offset information area 101 changes from the offset relative to the first path lm1 to the offset relative to the second path lm2.

[0261] [Other embodiments of Implementation 1]

[0262] The present invention is not limited to the structures illustrated in the above embodiments. Other representative embodiments of the present invention will be illustrated below.

[0263] [1] In the above embodiment, each target movement path LM is set one by one, but it is not limited to the above embodiment. For example, multiple paths can be set simultaneously. Figure 13 The target movement path LM2 is shown for each subsequent process. Figure 13 In the unworked area after the target movement path LM1 has been traveled, several target movement paths LM2(1) to LM2(5) for subsequent processes are set at pre-set equal intervals based on the travel trajectory FP. The target movement paths LM2 for subsequent processes can also be set to, for example, two or three pre-set quantities, or the target movement paths LM2 for subsequent processes can be set all at once until they become a straight path.

[0264] [2] Not limited to the above-described embodiments, for example, it may also be as follows: Figure 15 As shown, there are multiple [paths] with narrow offset intervals of lm2 for each second path. Figure 12 The second path lm2 is shown. Figure 15 In this configuration, multiple second paths lm2 are provided in a stepped manner between the first path lm1 and the second path lm2 (1), and the first path lm1 and the second path lm2 (1) are set in a stepped manner. Additionally, multiple second paths lm2 are also provided in a stepped manner between the second path lm2 (1) and the second path lm2 (2), and multiple second paths lm2 are also provided in a stepped manner between the second path lm2 (2) and the second path lm2 (3). According to this structure, when performing automatic steering control across the first path lm1 and the second path lm2 (1), operation can be performed more closely along the serpentine trajectory FP. Furthermore, as exemplified by the second path lm2 between the first path lm1 and the second path lm2 (3), the number of second paths lm2 provided in a stepped manner can be increased or decreased according to the degree of deviation of the driving trajectory FP. Furthermore, each second path lm2 does not necessarily have to be a straight line; for example, each second path lm2 can be an approximate curve.

[0265] [3] The target movement path LM2 for the subsequent process illustrated in the above embodiment is composed of a first path lm1 and a second path lm2 formed as straight lines, but it is not limited to the above embodiment. For example, the target movement path LM2 for the subsequent process may also be a path based on an approximate curve of the travel trajectory FP. Figure 16As shown, the target movement path LM2 for the subsequent process is formed as a curve, and the target movement path LM2 for the subsequent process can also be made into a path closer to a straight line than the travel trajectory FP through known waveform filtering and other methods. The serpentine trajectory fp(1) in the serpentine trajectory fp deviates to the non-working area side by the maximum magnitude. Therefore, the target movement path LM2 for the subsequent process is separated from the travel trajectory FP to the non-working area side by a set distance P, so that any part of the target movement path LM2 for the subsequent process is separated from the travel trajectory FP to the non-working area side by a set distance P or more, and the working area of ​​the travel trajectory FP and the working width when working along the target movement path LM2 for the subsequent process do not overlap. As a result, rice planting can be carried out without gaps between the working area of ​​the travel trajectory FP and the working area of ​​the target movement path LM2 for the subsequent process. This structure is particularly useful when using RTK-GPS as the satellite positioning unit 70.

[0266] [4] In the above embodiment, the case where the driving trajectory FP does not deviate from the end position Lf of the target movement path LM1 is illustrated, but it is not limited to the above embodiment. For example, such as Figure 17 As shown, we also consider the case where the travel trajectory FP does not converge to the first region A1 at the end position Lf of the target movement path LM1, but instead deviates towards the second region A2 on the unworked area side. In this case, the travel trajectory acquisition unit 78 calculates the offset width Δp1a between the location where the position coordinate NM3 is located and the location with the largest offset in the serpentine trajectory fp. Furthermore, the travel trajectory acquisition unit 78 calculates the offset width Δp1b between the location where the position coordinate NM3 is located and the completed target movement path LM1. In other words, the sum of the offset widths Δp1a and Δp1b is the offset width Δp1 between the location with the largest offset in the serpentine trajectory fp and the completed target movement path LM1.

[0267] The second path lm2 is set at a position further separated by an offset width Δp1a from the position separated by a predetermined distance P from the position coordinate NM3. In other words, the second path lm2 is set to be separated by a predetermined distance P from the part of the serpentine trajectory fp that has the maximum offset towards the unworked area. Furthermore, corresponding to the path in the travel trajectory FP that converges to the first region A1, the first path lm1 is set to be closer to the work-already area than the second path lm2, and the offset width Δp2 between the first path lm1 and the second path lm2 is set to be smaller than the offset width Δp1 by a correction interval p.

[0268] like Figure 18 As shown, it also considers the case where the travel trajectory FP does not converge to the first region A1 at the end position Lf of the target movement path LM1, but instead deviates towards the second region A2 on the side of the already worked area. In this case, the travel trajectory acquisition unit 78 calculates the offset width Δp1a between the location where the position coordinate NM3 is located and the location with the largest deviation in the serpentine trajectory fp. Furthermore, the travel trajectory acquisition unit 78 calculates the offset width Δp1b between the location where the position coordinate NM3 is located and the completed target movement path LM1. It should be noted that in Figure 18 In the snake trajectory fp, because the location of position coordinate NM3 overlaps with the location of the largest offset in the snake trajectory fp, the offset width Δp1a is approximately zero. That is, the sum of offset widths Δp1a and Δp1b is the offset width Δp1 between the location of the largest offset in the snake trajectory fp and the completed target movement path LM1. Corresponding to the path converging to the first region A1 in the movement trajectory FP, the first path lm1 is set at a position separated from the completed target movement path LM1 by a set distance P. In other words, the first path lm1 is set at a position further separated by an offset width Δp1b from the position separated from position coordinate NM3 by the set distance P. Corresponding to the snake trajectory fp, the second path lm2 is set to offset further towards the already-operated area than the first path lm1. The separation distance between the location of the largest offset towards the already-operated area in the snake trajectory fp and the second path lm2 is set as the distance obtained by adding the set distance P and the correction interval p.

[0269] [5] In the above embodiments, the target movement path LM is a structure set within an independent field, but it is not limited to the above embodiments. For example, the target movement path LM may also be a structure set across multiple fields. In this case, it may be a structure that stores the teaching path and the actual driving trajectory FP relative to the target movement path LM as a reference path and uses it to set the target movement path LM in other fields. The reference path may be a structure stored in the storage unit of the microcomputer installed in the driving body C, or it may be a structure stored in the storage unit of an external terminal. In the case where the reference path is stored in the storage unit of the external terminal, a communication device that can communicate with the external terminal via a WAN (Wide Area Network) or the like can be installed in the driving body C to read the reference path from the storage unit of the external terminal to the microcomputer of the driving body C. It may also be a structure that stores multiple reference paths in the storage units of the external terminal and the microcomputer of the driving body C. With this structure, even without teaching driving, the target movement path LM can be set simply by reading the reference path corresponding to each field.

[0270] [6] This invention is not limited to the rice transplanter described above; it can be applied to other direct-seeding machines, including direct-seeding machines. Furthermore, in addition to direct-seeding machines, this invention can also be applied to agricultural machines such as tractors and combine harvesters.

[0271] [Implementation Method 2]

[0272] Hereinafter, the setting of the target movement path in Embodiment 2 will be described with reference to the accompanying drawings.

[0273] like Figure 19 As shown, a control device 75 is provided on the driving body C. The control device 75 can switch between an automatic steering mode that performs automatic steering control and a manual steering mode that does not perform automatic steering control.

[0274] The control device 75 includes a path setting unit 76 (path setting mechanism), an orientation deviation calculation unit 81, a control unit 82 (control mechanism), and a steering control unit 83 (control mechanism). The path setting unit 76 sets the target movement path LM (refer to) that the traveling vehicle C should travel. Figure 20 Details of the orientation deviation calculation unit 81 will be described later. The control unit 82 calculates and outputs an operation quantity based on the position information of the vehicle body C measured by the satellite positioning unit 70 and the orientation information of the vehicle body C measured by the inertial measurement unit 74, so that the vehicle body C travels along the target movement path LM. The steering control unit 83 controls the steering motor 58 based on the operation quantity. Specifically, the control device 75 has a microcomputer (not shown, the same below), and the path setting unit 76, orientation deviation calculation unit 81, control unit 82, and steering control unit 83 are composed of a control program. The control program is stored in a storage device (not shown, the same below) and executed by the microcomputer. The microcomputer and storage device may be installed in the control device 75, or they may be installed separately from the control device 75.

[0275] The system includes a start / endpoint setting switch 49C, which is used to set a target movement path LM for automatic steering control via teach-in processing. The start position Ts (referencing) is determined by operating the start / endpoint setting switch 49C. Figure 20 (The settings and endpoint position Tf are the same in the following descriptions.) Figure 20 (The same applies in the following description). It should be noted that the start-end point setting switch 49C may not consist of a single switch, but may be configured with a switch for setting the start position Ts and a switch for setting the end position Tf arranged side by side. As described above, the start-end point setting switch 49C is located on the right side of the display unit 48, but it is not limited to this; the start-end point setting switch 49C may also be located on the left side of the display unit 48.

[0276] The control device 75 receives information from the satellite positioning unit 70, inertial measurement unit 74, automatic steering switch 50, start / end point setting switch 49C, target setting switch 49D, steering angle sensor 60, torque sensor 61, vehicle speed sensor 62, and obstacle detection unit 63 (field ridge detection unit). The vehicle speed sensor 62 detects the vehicle speed, for example, by utilizing the rotational speed of the drive shaft in the transmission mechanism for the rear wheels 11. It should be noted that the vehicle speed can be determined not only by the vehicle speed sensor 62 but also by the positioning data from the satellite positioning unit 70. The obstacle detection unit 63 is located at the front and left / right sides of the vehicle body C. It is, for example, a distance sensor of optical ranging type or an image sensor, enabling it to detect field ridges, iron towers within the field, etc. When an obstacle is detected by the obstacle detection unit 63, an alarm is issued to the driver using an alarm unit 64, which may be, for example, a buzzer or voice navigation. Additionally, the control device 75 is connected to the notification unit 59 (notification mechanism), which notifies, for example, the vehicle speed, engine speed, and other statuses. Alarms and status notifications can be displayed on the display unit 48 or by changing the configuration of the central marker 14 (see reference). Figure 1 (The same applies in the following description) The structure is a flashing LED illumination. Alternatively, the alarm unit 64 may also be configured to display the alarm on the display unit 48 via the notification unit 59. In this case, for example, an alarm for detecting a field ridge may be displayed on the display unit 48. Alternatively, the alarm unit 64 may also be configured as part of the notification unit 59.

[0277] By performing a teaching process based on the operation of the start-end point setting switch 49C, the path setting unit 76 sets a teaching path corresponding to the target path that should be automatically turned.

[0278] The orientation deviation calculation unit 81 calculates the angular deviation, i.e., the orientation deviation, between the detection orientation (local orientation NA) of the traveling body C detected by the inertial measurement unit 74 and the target orientation LA in the target movement path LM. Furthermore, when the control device 75 is set to automatic steering mode, the control unit 82 calculates and outputs the operating amount for controlling the steering motor 58 in a manner that minimizes the angular deviation.

[0279] In the automatic steering control of the vehicle body C, the steering control unit 83 performs automatic steering control based on the operation quantity output by the control unit 82. That is, it operates the steering motor 58 to change the detected position (local position NM) of the vehicle body C detected by the satellite positioning unit 70 and the inertial measurement unit 74 to the position on the target movement path LM.

[0280] It should be noted that the control signal in this embodiment can be either the operating quantity output by the control unit 82 or the voltage or current value used by the steering control unit 83 to operate the steering motor 58.

[0281] [Target movement path]

[0282] In paddy fields, rice transplanters alternate between working along straight planting paths with rice transplanting operations and turning along the ridges to move to the next planting path near the ridges. Figure 20 Multiple target movement paths LM are shown parallel to each other along the teaching path. In this embodiment, each target movement path LM(1) to LM(6) is set in the following order by the path setting unit 76.

[0283] First, the driver positions the vehicle C at the starting position Ts on the ridge within the field and operates the start / end point setting switch 49C. At this time, the control device 75 is set to manual steering mode. Then, while manually maneuvering, the driver guides the vehicle C from the starting position Ts along the straight line of the ridge on the side. After moving to the end point Tf near the opposite ridge, the driver operates the start / end point setting switch 49C again. This performs a teaching process. That is, based on the position coordinates obtained by the satellite positioning unit 70 at the starting position Ts and the position coordinates obtained by the satellite positioning unit 70 at the end point Tf, a teaching path connecting the starting position Ts and the end point Tf is set. The direction along this teaching path is set as the target orientation LA as a reference. It should be noted that the position coordinates at the endpoint Tf can be calculated not only from the positioning data of the satellite positioning unit 70, but also from the distance from the starting point Ts based on the vehicle speed sensor 62 and the orientation information of the driving vehicle C based on the inertial measurement unit 74. Furthermore, the movement of the driving vehicle C across the starting point Ts and the endpoint Tf can be either operational movement accompanied by rice planting or movement in a non-operational state.

[0284] After the teaching path is set, the vehicle moves along the ridge to move to the row planting path adjacent to the teaching path. In this embodiment, the vehicle C moves towards the starting position Ls(1). The driver can manually operate the steering wheel 43 to make the ridge turn, or can make the ridge turn using the automatic turning control described later. At this time, the control unit 82 can determine that the vehicle C has made a turn by reversing the local orientation NA. The reversal of the local orientation NA can be detected by the satellite positioning unit 70 and the inertial measurement unit 74.

[0285] In addition to determining whether the vehicle body C is turning by reversing the orientation NA, the turning of the vehicle body C can also be determined by the actions of various devices. These actions could include, for example, the rising motion of the seedling planting device W, the land leveling rotating unit (not shown), the land leveling hull 25, etc.; disengaging the side clutch (not shown); or cutting off the transmission to the seedling planting device W. Furthermore, the satellite positioning unit 70 can be used to determine whether the vehicle body C has reached the starting position Ls (1).

[0286] After the teaching path is set, the target movement path LM(1) is set at any time using the path setting unit 76. The target movement path LM(1) can be set when the teaching path is set, during a turn of the vehicle C, or after the vehicle C has turned. At the above times, the driver sets the target movement path LM(1) by operating the target setting switch 49D. It should be noted that the driver is not limited to setting the target movement path LM(1) by operating the target setting switch 49D; for example, the driver can also set the target movement path LM(1) by operating the automatic steering switch 50, etc. Moreover, the structure can be such that the target movement path LM(1) is set automatically without driver operation.

[0287] After determining that the vehicle body C has completed a turn, the manual steering mode of the control device 75 continues, allowing for straight-line forward movement via manual operation. During this period, the control device 75 checks the orientation deviation of the vehicle's orientation NA calculated by the orientation deviation calculation unit 81, the orientation of the steering wheels 10, the steering angle of the steering wheel 43, and other judgment conditions to determine whether it is in a state where it can switch to automatic steering mode. If it is in a state where it can switch to automatic steering mode, the control device 75 allows the operation of the automatic steering switch 50. At this time, the notification unit 59 notifies the control device 75 whether it is in a state where it can switch to automatic steering mode.

[0288] If the control device 75 is in a state where it cannot switch to automatic steering mode, the notification unit 59 also notifies the reason. Therefore, it is possible to notify the driver of unfavorable conditions for automatic steering control, making it easier for the driver to adjust the conditions for initiating automatic steering control. The notification issued by the notification unit 59 can be an audible sound such as a buzzer, the illumination or flashing of LED lighting on the central marker 14, or a display on the display unit 48. Furthermore, the alarm issued by the notification unit 59 can be configured as a temporary notification or a permanent notification.

[0289] Examples of unfavorable conditions for automatic steering control include situations where the azimuth deviation between the vehicle's orientation NA and the target orientation LA is particularly large, situations where the orientation of the steering wheels 10 changes significantly to the left or right, and situations where the vehicle speed of the vehicle body C is too fast or too slow. Additionally, examples of unfavorable conditions for automatic steering control include situations where the number of navigation satellites available to supplement the satellite positioning unit 70 is less than the preset number.

[0290] With the automatic steering switch 50 enabled, when the driver operates the automatic steering switch 50, the target movement path LM(1) is set using the path setting unit 76, and the control device 75 switches from manual steering mode to automatic steering mode. Automatic steering control then begins along the target movement path LM(1). The target movement path LM(1) is set along the target orientation LA while adjacent to the teaching path, and is the target movement path LM that the vehicle body C first operates on after the teaching process. It should be noted that although the driver operates the control lever 45 after the vehicle body C turns (see reference...),... Figure 1 (The same applies in the following description) The seedling planting device W is lowered to perform the transplanting operation, but it can also be that the seedling planting device W is lowered to start the transplanting operation when the control device 75 switches from manual steering mode to automatic steering mode.

[0291] Automatic steering control continues until an obstacle detection unit 63 detects a ridge near the end point Lf(1) on the opposite side from the starting point Ls(1) of the target movement path LM(1). During this period, for example, during automatic steering control, the swashplate of the HST is operated using an electric motor, even if the driver operates the main gear lever 44 (see reference). Figure 1 (The same applies in the following description), the operation of the main shift lever 44 will not be transmitted to the HST (not shown). Alternatively, it can be a structure in which the main shift lever 44 is restricted to a predetermined position during automatic steering control. This structure is particularly useful in structures where the main shift lever 44 is mechanically connected to the HST. It should be noted that, even when the main shift lever 44 cannot operate the HST during automatic steering control, the engine 13 (not shown) can be operated by a dedicated operating element or brake. Figure 1 (Refer to the following description.) The structure that stops or brings the driving body C to a stop, thereby enabling the main gear lever 44 to operate the HST.

[0292] When the obstacle detection unit 63 determines that the distance between the vehicle C and the paddy field ridge is within a preset range, the alarm unit 64 notifies the driver. The alarm generated by the alarm unit 64 can be a buzzer or similar sound, the illumination or flashing of the LED lighting on the central marker 14, or a display on the display unit 48. Furthermore, if the obstacle detection unit 63 continuously detects the paddy field ridge for a preset time and determines that a paddy field ridge has been detected, the engine 13 stops, and the control device 75 switches to manual steering mode to deactivate automatic steering control. Alternatively, when a paddy field ridge is detected, the vehicle C may decelerate or stop without stopping the engine 13. In other words, automatic steering control is deactivated whenever the distance between the vehicle C and the paddy field ridge is determined to be within a preset range.

[0293] Thus, although the automatic steering control is deactivated near a field ridge upon detecting it, it can also be configured to continue automatic steering control even near a field ridge, provided predetermined conditions are met. For example, even if an obstacle is detected by the obstacle detection unit 63 and an alarm is issued to the driver, automatic steering control can continue by the driver continuously operating the automatic steering switch 50 without detecting a field ridge. In this case, automatic steering control can also be deactivated by the driver stopping operation of the automatic steering switch 50. Therefore, automatic steering control can continue regardless of whether a field ridge is detected, until the vehicle C reaches the destination position Lf (1). Furthermore, the continuation of the above-mentioned automatic steering control is not limited to operating the automatic steering switch 50; for example, it can also be achieved by operating the start / end point setting switch 49C or the target setting switch 49D.

[0294] When the vehicle C reaches the end position Lf(1) of the target movement path LM(1), the driver operates the steering wheel 43 to turn the vehicle along the ridge towards the unworked area side of the target movement path LM(1), and the vehicle C moves to the starting position Ls(2) of the next work movement. It should be noted that this ridge turning can also be performed by the automatic turning control described later. Before the vehicle C turns, the driver can operate the control lever 45 to raise the seedling planting device W, or the driver can operate the steering wheel 43 to cut off the transmission to the seedling planting device W and raise the seedling planting device W. Then, it is determined that the vehicle C has turned.

[0295] After completing the work on the target movement path LM(1), the target movement path LM(2) is set at any time using the path setting unit 76. The target movement path LM(2) can be set when the obstacle detection unit 63 detects a field ridge, during the turning of the vehicle body C, or after the turning of the vehicle body C. At the above times, the driver sets the target movement path LM(2) by operating the target setting switch 49D. It should be noted that the driver is not limited to setting the target movement path LM(2) by operating the target setting switch 49D; for example, the driver can also set the target movement path LM(2) by operating the automatic steering switch 50, etc. Moreover, the target movement path LM(2) can be set automatically without driver operation. After the target movement path LM(2) is set adjacent to the unworked area side of the target movement path LM(1), automatic steering control is started along the target movement path LM(2), and the vehicle body C performs work.

[0296] After the traveling vehicle C reaches the end position Lf(2) of the target movement path LM(2), the setting and operation of the target movement path LM after turning on the field ridge are repeated in the order of target movement path LM(3), target movement path LM(4), target movement path LM(5), and target movement path LM(6). That is, each target movement path LM is set one by one.

[0297] During automatic steering control, the machine's position NM is acquired sequentially over time using satellite positioning unit 70 (refer to...). Figure 22 The information (such as NM3, etc. The same applies in the following description). Additionally, the vehicle speed is calculated using the vehicle speed sensor 62, and as... Figure 21 As shown, the inertial measurement unit 74 measures the relative azimuth change angle ΔNA in chronological order. The azimuth deviation calculation unit 81 calculates the vehicle's azimuth NA from the point where automatic steering control begins by integrating the azimuth change angle ΔNA. Furthermore, the azimuth deviation calculation unit 81 calculates the azimuth deviation between the vehicle's azimuth NA and the target azimuth LA. The control unit 82 outputs an operation amount to make the vehicle's azimuth NA match the target azimuth LA, and the steering control unit 83 operates the steering motor 58 based on the operation amount. Thus, the vehicle C travels along the target movement path LM with high precision. The driver does not operate the steering wheel 43.

[0298] [Setting the target movement path]

[0299] Figure 22The target movement path LM2 for the subsequent process is shown as an adjoining path to the target movement path LM. The target movement path LM2 is set as the target movement path for the traveling machine C to perform operations after the target movement path LM. Therefore, in Figure 22 The target movement path LM is equivalent to Figure 20 In the case of the target movement path LM(1), Figure 22 The subsequent process uses the target movement path LM2, which is equivalent to Figure 20 The target movement path LM(2). Additionally, in Figure 22 The target movement path LM is equivalent to Figure 20 In the case of the target movement path LM(2), Figure 22 The subsequent process uses the target movement path LM2, which is equivalent to Figure 20 The target movement path LM(3). (To be continued) Figures 23 to 25 The target movement path LM in the middle and the target movement path LM2 used in the subsequent process are the same.

[0300] It should be explained that Figure 22 The target movement path LM can also be the teaching path described above. In this case, Figure 22 The subsequent process uses the target movement path LM2, which is equivalent to Figure 20 The target movement path LM(1).

[0301] Basically, based on satellite positioning unit 70 (reference) Figure 1 (The same applies in the following description) The positioning data sets the target movement path LM2 of the subsequent process to be separated from the target movement path LM by a pre-set distance P. Here, the set distance P is a distance equivalent to the working width of the seedling planting device W for transplanting rice seedlings.

[0302] However, DGPS errors typically range from several meters. Therefore, when using DGPS as the satellite positioning unit 70, consider the following scenario: the coordinates of the local location NM, based on the positioning data actually acquired using the satellite positioning unit 70, are offset relative to the actual target movement path LM. Consequently, if the structure of the target movement path LM2 for subsequent processes is set solely based on the coordinates of the local location NM acquired using the satellite positioning unit 70, it is possible to damage planted seedlings in already worked areas, or create unworked areas between the work trajectory before and after turning on the field ridge.

[0303] In this embodiment, the separation distance of the target movement path LM2 for the subsequent process relative to the target movement path LM is calculated based on the actual offset of the vehicle body C, which has undergone automatic steering control along the target movement path LM. Although the error of DGPS often reaches several meters as described above, the relative position error between two points is extremely small when using DGPS to locate between two points in a short period of time, such as about ten seconds. Taking advantage of this characteristic, when setting the target movement path LM2 for the subsequent process, the path setting unit 76 sets the target movement path LM2 for the subsequent process at a position relative to the vehicle's position NM based on the positioning data located before the turn on the ridge. In other words, the target movement path LM2 for the subsequent process is set at a separation setting distance P from the vehicle's position NM calculated based on the positioning data of the satellite positioning unit 70.

[0304] In automatic steering control along the target movement path LM, when the traveling vehicle C is operating with a deviation deviation d relative to the target movement path LM towards the non-operational area, the actual operating trajectory of the traveling vehicle C is: Figure 22 The driving trajectory of the dashed line La is shown. It should be noted that the driving trajectory of the dashed line La is calculated based on the positioning data from the satellite positioning unit 70. Furthermore, the absolute error of the positioning data obtained by the satellite positioning unit 70 is also included in the offset deviation d.

[0305] Before turning over the field ridge, the satellite positioning unit 70 determines the machine's position coordinates NM3 as positioning data. After determining the position coordinates NM3, and before initiating automatic driving control, the turning over the field ridge is performed, and at any given time, the target movement path LM2 for the subsequent process is set. Because a typical turning over the field ridge is completed in about a few seconds, the relative error between the position coordinates determined by the satellite positioning unit 70 immediately after completing the turning over and the position coordinates NM3 before the turning over is small. It should be noted that the position coordinates NM3 can also be obtained by averaging multiple positioning data points determined by the satellite positioning unit 70 near the endpoint position Lf.

[0306] Originally, the target movement path LM2 for the subsequent process should be set at a position separated from the target movement path LM by a set distance P, i.e. Figure 22 The position of the dashed line lm is shown. In this embodiment, corresponding to the offset deviation d of the traveling body C, the target movement path LM2 for the subsequent process is set to be moved parallel to the non-working area side from the dashed line lm by the offset deviation d.

[0307] Furthermore, consider the case where the actual operating trajectory of the traveling machine C is offset by a deviation d relative to the target moving path LM towards the already-worked area. In this case, the target moving path LM2 for the subsequent process is set to move parallel to the already-worked area by an offset deviation d from a set distance P relative to the target moving path LM.

[0308] Therefore, even if the positioning data obtained by the satellite positioning unit 70 contains errors, it is possible to set a position at a set distance P relative to the machine's position NM. By using a structure that sets the target movement path LM2 for the subsequent process at a position equal to the working width of the seedling planting device W, it is possible to prevent damage to planted seedlings in the already worked area, or the creation of unworked areas between the working travel paths before and after turning on the field ridge. This structure is particularly useful in structures using DGPS as the satellite positioning unit 70.

[0309] [Regarding automatic turning of field ridges]

[0310] Basically, the driver turns along the field ridges by operating the steering wheel 43. However, when turning along the ridges manually, the machine's direction must be changed in a way that reaches the starting position Ls of the next target movement path LM and aligns the machine's forward direction with the target orientation of the target movement path LM. Therefore, many factors depend on the driver's skill level, which can be burdensome for unfamiliar drivers. In particular, in the structure described above, where the target movement path LM2 for the subsequent process is set based on the position coordinates NM3 located before the turn, it is desirable to prepare conditions for the machine C to reach the starting position Ls of the next work movement within a certain time and to initiate automatic steering control within that time. Therefore, in this embodiment, the control unit 82 is configured to be able to switch to automatic turning control.

[0311] In automatic cornering control, the control unit 82, based on the vehicle's position NM determined by the satellite positioning unit 70, instructs the steering control unit 83 to perform a steering operation via, for example, a lookup table. Furthermore, it is not limited to the satellite positioning unit 70; for example, it can also use the vehicle speed measured by the vehicle speed sensor 62 and the azimuth change angle ΔNA measured by the inertial measurement unit 74 (see reference). Figure 21 The machine's position NM is calculated by integrating the components. The control unit 82 determines that the detection of a field ridge by the obstacle detection unit 63 is the starting condition for automatic turning, and initiates automatic turning control at any time. The target position for automatic turning control is the starting position Ls of the next work trip. At the starting position Ls, turning control is performed in a manner that makes the machine's orientation NA of the traveling machine C consistent with the target orientation LA.

[0312] The following describes the methods of turning at the ridges of the fields.

[0313] exist Figure 23 In the illustrated turning maneuver, after traveling along the target path LM with a left-right width spanning the working width W1, a U-shaped turn is made from the end point Lf of the working journey to the starting point Ls of the next working journey. It should be noted that the working width W1 is the working width of the seedling planting device W, and working widths W1 and W2 are the same. (The following will be discussed further.) Figure 24 and Figure 25 The working widths W1 and W2 shown are also the same.

[0314] exist Figure 23 In the shown turning maneuver, the separation distance W3 between the end point Lf or the starting point Ls and the field ridge is twice the working width W1 or the working width W2. Therefore, in the driving body C (refer to...) Figure 1 (The same applies in the following description) After completing all the work travel on the target movement path LM, perform work travel while making two-round loops along the field ridges. Figure 23 The turning and driving form shown is mainly used for rice transplanters with seedling planting devices W that have four-row planting or six-row planting.

[0315] When the vehicle C approaches the ridge of a field, the obstacle detection unit 63 (see reference) is used. Figure 19 (The same applies in the following description) The field ridges are detected in chronological order. After determining that the driving vehicle C has left the field ridge, automatic turning control begins. Figure 23 Point P1 represents the approximate middle position for turning along the field ridge, the closest point on the ridge for the vehicle C to the field. Therefore, after the vehicle C passes point P1, it is determined that the vehicle C has left the ridge, and automatic turning control begins using the control unit 82. (The following will be discussed further.) Figure 24 The location shown in P1 is the same.

[0316] The moment to initiate automatic cornering control can be, for example, after the vehicle body C passes the P1 section, via notification unit 59 (see reference). Figure 19 (The same applies in the following description) Inform the driver of the automatic turning capability by operating the start / end point setting switch 49C (see...). Figure 19 (The same applies in the following description), Target setting switch 49D (refer to...) Figure 19 (The same applies in the following description), Automatic Steering Switch 50 (refer to...) Figure 19(The same applies in the following description) to start automatic turning control. Alternatively, automatic turning control can also be started automatically. Furthermore, even before the vehicle C passes through point P1, automatic turning control can be enabled by operating the start / end point setting switch 49C, target setting switch 49D, automatic steering switch 50, etc. After the vehicle C passes through point P1, it is determined that the vehicle C has left the field ridge, and automatic turning control begins.

[0317] exist Figure 24 In the turning driving mode shown, after driving along the target moving path LM with a width spanning the working width W1, a U-shaped turn is made from the end position Lf of the working journey to the starting position Ls of the next working journey.

[0318] exist Figure 24 In the shown turning motion, the separation distance between the end position Lf or the starting position Ls and the field ridge is the same as the working width of the seedling planting device W. Therefore, in the case of a rice transplanter with a seven-row or eight-row planting device W, when directly turning along the field ridge, the front of the traveling body C may come into contact with the ridge. Thus, in Figure 24 In the turning mode shown, after the traveling body C reaches the end position Lf of the target movement path LM, the traveling body C temporarily moves backward to the position Lff, and then the traveling body C makes a U-shaped turn to the starting position Ls of the next operation.

[0319] It should be noted that, in Figure 24 In the shown turning driving mode, the moment when automatic turning control is started can be not only at Figure 23 The timing described in the illustrated turning motion could be, for example, determined when the vehicle C moves from the endpoint position Lf to Lff, at which point automatic turning control begins. Alternatively, the automatic turning control could be configured such that after the vehicle C reaches the endpoint position Lf, the reversing motion from the endpoint position Lf to Lff is also included by operating the automatic steering switch 50, etc.

[0320] exist Figure 25 In the shown turning travel configuration, the separation distance between the end point Lf or the starting point Ls and the field ridge is the same as the working width of the seedling planting device W. Furthermore, the traveling body C is configured such that the turning radius of the traveling body C is smaller than the working width of the seedling planting device W. Therefore, in Figure 25In the illustrated turning maneuver, after traveling along the target path LM with a width spanning the working width W1, the vehicle C first turns in an L-shape from the end point Lf to position P1 along the field ridge. Next, vehicle C travels straight along the field ridge to position P2. Then, vehicle C again makes an L-shaped turn from position P2 to the starting point Ls of the next working step, thus completing the ridge turning maneuver. Figure 25 The turning and driving form shown is mainly used for rice transplanters with a ten-row planting device W.

[0321] The turning motion from position P2 to the starting position Ls of the next work operation involves the vehicle body C turning towards the field ridge, with the steering wheel 10 (see reference). Figure 1 (The same applies in the following description) The vehicle then turns. Therefore, after the vehicle C passes point P2, it is determined that the vehicle C has left the paddy field ridge, and the control unit 82 (see reference) begins to operate. Figure 19 (The same applies in the following description) Automatic turning control is performed. The moment when automatic turning control begins can be, for example, when the vehicle C is traveling along a field ridge, and the steering wheel 43 (…) is detected. Figure 19 (Refer to the following description.) Automatic turning control is initiated by operating the side where the starting point Ls of the next work operation is located. Alternatively, automatic turning control can also be initiated by operating the automatic steering switch 50, etc., after the traveling machine C has passed the P2 section. Furthermore, it can be configured such that even before the traveling machine C has passed the P2 section, automatic turning control is enabled by operating the start / end point setting switch 49C, target setting switch 49D, automatic steering switch 50, etc., and after the traveling machine C has passed the P2 section, it is determined that the traveling machine C has left the field ridge, and automatic turning control is initiated.

[0322] The steering wheel 43 is configured such that, during automatic cornering control, even if the steering angle of the steering wheel 10 is changed, the steering angle of the steering wheel 10 is not transmitted to the steering wheel 43. For example, the operation of the steering wheel 43 is transmitted to the steering control unit 83 (see reference) using an electrical signal. Figure 19 In the case where (the same applies in the following description), the steering control unit 83 can perform automatic cornering control independently of the operation of the steering wheel 43. Furthermore, if a clutch exists between the steering wheel 43 and the steering wheel 10, the clutch can be disengaged during automatic cornering control. It should be noted that before initiating automatic cornering control, the notification unit 59 (… Figure 19 (Refer to the following description.) or alarm section 64 (refer to the following description.) Figure 19(The same applies in the following description) Notifies the driver that automatic cornering control has started and urges the driver to remove their hands from the steering wheel 43. Alternatively, it can be configured such that, during automatic cornering control, even if the driver cannot operate the steering wheel 43, the driver can still operate the steering wheel 43 via a dedicated operating element or brake (not shown).

[0323] [Offset Correction Processing]

[0324] If the traveling vehicle C deviates laterally from the target movement path LM compared to the preset range, the following deviation correction process is performed. For example... Figure 26 As shown, when the machine's position NM is offset laterally by an offset ΔP from the target movement path LM, and the traveling body C is moving, the control unit 82 changes the target orientation LA to an orientation tilted at a set tilt angle α1. In other words, the control unit 82 changes the target orientation LA to an orientation tilted at a set tilt angle α1 towards the side where the target movement path LM is located, and uses this as the target orientation LA for automatic steering control, thereby executing automatic steering control.

[0325] At this point, the further the machine position NM moves away from the point corresponding to the target movement path LM, the larger the tilt angle α1 is set to; conversely, the closer the machine position NM is to the point corresponding to the target movement path LM, the more gradual the tilt angle α1 is set. Furthermore, if the vehicle speed is low, the tilt angle α1 is set towards the larger side; the higher the vehicle speed, the more gradual the tilt angle α1 is set. However, an upper limit is set for the tilt angle α1 so that regardless of the vehicle speed, even with a large deviation, the tilt angle α1 will not exceed the upper limit. This prevents the possibility of the vehicle C becoming unstable due to sharp turns.

[0326] When the machine's orientation is NA (reference) Figure 20 (The same applies in the following description) When the target orientation LA is reached at a set tilt angle α1, the target orientation LA is changed to an orientation at a tilt angle α2 that is gentler than the set tilt angle α1. Furthermore, when the vehicle orientation NA reaches the target orientation LA at a tilt angle α2, the target orientation LA is changed to an orientation at a tilt angle α3 that is gentler than the tilt angle α2. In this way, the vehicle C travels in the tilting direction with a gradually decreasing orientation deviation relative to the target movement path LM, thus rapidly reducing the offset ΔP.

[0327] The portion corresponding to the aforementioned target movement path LM has a defined width on both the left and right sides of the position corresponding to the target movement path LM in the lateral direction. That is, a control insensitivity zone for position deviation is set. When the position deviation enters the control insensitivity zone, the target orientation LA is not tilted and is set to follow the original target movement path LM.

[0328] With the above structure, the driving body C is guided toward the target movement path LM, so especially in the automatic steering control that begins immediately after the above-mentioned automatic turning control, the offset of the driving body C relative to the target movement path LM converges rapidly.

[0329] It should be noted that the configuration may also be such that if the accuracy of the positioning data from satellite positioning unit 70 is determined to have decreased, the aforementioned offset correction control is not performed. In this case, the offset is disregarded, and automatic steering control is performed with the local azimuth NA aligned with the target azimuth LA along the direction of the target movement path LM.

[0330] [Display Department]

[0331] like Figure 27 As shown, the status of the machine is displayed on the display unit 48 via the notification unit 59 (see reference). Figure 19 (The same applies in the following description) In the screen, the display unit 48 is divided into multiple display areas, such as the work information area 100, the offset information area 101, and the vehicle speed information area 102. The work information area 100 displays the work date, time, and actual work results at the upper left end of the display unit 48. The offset information area 101 displays the offset of the traveling vehicle C (machine position NM) relative to the target movement path LM at the center of the upper side of the display unit 48. The vehicle speed information area 102 displays the vehicle speed at the upper right end of the display unit 48. The larger area of ​​the display unit 48 other than the upper side is the position information area 104, which displays the position of the traveling vehicle C in the field. The smaller area at the left end of the position information area 104 is the steering status information area 103, which displays the control device 75 (see reference). Figure 19 (The same applies to automatic steering mode and manual steering mode in the following description). A touch panel-operated software button group 120 is arranged at the right end of the position information area 104. A physical button group 121 is arranged further to the right of the display unit 48.

[0332] The location information area 104 displays the operational status of the field surrounding the traveling machine C, the target movement path LM, and the machine symbol SY indicating the machine's position NM. It should be noted that, for ease of understanding, the target movement path LM during operational movement is drawn with a thick solid line. Furthermore, areas where seedlings have been planted are displayed by drawing individual planted seedlings as dots. This visually clearly distinguishes between operational and non-operational areas. It should be noted that, in addition to drawing dots, the trajectory of the planted seedlings can also be displayed as lines representing linear planting rows.

[0333] It can also display the actual path, i.e., the trajectory, of the driving vehicle C on the display unit 48, but this is not possible. Figure 27 The text does not explicitly state this. By comparing the driving trajectory FP with the target movement path LM, the accuracy of the automatic steering control can be checked. Based on satellite positioning unit 70 (reference...). Figure 19 The positioning data (which are the same in the following description) is used to display the driving trajectory on the display unit 48. Furthermore, the vehicle symbol SY is represented as an arrow, with the sharp point indicating the direction of travel, i.e., the vehicle's bearing NA. To make the bearing deviation between the vehicle's bearing NA and the target bearing LA more visually apparent, a pointer 110 extending from the center of the vehicle symbol SY towards the direction of travel and a direction scale 111 indicating the angular range of that direction are displayed. Additionally, a boundary line 112 indicating the allowable range of bearing deviation is also displayed. A numerical value of the bearing deviation can also be displayed. The driver can visually confirm the offset and bearing deviation of the vehicle C relative to the target movement path LM through the display unit 48.

[0334] When a target movement path LM2 for the subsequent process is set based on the operation on the target movement path LM, such as Figure 27 As shown, the offset information area 101 displays the offset of the traveling vehicle C relative to the target movement path LM2 for the subsequent process. The offset can be displayed either during the process of turning from the target movement path LM to the target movement path LM2 for the subsequent process, or after the turn is completed.

[0335] As mentioned above, when using DGPS to locate two points within a short period of time, such as about ten seconds, the relative positional error between the two points is extremely small. However, compared to the position coordinates NM3 located just before turning on the field ridge (refer to...), the error is much smaller. Figure 22(The same applies in the following description) The longer the time elapsed since the location coordinates NM3 were determined, the greater the error in the location coordinates determined by DGPS in chronological order. In other words, the relative positioning accuracy with respect to location coordinates NM3 decreases over time. Therefore, in the case where the satellite positioning unit 70 uses a DGPS structure, the display unit 48 is configured such that if the accuracy of the offset is determined to have decreased, the offset information area 101 is not displayed. For example, a preset time for displaying the offset in the offset information area 101 can be set, and when that preset time has elapsed since the location coordinates NM3 were determined, the offset information area 101 is not displayed.

[0336] During the aforementioned automatic turning control, the position and offset of the vehicle C are not displayed in the offset information area 101 and position information area 104 of the screen displayed on the display unit 48. In other words, the display unit 48 shows that automatic turning is in progress, a display easily understood by the driver. Alternatively, it can be configured to freely switch between displaying the position and offset of the vehicle C during automatic turning according to the driver's intention. Switching between displaying and not displaying can be done via the software button group 120 or the physical button group 121. Furthermore, the offset notification can be provided via an audible notification generated by the notification unit 59, an illuminated switch, or a flashing display.

[0337] In cases where the receiving sensitivity of the satellite positioning unit 70 is insufficient due to factors such as a limited number of navigation satellites available to supplement it, the positioning data of the satellite positioning unit 70 may contain significant errors. In such situations, the offset information area 101 can be made not to display the offset. Alternatively, the notification unit 59 can notify the offset information area 101 and the position information area 104 of the insufficient receiving sensitivity of the satellite positioning unit 70. This encourages the driver to perform manual operation. It should be noted that the notification of insufficient receiving sensitivity of the satellite positioning unit 70 can be voice navigation, a lit or flashing indicator, and can be easily switched to not being notified. Furthermore, the notification time of the notification unit 59 can be arbitrarily set and adjusted. Moreover, it can be configured so that when the automatic steering switch 50 is operated in this state, the offset is disregarded, and automatic steering control is performed so that the vehicle's bearing NA follows the target bearing LA.

[0338] The target movement path LM can also be corrected after being set. For example, consider a situation where the vehicle is manually driven after completing a turn on a field ridge, and the vehicle position NM is offset to either the left or right relative to the target movement path LM when viewed from the front of the vehicle body C. In such a case, the driver can make the following correction: when viewed from the front of the vehicle body C, move the target movement path LM horizontally to the left or right in the direction of the vehicle position NM. With this structure, even if the offset of the vehicle position NM relative to the target movement path LM is outside the allowable range, the offset of the vehicle position NM relative to the target movement path LM can be corrected to be within the allowable range. Thus, automatic steering control along the target movement path LM can be quickly initiated. The correction of the target movement path LM can be performed either by operating the software button group 120 or by operating the physical button group 121.

[0339] [Other embodiments of embodiment 2]

[0340] The present invention is not limited to the structures illustrated in the above embodiments. Other representative embodiments of the present invention will be illustrated below.

[0341] [1] In the above embodiment, the target movement path LM2 for the subsequent process is set one by one, but it is not limited to the above embodiment. For example, such as Figure 28 As shown, multiple target movement paths LM2 can also be set simultaneously for subsequent processes. Figure 28 In the process, on the unworked area side of the target movement path LM, subsequent target movement paths LM2(A1), LM2(A2), and LM2(A3) are set at pre-defined equal intervals. These subsequent target movement paths LM2(A1), LM2(A2), and LM2(A3) are set based on the working trajectory of the traveling machine C on the target movement path LM. Furthermore, based on the working trajectory of the traveling machine C on the subsequent target movement path LM2(A3), subsequent target movement paths LM2(B1), LM2(B2), and LM2(B3) are set at equal intervals.

[0342] The timing for setting the target movement paths LM2(A1), LM2(A2), and LM2(A3) for subsequent processes can be set when the obstacle detection unit 63 detects a field ridge near the end point Lf, or during the turning motion of the vehicle C towards the starting point Ls(A1) across the field ridge, or after the vehicle C reaches the starting point Ls(A1). Similarly, the timing for setting the target movement paths LM2(B1), LM2(B2), and LM2(B3) for subsequent processes can be set when the obstacle detection unit 63 detects a field ridge near the end point Lf(A3), or during the turning motion of the vehicle C towards the starting point Ls(B1) across the field ridge, or after the vehicle C reaches the starting point Ls(B1). At the aforementioned moment, the driver sets the target movement path LM2 for each subsequent process by operating the target setting switch 49D. However, this structure is not limited to this structure. For example, it can be a structure in which the driver sets the path by operating the automatic steering switch 50, or it can be a structure that sets the path automatically without the driver's operation.

[0343] In a structure where multiple traveling work machines are operating simultaneously, each traveling work machine can be configured to operate in parallel along the target movement paths LM2(A1), LM2(A2), and LM2(A3) of the subsequent process, and then operate in parallel along the target movement paths LM2(B1), LM2(B2), and LM2(B3) of the subsequent process.

[0344] [2] In the above embodiment, the path setting unit 76 is configured to set the target movement path LM2 for the subsequent process in the unworked area of ​​the target movement path LM, but is not limited to the above embodiment. For example, if the left and right sides of the target movement path LM are unworked areas, such as Figure 29 As shown, the system can be configured to set subsequent process target movement paths LM2(L) and LM2(R) on the left and right sides of the target movement path LM. In this case, the system can be configured to make a turn on either of the subsequent process target movement paths LM2(L) or LM2(R), and after determining that the driving vehicle C has made a turn, the system determines to set either of the subsequent process target movement paths LM2. Originally, the subsequent process target movement paths LM2(L) and LM2(R) should be set at a position separated from the target movement path LM by a set distance P, i.e. Figure 29 The positions of the dashed lines lm(L) and lm(R) are shown. In this embodiment, corresponding to the offset deviation d of the traveling body C, the target movement paths LM2(L) and LM2(R) of the subsequent process are set to be moved parallel to the dashed lines lm(L) and lm(R) by the offset deviation d.

[0345] [3] Even when the target movement path LM is set to a straight line, the actual operating trajectory of the vehicle C may vary, for example, due to the vehicle C slipping or avoiding obstacles in the field. Figure 30 The dotted line indicates a serpentine pattern. In this case, the target movement path LM2 for the subsequent process is set along the actual working trajectory of the traveling machine body C. Figure 30 The subsequent process uses the target movement path LM2(1) to snake along the actual working trajectory of the vehicle body C. Therefore, when working along the target movement path LM2 for the subsequent process, it can prevent damage to the planted seedlings in the already worked area, or the possibility of creating unworked areas between the working trajectories before and after turning on the field ridge. It should be noted that the actual working trajectory of the vehicle body C can be calculated based on the positioning data of the satellite positioning unit 70, or separately based on the vehicle speed measured by the vehicle speed sensor 62 and the azimuth change angle ΔNA measured by the inertial measurement unit 74 (refer to...). Figure 21 The actual operating trajectory of the vehicle body C is calculated by integrating the data.

[0346] When a target movement path LM2 for the subsequent process is set along the actual working trajectory of the traveling machine C, the target movement path LM2 is a line shape that is closer to a straight line than the actual working trajectory of the traveling machine C. For example, if the working trajectory of the traveling machine C relative to the target movement path LM is complex and meandering, the target movement path LM2 for the subsequent process will also be complex and meandering, thus the traveling machine C may not be able to travel with high precision along the target movement path LM2 for the subsequent process. Therefore, Figure 30 The target movement path LM2(1) for the subsequent process is set at a position further away from the position separated by a set distance P relative to the target movement path LM by Δp. Furthermore, the target movement path LM2(1) for the subsequent process is set as follows: Figure 30 The dotted line indicates a serpentine section that is separated from the serpentine section of the target movement path LM2(1) for the subsequent process by a set distance P. Therefore, the target movement path LM2(2) for the subsequent process, set after setting the target movement path LM2(1), is set to be closer to a straight line than the target movement path LM2(1), and the target movement path LM2(3) for the subsequent process, set after setting the target movement path LM2(2), is set to be approximately straight. As a result, even if the actual operating trajectory of the traveling machine C occasionally serpentines, it is gradually corrected to a straight line using the subsequently set target movement path LM2. It should be noted that appropriate modifications are possible. Figure 30 The target movement path LM shown is Figure 30The number of target movement paths LM2 for subsequent processes with serpentine sections between the roughly straight target movement paths LM2(3) shown on the right end.

[0347] [4] In the above embodiments, the target movement path LM is a structure set within an independent field, but it is not limited to the above embodiments. For example, the target movement path LM may be a structure set across multiple fields. In this case, it may be a structure that stores the teaching path and the actual operating trajectory relative to the target movement path LM as a reference path and uses it to set the target movement path LM in other fields. The reference path may be a structure stored in the storage unit of the microcomputer installed in the vehicle body C, or it may be a structure stored in the storage unit of an external terminal. In the case where the reference path is stored in the storage unit of the external terminal, a communication device that can communicate with the external terminal via a WAN (Wide Area Network) or the like can be installed in the vehicle body C to read the reference path from the storage unit of the external terminal to the microcomputer of the vehicle body C. It may also be a structure that stores multiple reference paths in the storage units of the external terminal and the microcomputer of the vehicle body C. With this structure, even without teaching driving, the target movement path LM can be set simply by reading the reference path corresponding to each field.

[0348] [5] It can also be configured such that, when the position coordinates NM3 (refer to) are located, Figure 22 If the set time has elapsed since the specified time, the setting of the target movement path LM2 for the subsequent process as described in the above embodiment will not be performed. When the satellite positioning unit 70 uses a DGPS structure, the relative positioning accuracy with respect to the position coordinates NM3 decreases over time. Therefore, it is also possible to configure the path setting unit 76 to not set the target movement path LM2 for the subsequent process if it is determined that it cannot be set with high accuracy.

[0349] [6] It may also have the following structure: if the target movement path LM2 for the subsequent process cannot be set, the driver is notified via the notification unit 59 that the target movement path LM2 for the subsequent process cannot be set. The notification issued by the notification unit 59 may be a sound such as a buzzer, or the lighting or flashing of the LED lighting provided on the central sign 14, or it may be displayed on the display unit 48. Examples of cases where the target movement path LM2 for the subsequent process cannot be set include situations where there is a field edge (sleeping ground) or field ridge on the setting path of the target movement path LM2 for the subsequent process, situations where the setting position of the target movement path LM2 for the subsequent process crosses the boundary of the field and enters an adjacent field, situations where an obstacle is detected on the setting path of the target movement path LM2 for the subsequent process, and situations where a malfunction of the satellite positioning unit 70 is detected.

[0350] [7] If the vehicle C deviates from the target movement path LM by a greater distance than the preset distance, the target movement path LM can still be used for work travel. If the vehicle C deviates significantly from the target movement path LM, it is assumed that the driver is likely consciously operating the vehicle C. In such cases, it is preferable to prioritize the driver's manual operation. Of course, it is also possible to make a turn on the field ridge after completing work travel along the target movement path LM, and if the vehicle C deviates from the target movement path LM2 for the subsequent process by a greater distance than the preset distance, the target movement path LM2 for the subsequent process should not be used for work travel.

[0351] [8] The path setting unit 76 can set the target movement path LM2 for the subsequent process in conjunction with the control unit 82 and the steering control unit 83. For example, the control unit 82 can determine that the path setting unit 76 has set the target movement path LM2 for the subsequent process, thereby performing either or both of the above-mentioned automatic turning control and automatic driving control. In addition, sometimes after the vehicle C has been working along the target movement path LM, the driver may independently determine whether to continue working along the target movement path LM2 for the subsequent process. Therefore, the path setting unit 76 can also be freely switched between a structure that sets the target movement path LM2 for the subsequent process in conjunction with the control unit 82 and the steering control unit 83, and a structure that sets the target movement path LM2 for the subsequent process independently of the control unit 82 or the steering control unit 83.

[0352] [9] Not limited to the above-described embodiments, for example, it may be configured such that when the orientation deviation between the vehicle body C's own orientation NA and the target orientation LA of the target movement path LM is greater than a preset range, the path setting unit 76 sets the target movement path LM2 for the subsequent process. For example, it may be configured such that when the orientation deviation angle is 90 degrees or more, it is determined that the vehicle body C has turned, and the target movement path LM2 for the subsequent process is set. In this case, it may be a structure that automatically sets the target movement path LM2 for the subsequent process, or it may be a structure that sets the target movement path LM2 for the subsequent process by operating the target setting switch 49D, the automatic steering switch 50, etc. In addition, it may be configured such that after allowing the setting of the target movement path LM2 for the subsequent process to be allowed by operating the target setting switch 49D, the automatic steering switch 50, etc., the target movement path LM2 for the subsequent process is set such that the orientation deviation angle is greater than a preset range.

[0353]

[10] As an operating device for setting the target movement path LM2 for the subsequent process, in addition to the target setting switch 49D, it may also be, for example, the software button group 120 in the display unit 48 or the physical button group 121 located on the right side of the display unit 48. That is to say, the operating device may be a dedicated operating device or an additional function may be added to an existing button switch or lever.

[0354]

[11] In the above embodiment, the target for the subsequent process is the target movement path LM2 for the subsequent process, but the target for the subsequent process may also be, for example, the starting position Ls after turning on the paddy field ridge. Furthermore, it may be configured such that when the driver operates the target setting switch 49D, the starting position Ls is used as a reference to set the target movement path LM2 for the subsequent process, which is parallel to the already traveled target movement path LM. Additionally, the target for the subsequent process may be a part of the target movement path LM2 for the subsequent process, for example, an area within the target movement path LM2 that is approximately a few meters from the starting position Ls. Moreover, when the vehicle C has completed all its work along the target movement path LM, or when refueling is necessary during rice planting, the target for the subsequent process may also be the area where the vehicle turns around (sleeping) along the paddy field ridge.

[0355]

[12] This invention is not limited to the rice transplanter described above; it can also be applied to other direct-seeding machines, including direct-seeding machines. Furthermore, these machines can be equipped with pesticide spraying devices. Moreover, it can also be applied to machines that are equipped with a suitable combination of planting equipment, seeding equipment, and pesticide spraying devices. In addition to direct-seeding machines, this invention can also be applied to agricultural machines such as tractors and combine harvesters.

[0356]

[13] The above embodiments can be used in combination with each other.

[0357] Industrial applicability

[0358] This invention can be applied to mobile work machines such as rice transplanters, paddy field direct seeders, and sprayers that operate along target movement paths in fields.

Claims

1. An agricultural work machine characterized by comprising: include The vehicle is moving through the fields; Operating equipment used for working in fields; The path setting unit sets a target movement path, which is used for the working body to move while performing work using the working device. The field ridge testing agency detected something close to the field ridge; When the traveling machine alternately travels along the target movement path and turns to the next target movement path, the path setting unit sets a target for the subsequent process for the traveling machine to travel after it has passed the target movement path, based on the position of the traveling machine along the target movement path. When the field ridge detection mechanism detects an approach to the field ridge, the path setting unit sets the target for the subsequent process. The target for the subsequent process is set to move parallel to the target by an amount of offset of the traveling body relative to the target moving path, from a position that leaves a predetermined interval relative to the target moving path. After the vehicle reaches the end point of the target movement path, the setting and operation of each target movement path after turning on the field ridge are repeated in sequence. It includes a notification unit that can notify that automatic turning control can be started.

2. An agricultural work machine characterized by include The vehicle is moving through the fields; Operating equipment used for working in fields; The path setting unit sets a target movement path, which is used for the working body to move while performing work using the working device. When the traveling machine alternately travels along the target movement path and turns to the next target movement path, the path setting unit sets a target for the subsequent process for the traveling machine to travel after it has passed the target movement path, based on the position of the traveling machine along the target movement path. When the traveling vehicle transitions from traveling along the target movement path to turning, or from turning to traveling along the next target movement path, the path setting unit sets the target for the subsequent process. The target for the subsequent process is set to move parallel to the target by an amount of offset of the traveling body relative to the target moving path, from a position that leaves a predetermined interval relative to the target moving path. After the vehicle reaches the end point of the target movement path, the setting and operation of each target movement path after turning on the field ridge are repeated in sequence. It includes a notification unit that can notify that automatic turning control can be started.

3. An agricultural work machine characterized by comprising: include The vehicle is moving through the fields; Operating equipment used for working in fields; The path setting unit sets a target movement path, which is used for the working body to move while performing work using the working device. Location detection agencies acquire location information based on positioning signals from navigation satellites; When the traveling machine alternately travels along the target movement path and turns to the next target movement path, the path setting unit sets a target for the subsequent process for the traveling machine to travel after it has passed the target movement path, based on the position of the traveling machine along the target movement path. The target for the subsequent process is set based on the average position of multiple location information points located near the end of the operation. The target for the subsequent process is set to move parallel to the target by an amount of offset of the traveling body relative to the target moving path, from a position that leaves a predetermined interval relative to the target moving path. After the vehicle reaches the end point of the target movement path, the setting and operation of each target movement path after turning on the field ridge are repeated in sequence. It includes a notification unit that can notify that automatic turning control can be started.

4. The agricultural machinery according to any one of claims 1 to 3, characterized in that, After the manual operation is performed, the path setting unit sets the target for the subsequent process.

5. The agricultural machinery according to any one of claims 1 to 3, characterized in that, Includes a control unit that outputs control signals to perform the operation according to the target of the subsequent process; The control unit is configured to perform a position offset correction process that moves the traveling machine closer to the target in the subsequent process if the traveling machine body deviates from the target in the subsequent process direction by more than a predetermined first distance; and not perform the position offset correction process if the traveling machine body deviates from the target in the subsequent process direction by more than the first distance in the lateral direction.

6. The agricultural machine according to claim 5, characterized in that, A second distance that is longer than the first distance is preset. The control unit is configured such that, if the traveling machine body deviates from the target for the subsequent process by a distance greater than the second distance in the lateral direction of the machine body, the moving path of the target for the subsequent process will not be used for work travel.

7. The agricultural machinery according to any one of claims 1 to 3, characterized in that, The target of the subsequent process is, after the traveling machine has made the turning motion, the area on the next target movement path that spans the starting position of the operation and the location in front of the traveling machine at a predetermined distance from the starting position.

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