Traveling work equipment

Abstract

To provide a travelling work machine capable of setting a target moving route adjacent to a work travelling trajectory of a travelling machine body with a high degree of precision.SOLUTION: A travelling work machine includes a travelling machine body C that travels on a farm field, a work device W for performing work for the farm field, and a control part capable of performing automatic turning control for a target travelling route LM2 for post processing. Automatic turning control can be executed by the control part when the target travelling route LM is shifted to the target travelling roue LM2 for post processing. After reaching a terminal part of the target travelling route LM, the travelling work machine backs in the target travelling route. Then, automatic turning control by the control part is started automatically.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a traveling work machine that is equipped with a traveling body that travels through a field, a work device that performs work on the field, and a path setting unit that sets a target travel path for work travel along which the traveling body travels while performing work using the work device. [Background technology]

[0002] For example, Patent Document 1 discloses a work vehicle equipped with a traveling body (referred to in the document as "traveling body C"), a work device (referred to in the document as "seedling planting device W") that performs work on a farm field, and a path setting unit (referred to in the document as "68") that sets a target travel path along which the traveling body should travel for work. The path setting unit is configured to set a teaching path corresponding to a target path to be automatically steered by teaching travel, and to set multiple target travel paths parallel to the teaching path. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-123804 Summary of the Invention [Problem to be solved by the invention]

[0004] The traveling machine alternates between traveling along a target travel path and turning at the edge of the field toward the target travel path of the subsequent process. However, in the configuration of Patent Document 1, each target travel path is set based on a teaching path, and the traveling of the traveling machine along the target travel path is not taken into consideration when setting the target for the traveling machine's travel in the subsequent process. For this reason, if the traveling machine performs work traveling while misaligned with the actual target travel path, there is a risk that already-planted seedlings in the already-worked area will be trampled when the traveling machine performs work traveling along the target travel path of the subsequent process, or that a non-worked area will be created between the work traveling trajectory before and after the turning at the edge of the field.

[0005] In view of the above-mentioned circumstances, an object of the present invention is to provide a traveling work machine that can accurately set a target movement path adjacent to the work traveling locus of the traveling machine body. [Means for solving the problem]

[0006] The traveling work machine of the present invention is equipped with a traveling machine body that travels in a field, a work device that performs work on the field, and a control unit that is capable of automatic turning control to a target traveling path for a subsequent process, and when transitioning from the target traveling path to the target traveling path for a subsequent process, the automatic turning control by the control unit is possible, and after reaching the end of the target traveling path, The driver's operation of the control tool triggers the The vehicle is then driven backward along the target travel route, and the automatic turning control is then automatically started by the control unit. The traveling work machine of the present invention is provided with a traveling machine body that travels in a field, a work device that performs work on the field, and a control unit that is capable of automatic turning control to a target traveling path for a subsequent process, and when transitioning from the target traveling path to the target traveling path for a subsequent process, the automatic turning control by the control unit is possible, and after reaching the end of the target traveling path, The driver operates the operating tool by the driver for a predetermined distance. The vehicle is then driven in reverse along the target travel route, and the automatic turning control is then initiated by the control unit based on an operation by the occupant. The traveling work machine of the present invention includes a traveling machine body that travels in a field; The system is equipped with a work device that performs work on a field, and a path setting unit that sets a target movement path for the traveling vehicle body to travel while performing work using the work device, and is characterized in that when the traveling vehicle body travels alternately between the work movement along the target movement path and the turning movement in which it turns toward the next target movement path, the path setting unit sets a target for a subsequent process for the traveling vehicle body to travel after traveling the target movement path based on the position obtained while the traveling vehicle body is traveling along the target movement path.

[0007] According to the present invention, the travel of the traveling machine body along the target travel path is taken into consideration when setting a target for travel of the traveling machine body in the subsequent process. That is, even if the traveling machine body performs work travel while being displaced from the actual target travel path, the target for the subsequent process is set from the position acquired during travel. As a result, the target after turning travel is set appropriately, and the work travel after turning travel is performed appropriately along the work travel trajectory before turning travel. As a result, a traveling work machine is realized that can accurately set a target travel path adjacent to the work travel trajectory of the traveling machine body.

[0008] In this configuration, The target for the subsequent process is preferably a target movement path for the subsequent process along which the traveling machine body travels.

[0009] With this configuration, the target travel path for the subsequent process is set based on the work travel trajectory on which work travel has already been performed. This prevents the risk of trampling on already planted seedlings in the existing work area when work travel is performed along the target travel path for the subsequent process, and prevents the creation of a non-work area between the work travel trajectory before and after the ridge-edge turn. As a result, a traveling work machine is realized that can accurately set a target travel path adjacent to the work travel trajectory of the traveling body.

[0010] In this configuration, It is preferable that an alarm means be provided to notify of any deviation between the position of the running body and the next target movement path when the running body transitions from turning to movement along the next target movement path.

[0011] The position of the traveling vehicle immediately after turning tends to deviate from the target travel path. For this reason, with this configuration, when traveling along the next target travel path, the position deviation is notified, making it easier for the driver to correct the position deviation from the target travel path.

[0012] In this configuration, The notification means is preferably configured to provide notification after the turning movement is completed.

[0013] During a turn, the position of the traveling machine body is misaligned with respect to the target travel path, so if the misalignment is notified during the turn, it may easily lead to the driver misunderstanding that there is a malfunction or the like, which may be annoying to the driver. With this configuration, the misalignment is notified after the turn is completed, so unnecessary notifications are eliminated and it is possible to notify the driver as needed.

[0014] In this configuration, Preferably, the notification means is configured to notify the user that the target for the subsequent process cannot be set when the target for the subsequent process cannot be set.

[0015] With this configuration, the driver is notified of the state in which the target for the subsequent process cannot be set, which makes it easier for the driver to take measures such as manual operation.

[0016] In this configuration, A ridge detection means is provided for detecting proximity to the ridge, It is preferable that when the ridge detection means detects the approach to the ridge, the path setting unit sets the target for the subsequent process.

[0017] The work travel along the target movement route ends near the edge of the field. With this configuration, the target for the subsequent process is set by detecting the approach to the edge of the field, so it is possible to set the target for the subsequent process based on the work travel trajectory along the target movement route.

[0018] In this configuration, It is preferable that the path setting unit sets the target for the subsequent process when the traveling machine body transitions from traveling along the target movement path to the turning traveling.

[0019] With this configuration, the target for the subsequent process can also be used as the target position for turning travel. Therefore, even if the turning travel is automatic, for example, there is no need to separately provide a target position dedicated to automatic turning, and the traveling machine body can move smoothly to the target for the subsequent process.

[0020] In this configuration, It is preferable that the path setting unit sets the target for the subsequent process when the traveling machine body tilts at a preset angle or more with respect to the target movement path.

[0021] With this configuration, it is possible to determine whether the traveling machine body is turning based on the inclination of the traveling machine body with respect to the target movement path, making it possible to set targets for subsequent processes with a simple configuration.

[0022] In this configuration, It is preferable that the path setting unit sets the target for the subsequent process after an operation is performed on the manual operation tool.

[0023] With this configuration, since the target for the subsequent process is set manually, it is possible to prevent, for example, the unintended setting of a target for the subsequent process. This makes it possible to select either work travel along the target movement path for the subsequent process or work travel that does not follow the target movement path for the subsequent process.

[0024] In this configuration, a position detection means for acquiring position information based on a positioning signal from a navigation satellite; The target for the subsequent process is preferably set based on an average position of a plurality of pieces of position information measured immediately before the end of the work travel.

[0025] Examples of position detection means include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). Generally, RTK-GPS is more expensive than DGPS, but the positioning accuracy of RTK-GPS is higher than that of DGPS. It is also known that when two-point positioning is performed using DGPS in a short period of time, the relative error between the two points is generally small. If the time it takes for the traveling vehicle to turn and move to a subsequent process target after completing a work run is short, with this configuration, a subsequent process target adjacent to the work run trajectory of the traveling vehicle can be set with high accuracy without using an expensive RTK-GPS.

[0026] In this configuration, It is preferable that a plurality of post-process targets can be set in parallel.

[0027] With this configuration, the targets for the subsequent processes can be set all at once, which makes it easier to set the targets for the subsequent processes when, for example, a plurality of traveling work machines are traveling to work at the same time.

[0028] In this configuration, The target for the subsequent process is preferably set based on a positional deviation of the traveling machine body from the target movement path.

[0029] With this configuration, a target for a subsequent process can be set based on the travel of the traveling machine body along the target movement path.

[0030] In this configuration, It is preferable that the target for the subsequent process is set in a state where it is moved parallel to a position spaced apart from the target movement path by a predetermined distance by an amount corresponding to the positional deviation of the traveling machine body from the target movement path.

[0031] This configuration reliably avoids the risk of trampling on already planted seedlings in the work area or creating a non-working area between the work travel trajectory before and after turning at the edge of the field when work travel is performed along the target movement path for the subsequent process.

[0032] In this configuration, It is preferable that the post-process target be configured so that it can be corrected after being set.

[0033] Immediately after the completion of turning travel, the traveling machine body may become misaligned with respect to the target movement path immediately after turning travel. With this configuration, even if a target for the subsequent process is set, the driver can change the target for the subsequent process as necessary to eliminate the misalignment of the traveling machine body with respect to the target movement path.

[0034] In this configuration, The target for the subsequent process is preferably set along the work travel path of the traveling machine body.

[0035] Even if the target travel path is linear, the actual work travel trajectory of the travelling machine may be curved, for example, due to slippage of the travelling machine or avoidance of obstacles in the field. With this configuration, even if the work travel trajectory is curved, the target for the subsequent process can be set so that the path based on the target for the subsequent process traces the work travel trajectory. This prevents the risk of trampling on already planted seedlings in the already worked area when work travel is performed along the target travel path for the subsequent process, or of creating a non-worked area between the work travel trajectory before and after turning around the edge of the field.

[0036] In this configuration, It is preferable that the path based on the target for the subsequent process is configured to have a linear shape that is straighter than the work travel locus.

[0037] When the work travel trajectory of the traveling machine body meanders in a complex manner relative to the target movement path, if a configuration is adopted in which a subsequent process target is set along the work travel trajectory of the traveling machine body, the path based on the subsequent process target will also meander in a complex manner, and the traveling machine body may not be able to travel along that path with precision. With this configuration, the path based on the subsequent process target is set to have a linear shape, so the traveling machine body can suitably travel for work along the target movement path.

[0038] In this configuration, a control means for outputting a control signal so that the work traveling is performed; the target movement path is substantially linear, It is preferable that the path setting unit is configured to set the target for the subsequent process as a function independent of the control means.

[0039] This configuration allows the machine to automatically travel for work along a substantially linear target travel path. Also, because the control means and the path setting unit are independent functions, after the machine has traveled for work along the target travel path, it is possible to wait for the driver's decision on whether to continue traveling for work along a path based on the target for the subsequent process.

[0040] In this configuration, a control means for outputting a control signal so that the work traveling is performed; the target movement path is substantially linear, It is preferable that the path setting unit is configured to set the target for the subsequent process as a function linked with the control means.

[0041] With this configuration, a configuration is realized in which a target for the subsequent process is set after the traveling machine has traveled for work along the target movement path, and the traveling for work is automatically performed along the path based on the target for the subsequent process. This makes it possible to automatically travel for work along the path based on the target for the subsequent process in conjunction with the setting of the target for the subsequent process.

[0042] In this configuration, It is preferable that the target travel path is not used for the work travel when the traveling machine body is displaced from the target travel path by a distance greater than a preset distance.

[0043] If the traveling vehicle deviates significantly from the target travel path, it is highly likely that the driver is intentionally operating the traveling vehicle. With this configuration, the target travel path can be prevented from being used for work travel, so manual operation by the driver can be easily prioritized even without a dedicated operating tool.

[0044] In this configuration, a reference path is set based on the work travel immediately before the turning travel, In the other farm field, it is preferable that the path setting unit is configured to set the target for the subsequent process based on the reference path.

[0045] With this configuration, the reference path can be used to set targets for subsequent processes in other fields, so that a target movement path can be easily set without performing teaching travel in other fields.

[0046] In this configuration, It is preferable that a storage unit capable of storing a plurality of the reference paths for each field is provided.

[0047] With this configuration, the target travel path can be set simply by reading out the reference path corresponding to each field from the storage unit, eliminating the need to repeat teaching travel. [Brief explanation of the drawings]

[0048] [Figure 1] FIG. 1 is an overall side view of a rice transplanter. [Figure 2] FIG. 1 is an overall plan view of the rice transplanter. [Figure 3] FIG. [Figure 4] FIG. 2 is a diagram showing a steering unit. [Figure 5] FIG. 2 is a block diagram showing a control configuration. [Figure 6] FIG. 10 is a plan view of the entire rice field showing the operation of automatic steering control. [Figure 7] FIG. 1 is an explanatory diagram showing automatic steering control using an inertial measurement unit. [Figure 8] FIG. 10 is an explanatory diagram showing the setting of a target movement path for a subsequent process. [Figure 9] FIG. 10 is an explanatory diagram showing automatic turning control at the edge of a ridge in a farm field. [Figure 10] FIG. 10 is an explanatory diagram showing automatic turning control at the edge of a ridge in a farm field. [Figure 11] FIG. 10 is an explanatory diagram showing automatic turning control at the edge of a ridge in a farm field. [Figure 12] FIG. 10 is an explanatory diagram showing correction of a positional deviation in automatic steering control. [Figure 13] FIG. 2 is an explanatory diagram showing a display unit. [Figure 14] 10A and 10B are explanatory diagrams showing another embodiment of setting a target movement path for a subsequent process. [Figure 15] 10A and 10B are explanatory diagrams showing another embodiment of setting a target movement path for a subsequent process. [Figure 16] 10A and 10B are explanatory diagrams showing another embodiment of setting a target movement path for a subsequent process. DETAILED DESCRIPTION OF THE INVENTION

[0049] [Basic configuration of traveling work equipment] An embodiment of the present invention will be described with reference to the drawings. Here, a riding rice transplanter will be described as an example of a traveling work machine of the present invention. As shown in FIG. 2, in this embodiment, arrow F indicates the front side of the traveling machine body C, arrow B indicates the rear side of the traveling machine body C, arrow L indicates the left side of the traveling machine body C, and arrow R indicates the right side of the traveling machine body C.

[0050] As shown in Figures 1 to 3, the riding rice transplanter is equipped with a traveling body C having a pair of left and right steering wheels 10 and a pair of left and right rear wheels 11, and a seedling planting device W as a working device capable of planting seedlings in a field. The pair of left and right steering wheels 10 are provided on the front side of the traveling body C so that the direction of the traveling body C can be freely changed, and the pair of left and right rear wheels 11 are provided 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 so that it can be raised and lowered via the extension and contraction of an elevator hydraulic cylinder 20.

[0051] An openable hood 12 is provided at the front of the traveling machine body C. A rod-shaped center mascot 14 is provided at the tip of the hood 12, and serves as a guide for traveling along an index line (not shown) drawn in the field by a marker device 33. The traveling machine body C is provided with a machine body frame 15 that extends in the fore-and-aft direction, and a support column frame 16 is erected at the front of the machine body frame 15.

[0052] An engine 13 is mounted inside the hood 12. Although not described in detail, the power of the engine 13 is transmitted to the steering wheels 10 and rear wheels 11 via an HST (hydrostatic continuously variable transmission) (not shown) mounted on the machine body, and the power after the speed change is transmitted to the seedling planting device W via an electric motor-driven planting clutch (not shown).

[0053] As shown in Figures 1 and 2, the seedling planting device W is equipped with four transmission cases 22, eight rotating cases 23, a ground leveling float 25, a seedling loading tray 26, and a marker device 33. The rotating cases 23 are rotatably supported on the left and right rear sides of each transmission case 22. A pair of rotary planting arms 24 is provided at both ends of each rotating case 23. The ground leveling floats 25 are used to level the rice field surface, and multiple floats are provided on the seedling planting device W. Mat-shaped seedlings for planting are placed on the seedling loading tray 26. The marker devices 33 are provided on the left and right sides of the seedling planting device W, and form index lines (not shown) on the rice field surface.

[0054] The seedling planting device W drives the seedling loading platform 26 back and forth horizontally while rotating each rotating case 23 with power transmitted from the transmission case 22, so that the planting arms 24 alternately pick up seedlings from below the seedling loading platform 26 and plant them on the surface of the paddy field. The seedling planting device W is configured as an eight-row planting type in which seedlings are planted using the planting arms 24 attached to eight rotating cases 23. However, the seedling planting device W may also be a four-row planting type, a six-row planting type, a seven-row planting type, or a ten-row planting type.

[0055] Although not described in detail, the marker device 33 is configured to be switchable between an operating position and a storage position. In the operating position, the marker device 33 comes into contact with the surface of the field as the traveling body C travels, forming an index line (not shown) on the surface of the field corresponding to the next work process. In the storage position, the marker device 33 moves upward away from the surface of the field. The position of the marker device 33 is switched by an electric motor (not shown).

[0056] As shown in Figures 1 to 3, the left and right sides of the hood 12 of the traveling body C are provided with a plurality of (for example, four) regular spare seedling trays 28 and a spare seedling tray 29. The regular spare seedling tray 28 is configured so that spare seedlings to be supplied to the seedling planting device W can be placed on it. The spare seedling tray 29 is configured as a rail type so that spare seedlings to be supplied to the seedling planting device W can be placed on it. The left and right sides of the hood 12 of the traveling body C are provided with a pair of left and right spare seedling frames 30 as tall frame members that support each regular spare seedling tray 28 and spare seedling tray 29, and the upper parts of the left and right spare seedling frames 30 are connected to each other by a connecting frame 31.

[0057] As shown in Figures 1 to 3, a driver's unit 40 where various driving operations are performed is provided in the center of the traveling vehicle body C. The driver's unit 40 is provided with a driver's seat 41, a steering handle 43, a main speed change lever 44, and an operating lever 45. The driver's seat 41 is provided in the center of the traveling vehicle body C and is configured to allow a driver to sit on it. The steering handle 43 is configured to allow manual operation to steer the steering wheels 10. The main speed change lever 44 is configured to allow switching between forward and reverse travel and changing the traveling speed. The operating lever 45 is used to raise and lower the seedling planting device W and to switch between the left and right marker devices 33. The steering handle 43, main speed change lever 44, operating lever 45, etc. are provided on top of a control tower 42 located on the front side of the vehicle body of the driver's seat 41. A boarding step 46 is provided at the foot of the driver's unit 40. The boarding step 46 also extends to both the left and right sides of the hood 12 .

[0058] Operating the main shift lever 44 changes the angle of the swash plate in the HST (not shown), thereby continuously varying the power of the engine 13. Although not shown, the angle of the swash plate of the HST is controlled by a hydraulic unit equipped with a servo hydraulic control device. The servo hydraulic control device may be a known hydraulic pump, hydraulic motor, or the like.

[0059] When the operating lever 45 is operated to the raised position, the planting clutch (not shown) is disengaged and power transmission to the seedling planting device W is interrupted, the lifting hydraulic cylinder 20 is operated to raise the seedling planting device W, and the left and right marker devices 33 (see Figure 1) are operated to the stored position. When the operating lever 45 is operated to the lowered position, the seedling planting device W descends and comes to rest on the paddy field surface. In this lowered state, when the operating lever 45 is operated to the right marker position, the right marker device 33 changes from the stored position to the operating position. When the operating lever 45 is operated to the left marker position, the left marker device 33 changes from the stored position to the operating position.

[0060] When starting rice planting work, the operator operates the operating lever 45 to lower the seedling planting device W and start the power transmission to the seedling planting device W, and then starts the rice planting work. When stopping rice planting work, the operator operates the operating lever 45 to raise the seedling planting device W and cut off the power transmission to the seedling planting device W.

[0061] An operation panel 47 at the top of the control tower 42 of the driving unit 40 is provided with a display unit 48 that can display various information using a liquid crystal display. The display unit 48 may be a touch panel type liquid crystal display. A push-type start point / end point setting switch 49A is provided on the right side of the display unit 48, and a push-type target setting switch 49B (operating tool) is provided on the left side of the display unit 48. Note that the start point / end point setting switch 49A may be provided on the left side of the display unit 48, and the target setting switch 49B may be provided on the right side of the display unit 48. The functions of the start point / end point setting switch 49A and the target setting switch 49B will be described later.

[0062] A push-type automatic steering switch 50 is provided on the grip of the main shift lever 44. The automatic steering switch 50 is of an automatic reset type, and commands automatic steering control to be switched on and off each time it is pushed. The automatic steering switch 50 is located in a position where it can be pressed with, for example, the thumb while the grip of the main shift lever 44 is held in the hand.

[0063] As shown in Figure 4, the traveling machine body C is equipped with a steering unit U as a steering operation means capable of steering the left and right steering wheels 10. The steering unit U is equipped with a steering operation shaft 54, a pitman arm 55, left and right linking mechanisms 56 interlocked and connected to the pitman arm 55, a steering motor 58, and a gear mechanism 57. The steering operation shaft 54 ​​is interlocked and connected to the steering handle 43 via a clutch 53. The pitman arm 55 is configured to swing in accordance with the rotation of the steering operation shaft 54. The gear mechanism 57 is configured to interlock and connect the steering motor 58 to the steering operation shaft 54.

[0064] The steering operation shaft 54 ​​is interlocked and connected to the left and right steered wheels 10 via a pitman arm 55 and left and right linkage mechanisms 56. A steering angle sensor 60 consisting of a rotary encoder is provided at the lower end of the steering operation shaft 54, and the amount of rotation of the steering operation shaft 54 ​​is detected by the steering angle sensor 60. A torque sensor 61 that detects the torque applied to the steering handle 43 is provided midway along the steering operation shaft 54.

[0065] For example, if the steering handle 43 is manually operated in the direction opposite to the steering direction while the steering motor 58 is rotating the steering shaft 54 ​​in a predetermined direction, this can be detected by the torque sensor 61. Also, if the steering handle 43 is manually operated in any direction while the steering motor 58 is stopped, this can be detected by the torque sensor 61. When such a manual operation is performed, the steering motor 58 can be operated based on the manual operation, taking priority over automatic steering control.

[0066] Clutch 53 is provided between steering shaft 54 ​​and steering wheel 43, and when clutch 53 is disengaged, power is no longer transmitted between steering wheel 43 and steering shaft 54. Clutch 53 is configured to be disengaged, for example, when making an automatic turn near a ridge of rice paddy, and during automatic turning, rotation of steering shaft 54 ​​caused by operation of steering motor 58 is no longer transmitted to steering wheel 43.

[0067] When automatic steering of the steering unit U is performed, the steering motor 58 is driven and the steering shaft 54 ​​is rotated by the driving force of the steering motor 58, thereby changing the steering angle of the steered wheels 10. When automatic steering is not performed, the steering unit U can be rotated by manually operating the steering handle 43.

[0068] [Configuration of automatic steering control] Next, a configuration for performing automatic steering control will be described. The traveling vehicle C is equipped with a satellite positioning unit 70 (position detection means) that determines the vehicle's position using a well-known technology, the Global Positioning System (GPS), as an example of a satellite positioning system (GNSS: Global Navigation Satellite System) that receives radio waves from satellites to detect the vehicle's position. In this embodiment, the satellite positioning unit 70 uses a DGPS (Differential GPS: relative positioning method), but it may also use an RTK-GPS (Real Time Kinematic Keying-GPS). It is also possible to use Time Kinematic GPS (interferometric positioning method).

[0069] Specifically, a satellite positioning unit 70 is provided as a position detection means in the object (traveling vehicle C) to be positioned. The satellite positioning unit 70 has a receiving device 72 with an antenna 71 that receives radio waves transmitted from multiple GPS satellites orbiting the Earth. The position of the receiving device 72, i.e., the satellite positioning unit 70, is determined based on information on the radio waves (positioning signals) received from the navigation satellite.

[0070] As shown in Figures 1 to 3, the satellite positioning unit 70 is attached to the connecting frame 31 via a plate-shaped support plate 73 while being located at the front of the traveling body C. As shown in Figures 1 and 3, the receiving device 72 is supported at a high location by the connecting frame 31 and the spare seedling frame 30. This reduces the risk of reception interference at the receiving device 72, and allows the radio wave reception sensitivity of the receiving device 72 to be improved.

[0071] The receiving device 72 is not limited to being attached to the connecting frame 31 provided on the top of the spare seedling frame 30. For example, a separate frame may be provided, separate from the spare seedling frame 30, that has the function of moving the receiving device 72 to a position lower than the top of the spare seedling frame 30. The separate frame may also be configured to extend to the rear of the machine body.

[0072] In addition to the satellite positioning unit 70, the traveling vehicle C is equipped with an inertial measurement unit 74 having, for example, an IMU (Inertial Measurement Unit) 74A as orientation detection means for detecting the orientation of the traveling vehicle C. The inertial measurement unit 74 may be configured to include a gyro sensor or an acceleration sensor instead of the IMU 74A. Although not shown, the inertial measurement unit 74 is provided, for example, below the rear of the driver's seat 41, in a low position in the center of the traveling vehicle C in the width direction. The inertial measurement unit 74 can detect the angular velocity of the turning angle of the traveling vehicle C, and can calculate the vehicle's orientation change angle ΔNA (see FIG. 7) by integrating the angular velocity. Therefore, the measurement information measured by the inertial measurement unit 74 includes orientation information of the traveling vehicle C. Although not described in detail, the inertial measurement unit 74 can measure not only the angular velocity of the turning angle of the traveling vehicle C, but also the angular velocity of the left-right tilt angle of the traveling vehicle C and the forward-backward tilt angle of the traveling vehicle C.

[0073] As shown in Fig. 5, the traveling machine body C is provided with a control device 75. The control device 75 is configured to be switchable between an automatic steering mode in which automatic steering control is performed and a manual steering mode in which automatic steering control is not performed.

[0074] The control device 75 has a route setting unit 76 (route setting means), an orientation deviation calculation unit 77, a control unit 78 (control unit), and a steering control unit 79 (control unit). The route setting unit 76 sets a target movement route LM (see FIG. 6) along which the traveling machine body C should travel. The orientation deviation calculation unit 77 will be described in detail later. The control unit 78 calculates and outputs an operation amount based on position information of the traveling machine body C measured by the satellite positioning unit 70 and orientation information of the traveling machine body C measured by the inertial measurement unit 74 so that the traveling machine body C travels along the target movement route LM. The steering control unit 79 controls the steering motor 58 based on the operation amount. Specifically, the control device 75 is equipped with a microcomputer, and the route setting unit 76, orientation deviation calculation unit 77, control unit 78, and steering control unit 79 are configured by a control program.

[0075] A start point / end point setting switch 49A is provided for setting a target movement path LM used for automatic steering control by a teaching process. The setting of the start point position Ts and the setting of the end point position Tf are performed by operating the start point / end point setting switch 49A. Note that the start point / end point setting switch 49A does not have to be configured as a single switch, and may be configured such that a switch for setting the start point position Ts and a switch for setting the end point position Tf are provided side by side. As described above, the start point / end point setting switch 49A is provided on the right side of the display unit 48, but is not limited to this and may also be provided on the left side of the display unit 48.

[0076] Information from the satellite positioning unit 70, inertial measurement unit 74, automatic steering switch 50, start point / end point setting switch 49A, target setting switch 49B, steering angle sensor 60, torque sensor 61, vehicle speed sensor 62, obstacle detection unit 63 (edge ​​detection means), etc. is input to the control device 75. The vehicle speed sensor 62 is configured to detect the vehicle speed, for example, based on the rotational speed of a transmission shaft in the transmission mechanism relative to the rear wheels 11. Note that the vehicle speed may be determined not only by the vehicle speed sensor 62 but also by taking into account positioning data from the satellite positioning unit 70. The obstacle detection units 63 are provided at the front and both left and right sides of the traveling vehicle body C and are configured to detect, for example, optical distance sensors or image sensors, and are capable of detecting the edges of fields and steel towers within the fields. When an obstacle is detected by the obstacle detection unit 63, an alarm is issued to the driver by an alarm unit 64, for example, a buzzer or voice guidance. The control device 75 is also connected to an alarm unit 59 (alarm means), which is configured to notify the driver of conditions such as vehicle speed and engine RPM. The alarm unit 59 may be configured to display information on the display unit 48 or to change the blinking pattern of an LED light provided in the center mascot 14. The alarm unit 64 may be configured to display an alarm on the display unit 48 via the notification unit 59. In this case, for example, an alarm for detecting a ridge is displayed on the display unit 48. The alarm unit 64 may be configured as a part of the notification unit 59.

[0077] A teaching route corresponding to a target route to be automatically steered is set by the route setting unit 76 through a teaching process based on the operation of the start point / end point setting switch 49A.

[0078] The azimuth deviation calculation unit 77 calculates the angular deviation, i.e., the azimuth deviation, between the detected azimuth (own azimuth NA) of the traveling machine body C detected by the inertial measurement unit 74 and the target azimuth LA on the target travel path LM. When the control device 75 is set to the automatic steering mode, the control unit 78 calculates and outputs the operation amount for controlling the steering motor 58 so as to reduce the angular deviation.

[0079] The steering control unit 79 executes automatic steering control based on the operation amount output by the control unit 78 during automatic steering control of the traveling machine body C. That is, the steering motor 58 is operated so that the detected position (own machine position NM) of the traveling machine body C detected by the satellite positioning unit 70 and the inertial measurement unit 74 becomes a position on the target movement path LM.

[0080] The control signal in this embodiment may be the amount of operation output by the control unit 78, or may be a voltage value or current value with which the steering control unit 79 operates the steering motor 58.

[0081] [Target movement route] In paddy fields, rice transplanters alternate between traveling along a linear row planting path to perform rice planting work and turning around near the edge of the paddy field to move to the next row planting path. 6 shows a plurality of target movement paths LM arranged in parallel along the teaching path. In this embodiment, the target movement paths LM(1) to LM(6) are set by the path setting unit 76 in the following procedure.

[0082] First, the driver positions the traveling vehicle C at the start position Ts of the ridge in the field and operates the start / end point setting switch 49A. At this time, the control device 75 is set to manual steering mode. Then, while manually steering, the driver causes the traveling vehicle C to travel from the start position Ts along the straight line of the ridge on the side of the field to the end position Tf near the ridge on the opposite side, and then operates the start / end point setting switch 49A again. This executes the teaching process. That is, a teaching path connecting the start position Ts and the end position Tf is set based on the position coordinates at the start position Ts acquired by the satellite positioning unit 70 and the position coordinates at the end position Tf acquired by the satellite positioning unit 70. The direction along this teaching path is set as the reference target orientation LA. The position coordinates at the end position Tf may be calculated based not only on the positioning data from the satellite positioning unit 70, but also on the distance from the start position Ts based on the vehicle speed sensor 62 and the orientation information of the traveling vehicle C based on the inertial measurement unit 74. Furthermore, the traveling of the traveling vehicle C between the start position Ts and the end position Tf may be a work traveling involving rice planting work, or may be a non-work traveling.

[0083] After the teaching route is set, the traveling vehicle C makes a turn along the ridge to move to a row planting route adjacent to the teaching route. In this embodiment, the traveling vehicle C moves to the start position Ls(1). The turning along the ridge may be performed by the driver manually operating the steering handle 43, or it may be performed by automatic turning control, which will be described later. At this time, the control unit 78 can determine that the traveling vehicle C has turned by detecting a reversal of the vehicle's heading NA. The reversal of the vehicle's heading NA can be detected by the satellite positioning unit 70 or the inertial measurement unit 74.

[0084] The turning of the traveling machine body C may be determined by the operation of various devices other than the reversal of the machine's heading NA. The operation of various devices may be, for example, the raising operation of the seedling planting device W, the soil leveling rotor (not shown), the soil leveling float 25, etc., the disengagement of a side clutch (not shown), or the interruption of power transmission to the seedling planting device W. Furthermore, the arrival of the traveling machine body C at the start position Ls(1) may be determined by the satellite positioning unit 70.

[0085] After the setting of the teaching path is completed, the target movement path LM(1) is set by the path setting unit 76 at any timing. The target movement path LM(1) may be set when the setting of the teaching path is completed, or may be set while the traveling machine body C is turning, or may be set after the traveling machine body C has turned. At the timing described above, the target movement path LM(1) is set by the driver operating the target setting switch 49B. Note that the present invention is not limited to the target setting switch 49B, and for example, the target movement path LM(1) may be set by the driver operating an automatic steering switch 50 or the like. Furthermore, the target movement path LM(1) may be set automatically without any operation by the driver.

[0086] After it is determined that the traveling vehicle C has completed its turn, the control device 75 continues in manual steering mode, and the vehicle continues to travel straight ahead under manual operation. During this time, the control device 75 checks the determination conditions, such as the azimuth deviation of the vehicle's heading NA calculated by the azimuth deviation calculation unit 77, the direction of the steering wheels 10, and the steering angle of the steering handle 43, and determines whether the vehicle is in a state where it can be switched to automatic steering mode. If the vehicle is in a state where it can be switched to automatic steering mode, the control device 75 permits operation of the automatic steering switch 50. At this time, the notification unit 59 notifies the control device 75 whether the vehicle is in a state where it can be switched to automatic steering mode.

[0087] If the control device 75 is in a state where it is not possible to switch to the automatic steering mode, the notification unit 59 is configured to also notify the reason. Therefore, for example, it is possible to notify the driver of adverse conditions for automatic steering control, making it easier for the driver to prepare the conditions for starting automatic steering control. The notification by the notification unit 59 may be an audio signal such as a buzzer, may be a lit or flashing LED light provided on the center mascot 14, or may be displayed on the display unit 48. Furthermore, the notification by the notification unit 59 may be configured to be temporary or constant.

[0088] Examples of adverse conditions for automatic steering control include a significantly large azimuth deviation of the aircraft's heading NA from the target heading LA, a large deviation of the steering wheel 10 to the left or right, or the speed of the traveling aircraft C being too fast or too slow. Another example of an adverse condition for automatic steering control is when the number of navigation satellites that the satellite positioning unit 70 can capture is less than a preset number.

[0089] When the driver operates the automatic steering switch 50 while operation of the automatic steering switch 50 is permitted, the route setting unit 76 sets a target travel route LM(1), and the control device 75 switches from manual steering mode to automatic steering mode. Then, automatic steering control along the target travel route LM(1) is initiated. The target travel route LM(1) is set adjacent to the teaching route and along the target azimuth LA, and is the target travel route LM along which the traveling vehicle C will first travel for work after the teaching process. After turning the traveling vehicle C, the driver operates the operating lever 45 to lower the seedling planting device W to perform rice planting work. However, the configuration may also be such that when the control device 75 switches from manual steering mode to automatic steering mode, the seedling planting device W lowers and rice planting work begins.

[0090] The automatic steering control continues until the obstacle detection unit 63 detects a ridge near the end position Lf(1), which is located on the opposite side of the start position Ls(1) of the target travel path LM(1). During this time, for example, during automatic steering control, the swash plate of the HST is operated by the electric motor, and even if the driver operates the main shift lever 44, the operation of the main shift lever 44 is not transmitted to the HST (not shown). Alternatively, the main shift lever 44 may be restrained in a predetermined position so as not to move during automatic steering control. This configuration is particularly useful in a configuration in which the main shift lever 44 and the HST are mechanically linked. Note that even if the main shift lever 44 cannot operate the HST during automatic steering control, the main shift lever 44 may be able to operate the HST by stopping the engine 13 or the traveling vehicle C using a dedicated operating tool (not shown) or by operating the brakes.

[0091] When the obstacle detection unit 63 determines that the distance between the traveling machine body C and the edge of the field is within a predetermined range, the alarm unit 64 issues an alarm to the driver. At this time, the alarm from the alarm unit 64 may be an audio alarm such as a buzzer, a lit or flashing LED light provided on the center mascot 14, or a display on the display unit 48. The obstacle detection unit 63 continues to detect the edge of the field for a predetermined time, thereby determining that the edge of the field has been detected. The engine 13 is then stopped, and the control device 75 is switched to manual steering mode, thereby canceling the automatic steering control. Alternatively, when the detection of the edge of the field is determined, the engine 13 may not be stopped, and the traveling machine body C may decelerate or stop. In other words, it is sufficient that the automatic steering control is canceled when it is determined that the distance between the traveling machine body C and the edge of the field is within a predetermined range.

[0092] In this manner, the automatic steering control is deactivated near the edge of a field by determining that a field is detected. However, the automatic steering control may be continued even near the edge of a field if certain conditions are met. For example, even if the obstacle detection unit 63 detects a field of a field and issues an alarm to the driver, the automatic steering control may be continued without determining whether a field of a field is detected by the driver by continuing to operate the automatic steering switch 50. In this case, the automatic steering control may be deactivated by the driver ceasing to operate the automatic steering switch 50. This allows the automatic steering control to continue regardless of whether a field of a field is detected until the traveling vehicle C reaches the end position Lf(1). Furthermore, the continuation of the automatic steering control described above is not limited to operation of the automatic steering switch 50, but may also be, for example, operation of the start and end point setting switch 49A or the target setting switch 49B.

[0093] When the traveling vehicle C reaches the end position Lf(1) of the target travel path LM(1), the driver operates the steering handle 43 toward the unworked area side of the target travel path LM(1) to perform a ridge-edge turning, and the traveling vehicle C moves to the start position Ls(2) of the next work travel. Note that this ridge-edge turning may be performed by automatic turning control, which will be described later. Before the traveling vehicle C turns, the driver can operate the operating lever 45 to raise the seedling planting device W, but the configuration may also be such that operation of the steering handle 43 cuts off the transmission to the seedling planting device W, causing the seedling planting device W to rise. It is then determined that the traveling vehicle C has turned.

[0094] After the work travel along the target travel path LM(1) is completed, the target travel path LM(2) is set by the path setting unit 76 at any timing. The target travel path LM(2) may be set when the obstacle detection unit 63 determines the edge of a field, or may be set while the traveling machine body C is turning, or may be set after the traveling machine body C has turned. At the above-mentioned timing, the target travel path LM(2) is set by the driver operating the target setting switch 49B. Note that the target travel path LM(2) is not limited to the target setting switch 49B, and for example, the target travel path LM(2) may be set by the driver operating an automatic steering switch 50 or the like. Furthermore, the target travel path LM(2) may be set automatically without driver operation. After the target travel path LM(2) is set adjacent to the unworked area side of the target travel path LM(1), automatic steering control is started along the target travel path LM(2), and the traveling machine body C travels for work.

[0095] After the traveling machine body C reaches the end position Lf(2) of the target travel path LM(2), the setting of the target travel path LM after turning around the ridge and the work travel are repeated in the order of the target travel paths LM(3), LM(4), LM(5), and LM(6). In other words, each target travel path LM is set one by one.

[0096] During automatic steering control, information on the vehicle's position NM is acquired over time by the satellite positioning unit 70. Furthermore, the vehicle speed is calculated by the vehicle speed sensor 62, and as shown in FIG. 7, the relative heading change angle ΔNA is measured over time by the inertial measurement unit 74. The heading deviation calculation unit 77 calculates the vehicle's heading NA from the point where automatic steering control was started over time by integrating the heading change angle ΔNA. The heading deviation calculation unit 77 then calculates the heading deviation between the vehicle's heading NA and the target heading LA. The control unit 78 outputs an operation amount so that the vehicle's heading NA coincides with the target heading LA, and the steering control unit 79 operates the steering motor 58 based on the operation amount. This allows the traveling vehicle C to travel accurately along the target travel path LM. The driver is not operating the steering handle 43.

[0097] [Setting the target movement route] 8 shows a target movement path LM2 for a subsequent process, which is a target for a subsequent process, adjacent to the target movement path LM. The target movement path LM2 for a subsequent process is set as a target movement path along which the traveling machine body C will perform work travel after the target movement path LM. Therefore, if the target movement path LM in FIG. 8 corresponds to the target movement path LM(1) in FIG. 6, the target movement path LM2 for a subsequent process in FIG. 8 corresponds to the target movement path LM(2) in FIG. 6. Furthermore, if the target movement path LM in FIG. 8 corresponds to the target movement path LM(2) in FIG. 6, the target movement path LM2 for a subsequent process in FIG. 8 corresponds to the target movement path LM(3) in FIG. 6. The same applies to the target movement path LM and the target movement path LM2 for a subsequent process in FIGS. 9 to 11, which will be described later.

[0098] 6. The target movement path LM in Fig. 8 may be the teaching path described above. In this case, the target movement path LM2 for the post-process in Fig. 8 corresponds to the target movement path LM(1) in Fig. 6.

[0099] Basically, the target movement path LM2 for the subsequent process is set at a preset distance P from the target movement path LM based on the positioning data of the satellite positioning unit 70. Here, the set distance P is a distance corresponding to the working width over which the seedling planting device W performs rice planting work.

[0100] However, DGPS errors can generally range up to several meters. Therefore, when DGPS is used as the satellite positioning unit 70, it is conceivable that the coordinate position of the vehicle's own position NM, based on the positioning data actually acquired by the satellite positioning unit 70, may deviate from the actual target movement path LM. For this reason, if the target movement path LM2 for the subsequent process is set based only on the coordinate position of the vehicle's own position NM actually acquired by the satellite positioning unit 70, there is a risk that already-planted seedlings in the already-worked area will be trampled or that a non-worked area will be created between the work travel trajectory before and after the ridge-edge turn.

[0101] In this embodiment, the distance between the target movement path LM2 for the subsequent process and the target movement path LM is calculated based on the actual positional deviation of the traveling machine body C that has been automatically steered along the target movement path LM. As mentioned above, DGPS errors can range up to several meters. However, when positioning between two points using DGPS is performed within a short period of time, such as ten seconds, the error in the relative position between the two points is known to be 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 spaced a relative distance from the machine's own position NM based on positioning data measured immediately before turning to the edge of a field. In other words, the target movement path LM2 for the subsequent process is set at a position spaced a set distance P from the machine's own position NM calculated based on the positioning data from the satellite positioning unit 70.

[0102] In automatic steering control along the target movement path LM, when the traveling vehicle C travels for work while being displaced by a position deviation d toward the unworked area from the target movement path LM, the actual work travel trajectory of the traveling vehicle C will be the travel trajectory of the dashed-dotted line La shown in Figure 8. The travel trajectory of the dashed-dotted line La is calculated based on the positioning data of the satellite positioning unit 70. The absolute error in the positioning data measured by the satellite positioning unit 70 is also included in the position deviation deviation d.

[0103] Immediately before turning along the edge of the field, the position coordinates NM3 of the vehicle's position NM are measured as positioning data by the satellite positioning unit 70. After the position coordinates NM3 are measured and before automatic driving control is started, turning along the edge of the field is performed, and a target movement path LM2 for the subsequent process is set at an arbitrary timing. Because normal turning along the edge of the field is completed in about a few seconds, the relative error between the position coordinates measured by the satellite positioning unit 70 immediately after turning along the edge of the field and the position coordinates NM3 immediately before turning along the edge of the field is small. Note that the position coordinates NM3 may be an average of multiple pieces of positioning data measured by the satellite positioning unit 70 near the end position Lf (the average position of multiple pieces of position information).

[0104] Normally, the target movement path LM2 for the subsequent process is set at a position spaced a set distance P from the target movement path LM, that is, at the position of the dashed line lm shown in Fig. 8. In contrast to this, in this embodiment, in response to the positional deviation deviation d of the traveling machine body C, the target movement path LM2 for the subsequent process is set in a state where it has moved in parallel from the dashed line lm by the positional deviation deviation d toward the unworked area.

[0105] Furthermore, it is possible that the actual work travel trajectory of the traveling body C is displaced by a position deviation d toward the already worked area from the target travel path LM. In this case, the target travel path LM2 for the subsequent process is set in a state where it is shifted in parallel by the position deviation d toward the already worked area from the set distance P from the target travel path LM.

[0106] As a result, even if the positioning data measured by the satellite positioning unit 70 contains errors, it is possible to set the position at a distance P away from the aircraft's own position NM. The target movement path LM2 for the subsequent process is set at a position separated by the working width of the seedling planting device W, which prevents the seedlings already planted in the working area from being trampled or the creation of a non-working area between the working travel path before and after turning at the edge of the field. This configuration is particularly useful in a configuration where a DGPS is used as the satellite positioning unit 70.

[0107] [Automatic turning at the edge of fields] Generally, turning along the ridge of a field is performed by the driver operating the steering handle 43. However, manual turning along the ridge requires the machine to change direction so that it reaches the start position Ls of the next target travel path LM and aligns its forward direction with the target orientation of the target travel path LM. This requires many elements that depend on the driver's skill, placing a burden on inexperienced drivers. In particular, in the configuration described above in which the target travel path LM2 for the subsequent process is set based on the position coordinate NM3 measured immediately before turning along the ridge, it is desirable for the traveling machine body C to reach the start position Ls of the next work travel within a certain time period and to meet the conditions for starting automatic steering control within that certain time period. For this reason, in this embodiment, the control unit 78 is configured to be able to switch to automatic turning control.

[0108] In the automatic turning control, the control unit 78 is configured to instruct the steering control unit 79 to perform a steering operation based on the vehicle's own position NM measured by the satellite positioning unit 70, for example, via data conversion using a lookup table. Furthermore, the satellite positioning unit 70 is not the only option. For example, the vehicle's own position NM may be calculated by integrating the vehicle speed measured by the vehicle speed sensor 62 and the azimuth change angle ΔNA (see FIG. 7) measured by the inertial measurement unit 74. The control unit 78 is configured to start automatic turning at any timing, using the detection of a ridge by the obstacle detection unit 63 as a condition for starting automatic turning. The target position for the automatic turning control is the start position Ls of the next work trip, and turning control is performed so that the vehicle's own orientation NA of the traveling machine body C coincides with the target orientation LA at the start position Ls.

[0109] The following describes the pattern of turning along the edge of a field. In the turning travel pattern shown in Figure 9, work travel is performed along the target movement path LM across the left-right width of the work width W1, and then a U-shaped turning travel is performed from the end position Lf of the work travel to the start position Ls of the next work travel. Note that the work width W1 is the work width of the seedling planting device W, and the work width W1 and the work width W2 have the same width. The same applies to the work width W1 and the work width W2 shown in Figures 10 and 11, which will be described later.

[0110] In the turning travel pattern shown in Figure 9, the distance W3 between the end point position Lf or start point position Ls and the edge of the field ridge is twice the working width W1 or W2. Therefore, after completing work travel on all target movement paths LM, the traveling body C performs work travel while traveling in two circles along the edge of the field ridge. The turning travel pattern shown in Figure 9 is mainly used in rice transplanters having seedling planting devices W of the four-row or six-row planting type.

[0111] When the traveling machine body C approaches the edge of the field, the obstacle detection unit 63 detects the edge over time, and after it is determined that the traveling machine body C will leave the edge of the field, automatic turning control is started. The point indicated by P1 in Figure 9 is approximately the midpoint of the ridge-edge turning travel, and is the position where the traveling machine body C comes closest to the edge of the field. Therefore, after the traveling machine body C passes the point P1, it is determined that the traveling machine body C will leave the edge of the field, and automatic turning control is started by the control unit 78. The same applies to the point indicated by P1 in Figure 10, which will be described later.

[0112] The timing at which automatic turning control is started may be, for example, after the traveling machine body C passes point P1, the driver may be notified via the notification unit 59 that automatic turning is possible, and automatic turning control may be started by operating the start point / end point setting switch 49A, the target setting switch 49B, the automatic steering switch 50, etc. Alternatively, automatic turning control may be started automatically. Alternatively, even before the traveling machine body C passes point P1, automatic turning control may be permitted by operating the start point / end point setting switch 49A, the target setting switch 49B, the automatic steering switch 50, etc., and after the traveling machine body C passes point P1, it may be determined that the traveling machine body C will move away from the edge of the field, and automatic turning control may be started.

[0113] In the turning travel pattern shown in Figure 10, work travel is performed along the target movement path LM in a left-right width spanning the work width W1, and then a U-shaped turning travel is performed from the end position Lf of the work travel to the start position Ls of the next work travel.

[0114] In the turning travel pattern shown in Figure 10, the distance between the end position Lf or start position Ls and the edge of the field ridge is the same as the working width of the seedling planting device W. For this reason, in the case of a rice transplanter having a seedling planting device W of a seven-row or eight-row planting type, for example, if turning travel is performed along the edge of the field ridge, there is a risk that the front of the traveling vehicle body C will come into contact with the edge of the field. For this reason, in the turning travel pattern shown in Figure 10, after the traveling vehicle body C reaches the end position Lf of the target movement path LM, the traveling vehicle body C moves backward to the position Lff, and then makes a U-shaped turning travel toward the start position Ls of the next work travel.

[0115] 9, the timing at which the automatic turning control is started in the turning traveling pattern shown in Fig. 10 may be not only the timing already described in the turning traveling pattern shown in Fig. 9, but also, for example, a configuration in which the automatic turning control is started when it is determined that the traveling machine body C has moved backward from the end point position Lf to the position Lff may be adopted. Also, after the traveling machine body C reaches the end point position Lf, a configuration in which the automatic turning control traveling including the backward movement from the end point position Lf to the position Lff is performed by operating the automatic steering switch 50 or the like may be adopted.

[0116] In the turning travel pattern shown in FIG. 11, the distance between the end position Lf or start position Ls and the edge of the field ridge is the same as the working width of the seedling planting device W. Furthermore, the traveling vehicle C is configured so that the turning radius of curvature of the traveling vehicle C is smaller than the working width of the seedling planting device W. Therefore, in the turning travel pattern shown in FIG. 11, after work travel is performed along the target movement path LM in a left-right width spanning the working width W1, the traveling vehicle C first makes an L-shaped turn from the end position Lf of the work travel to position P1 along the edge of the field ridge. Next, the traveling vehicle C travels straight along the edge of the field ridge to position P2. Then, from position P2 toward the start position Ls of the next work travel, the traveling vehicle C makes another L-shaped turn, completing the edge-of-field turning travel. The turning travel pattern shown in FIG. 11 is mainly used in rice transplanters having a seedling planting device W of the ten-row planting type.

[0117] The turning travel from position P2 toward the start position Ls of the next work travel is a turning travel in which the steering wheels 10 are steered in a direction that causes the traveling vehicle body C to move away from the ridge of the field. Therefore, after the traveling vehicle body C passes point P2, it is determined that the traveling vehicle body C will move away from the ridge, and automatic turning control is initiated by the control unit 78. The timing at which automatic turning control is initiated may be, for example, when the traveling vehicle body C is traveling along the ridge of the field and the steering handle 43 is detected to be operated toward the start position Ls of the next work travel, and automatic turning control is initiated. Alternatively, the automatic turning control may be initiated by operating the automatic steering switch 50 or the like after the traveling vehicle body C has passed point P2. In addition, even before the traveling body C passes through the point P2, automatic turning control may be permitted by operating the start and end point setting switch 49A, the target setting switch 49B, the automatic steering switch 50, etc., and after the traveling body C passes through the point P2, it may be determined that the traveling body C will move away from the edge of the field, and automatic turning control may be started.

[0118] The steering wheel 43 is configured so that, while the automatic turning control is being performed, the steering angle of the steering wheels 10 is not transmitted to the steering wheel 43 even if the steering angle of the steering wheels 10 is changed. For example, if the configuration is such that the operation of the steering wheel 43 is transmitted to the steering control unit 79 by an electrical signal, the steering control unit 79 may be configured to perform the automatic turning control regardless of the operation of the steering wheel 43. Furthermore, if a clutch is interposed between the steering wheel 43 and the steering wheels 10, the clutch may be configured to be disengaged while the automatic turning control is being performed. Note that, before the automatic turning control is started, the notification unit 59 or the warning unit 64 notifies the driver that the automatic turning control is about to be started, and urges the driver to take their hands off the steering wheel 43. Furthermore, even if the driver is unable to operate the steering wheel 43 during the automatic turning control, the driver may be able to operate the steering wheel 43 by using a dedicated operating tool (not shown) or by operating the brakes.

[0119] [Position Misalignment Correction Processing] If the traveling machine body C deviates laterally from the target movement path LM beyond a preset range, the following positional deviation correction process is executed. As shown in Fig. 12, when the traveling machine body C travels in a state in which its own position NM deviates laterally from the target movement path LM by a positional deviation amount ΔP, the control unit 78 changes the target orientation LA to an orientation inclined by the set tilt angle α1. In other words, the control unit 78 executes automatic steering control by changing the target orientation LA to an orientation inclined by the set tilt angle α1 toward the side where the target movement path LM is located, as the target orientation LA for automatic steering control.

[0120] At this time, the further the vehicle position NM is from the location corresponding to the target travel path LM, the larger the set inclination angle α1 is set, and the closer the vehicle position NM is to the location corresponding to the target travel path LM, the gentler the set inclination angle α1 is set. Also, if the vehicle speed is low, the set inclination angle α1 is set to high, and the faster the vehicle speed is, the gentler the set inclination angle α1 is set. However, an upper limit is set for the set inclination angle α1, and no matter how low the vehicle speed or how large the positional deviation, the set inclination angle α1 will not exceed the set upper limit. This prevents the traveling vehicle body C from making a sharp turn and causing the traveling state to become unstable.

[0121] When the aircraft's heading NA reaches the target heading LA, which is tilted by the set tilt angle α1, the target heading LA is changed to an heading tilted by a tilt angle α2, which is gentler than the set tilt angle α1. Furthermore, when the aircraft's heading NA reaches the target heading LA, which is tilted by the tilt angle α2, the target heading LA is changed to an heading tilted by a tilt angle α3, which is gentler than the tilt angle α2. In this way, the traveling vehicle C travels in an oblique direction with the heading deviation from the target travel path LM gradually decreasing, so the positional deviation ΔP can be quickly reduced.

[0122] The location corresponding to the above-mentioned target movement path LM has a region of a predetermined width (first distance) in the horizontal direction on both the left and right sides of the position corresponding to the target movement path LM. In other words, a control dead zone for the position deviation is set, and when the position deviation falls within the range of the control dead zone (within the range of the first distance), the target orientation LA is not tilted but is set in a direction along the original target movement path LM.

[0123] With the above-described configuration, the traveling body C is guided to the target movement path LM, and therefore, in particular, in the automatic steering control that is started immediately after the above-described automatic turning control, the positional deviation of the traveling body C from the target movement path LM is quickly converged.

[0124] The system may be configured not to execute the above-described positional deviation correction control when it is determined that the accuracy of the positioning data from the satellite positioning unit 70 has decreased. In this case, the positional deviation is not taken into consideration, and automatic steering control is performed so that the aircraft's heading NA is aligned with the target heading LA in the direction along the target movement path LM.

[0125] [Display] As shown in FIG. 13 , the status of the machine is displayed on the screen of the display unit 48 via the notification unit 59. The display unit 48 is divided into multiple display areas, including a work information area 100, a positional deviation information area 101, and a vehicle speed information area 102. The work information area 100 displays the work date and time, work results, etc., at the upper left edge of the display unit 48. The positional deviation information area 101 displays the amount of positional deviation of the traveling machine C (machine position NM) from the target movement path LM at the upper center. The vehicle speed information area 102 displays the vehicle speed at the upper right edge. The large area other than the upper side of the display unit 48 is a position information area 104, which indicates the position of the traveling machine C in the field. The small area at the left edge of the position information area 104 is a steering status information area 103, which indicates the status of the control device 75, whether it is in automatic steering mode or manual steering mode. A group of touch panel operated software buttons 120 is arranged at the right end of the position information area 104. Further to the right of the display unit 48, a group of physical buttons 121 is arranged.

[0126] The position information area 104 displays the work status of the field around the traveling machine C, the target movement route LM, and the machine symbol SY indicating the machine's own position NM. Of the target movement route LM, the target movement route LM during work travel is drawn with a thick solid line for ease of understanding. Furthermore, areas where rice planting has already been completed are displayed with each planted seedling shown as a dotted line. This allows a clear visual distinction between areas that have already been worked and areas that have not yet been worked. Note that the display of the planted seedling marks may be a line indicating linear planting stripes instead of a dotted line.

[0127] Although not explicitly shown in FIG. 13 , the actual route traveled by the traveling vehicle C, i.e., the travel trajectory, can also be displayed on the display unit 48. By comparing this travel trajectory with the target travel path LM, the accuracy of the automatic steering control can be checked. The travel trajectory is displayed on the display unit 48 based on positioning data from the satellite positioning unit 70. The vehicle symbol SY is also shown as an arrow, with the sharp pointing direction indicating the direction of travel, i.e., the vehicle's heading NA. To make the azimuth deviation between the vehicle's heading NA and the target heading LA more visually comprehensible, a pointer 110 extending from the center of the vehicle symbol SY in the direction of travel and a direction scale 111 indicating the angular range of its orientation are overlaid. A boundary line 112 indicating the allowable range of azimuth deviation is also displayed. A digital value of the azimuth deviation can also be displayed. The driver can visually check the position deviation and azimuth deviation of the traveling vehicle C relative to the target travel path LM through the display unit 48.

[0128] When the target movement path LM2 for the subsequent process is set based on the work travel on the target movement path LM, the amount of positional deviation of the traveling machine body C from the target movement path LM2 for the subsequent process is displayed in the positional deviation information area 101, as shown in Fig. 13. The timing at which the amount of positional deviation is displayed may be during the turning travel along the edge of the field from the target movement path LM to the target movement path LM2 for the subsequent process, or may be after the turning travel along the edge of the field is completed.

[0129] As described above, when two-point positioning is performed using DGPS within a short period of time, such as ten seconds, the relative position error between the two points is extremely small. However, the error in the position coordinates measured over time by DGPS becomes larger as time passes since the position coordinate NM3 (see FIG. 8 ) was measured immediately before turning into a field edge. In other words, the positioning accuracy relative to the position coordinate NM3 decreases over time. For this reason, when the satellite positioning unit 70 is configured to use DGPS, the display unit 48 is configured to not display the position deviation amount in the position deviation information area 101 if it determines that the position deviation amount accuracy has decreased. For example, a preset time for displaying the position deviation amount in the position deviation information area 101 may be set, and the position deviation amount may not be displayed in the position deviation information area 101 once the set time has elapsed since the position coordinate NM3 was measured.

[0130] While the above-mentioned automatic turning control is being performed, the position and amount of positional deviation of the traveling machine body C are not displayed in the positional deviation information area 101 and the positional information area 104 on the screen displayed on the display unit 48. In other words, the display on the display unit 48 during automatic turning indicates that automatic turning is in progress, making the display easy to understand for the driver. Also, the display may be freely switchable so that the position and amount of positional deviation of the traveling machine body C during automatic turning are displayed at the driver's discretion. Switching between display and non-display may be performed by operating the software button group 120 or the physical button group 121. Also, the amount of positional deviation may be notified by audio notification from the notification unit 59 or by a lit or flashing switch.

[0131] If the receiving sensitivity of the satellite positioning unit 70 is insufficient due to factors such as a small number of navigation satellites that the satellite positioning unit 70 can acquire, there is a risk that the positioning data of the satellite positioning unit 70 will contain large errors. In such cases, the position deviation amount may not be displayed in the position deviation information area 101. Alternatively, the position deviation information area 101 or the position information area 104 may be configured to notify the driver via the notification unit 59 that the receiving sensitivity of the satellite positioning unit 70 is insufficient. This prompts the driver to manually perform work driving. The notification that the receiving sensitivity of the satellite positioning unit 70 is insufficient may be provided by voice guidance or a lit or flashing switch, and may be configured to be switched off. The notification time provided by the notification unit 59 may be freely adjustable. Furthermore, when the automatic steering switch 50 is operated in this state, the positional deviation may not be taken into consideration, and automatic steering control may be performed so that the aircraft's heading NA is aligned with the target heading LA.

[0132] The target travel path LM may be configured to be correctable after being set. For example, a case may be considered in which a manual work drive is performed immediately after completion of a ridge-edge turning drive, and the vehicle's position NM is shifted to the left or right relative to the target travel path LM in a forward view of the traveling vehicle body C. In such a case, the driver may be able to correct the target travel path LM by moving it parallel to the left or right in a forward view of the traveling vehicle body C in the direction of the vehicle's position NM. With this configuration, even if the positional deviation of the vehicle's position NM relative to the target travel path LM is outside the allowable range, the positional deviation of the vehicle's position NM relative to the target travel path LM can be brought within the allowable range by correcting the target travel path LM. This allows automatic steering control along the target travel path LM to be started promptly. The correction of the target travel path LM may be performed by operating the software button group 120 or the physical button group 121.

[0133] [Another embodiment] The present invention is not limited to the configurations exemplified in the above-described embodiments, and other representative embodiments of the present invention will be exemplified below.

[0134] [1] In the above-described embodiment, the target movement paths LM2 for the subsequent process are configured to be set one by one, but this is not limited to the above-described embodiment. For example, as shown in Fig. 14, the target movement paths LM2 for the subsequent process may be configured to be set in multiples at the same time. In Fig. 14, the target movement paths LM2(A1), LM2(A2), and LM2(A3) for the subsequent process are set at equal intervals set in advance on the unworked area side of the target movement path LM. The target movement paths LM2(A1), LM2(A2), and LM2(A3) for the subsequent process are set based on the work travel trajectory of the traveling machine body C on the target movement path LM. In addition, the target movement paths LM2(B1), LM2(B2), and LM2(B3) for the subsequent process are set at equal intervals based on the work travel trajectory of the traveling machine body C on the target movement path LM2(A3) for the subsequent process.

[0135] The timing at which the target movement paths LM2(A1), LM2(A2), and LM2(A3) for the subsequent process are set may be when the obstacle detection unit 63 determines a ridge near the end position Lf, or may be while the traveling machine body C is making a ridge-edge turn toward the start position Ls(A1), or may be after the traveling machine body C has reached the start position Ls(A1). Also, the timing at which the target movement paths LM2(B1), LM2(B2), and LM2(B3) for the subsequent process are set may be when the obstacle detection unit 63 determines a ridge near the end position Lf(A3), or may be while the traveling machine body C is making a ridge-edge turn toward the start position Ls(B1), or may be after the traveling machine body C has reached the start position Ls(B1). At the timings described above, the target movement paths LM2 for the respective subsequent processes are set by the driver operating the target setting switch 49B, but this is not limited to this configuration, and for example, the paths may be set by the driver operating an automatic steering switch 50 or the like, or may be set automatically without the driver's operation.

[0136] When multiple mobile work machines are configured to work simultaneously, the mobile work machines may work in parallel along the target movement paths LM2(A1), LM2(A2), and LM2(A3) for the subsequent processes, and then work in parallel along the target movement paths LM2(B1), LM2(B2), and LM2(B3) for the subsequent processes.

[0137] [2] In the above-described embodiment, the path setting unit 76 is configured to set the target movement path LM2 for the subsequent process on the unworked area side of the target movement path LM. However, this is not limited to the above-described embodiment. For example, if there are unworked areas on both the left and right sides of the target movement path LM, the target movement paths LM2(L) and LM2(R) for the subsequent process may be set on both the left and right sides of the target movement path LM, as shown in FIG. 15. In this case, the target movement paths LM2(L) and LM2(R) for the subsequent process may be set after a ridge-edge turning run toward one of the target movement paths LM2(L) and LM2(R). After the turning of the traveling machine body C is determined, the setting of the target movement path LM2 for the subsequent process may be finalized. Normally, the target movement paths LM2(L) and LM2(R) for the subsequent process are set at a position spaced a set distance P from the target movement path LM, i.e., at the position indicated by the dashed lines lm(L) and lm(R) shown in FIG. 15. In contrast to this, in this embodiment, the target movement paths LM2(L), LM2(R) for the subsequent process are set in a state where they are shifted in parallel from the dashed lines lm(L), lm(R) by the positional deviation deviation d in response to the positional deviation deviation d of the traveling body C.

[0138] [3] Even when the target movement path LM is set to be linear, the actual work traveling trajectory of the traveling machine body C may meander as shown by the dashed line in FIG. 16, for example, due to slippage of the traveling machine body C or avoidance of obstacles in the field. In such cases, the target movement path LM2 for the subsequent process is set along the actual work traveling trajectory of the traveling machine body C. The target movement path LM2(1) for the subsequent process shown in FIG. 16 meanders along the actual work traveling trajectory of the traveling machine body C. This prevents the risk of trampling on already planted seedlings in the already worked area when the traveling machine body C travels for work along the target movement path LM2 for the subsequent process, or of a non-worked area being created between the work traveling trajectory before and after turning around the ridge. The actual work travel trajectory of the traveling body C may be calculated based on the positioning data of the satellite positioning unit 70, or may be calculated by integrating the vehicle speed measured by the vehicle speed sensor 62 and the azimuth change angle ΔNA (see Figure 7) measured by the inertial measurement unit 74.

[0139] When the target movement path LM2 for the subsequent process is set along the actual work traveling trajectory of the traveling machine body C, the target movement path LM2 for the subsequent process is configured to have a linear shape that is more linear than the actual work traveling trajectory of the traveling machine body C. For example, if the work traveling trajectory of the traveling machine body C with respect to the target movement path LM meanders in a complex manner, the target movement path LM2 for the subsequent process may also meander in a complex manner, and the traveling machine body C may not be able to travel accurately along the target movement path LM2 for the subsequent process. For this reason, the target movement path LM2(1) for the subsequent process shown in FIG. 16 is set at a position that is further separated by Δp from the position separated by the set distance P from the target movement path LM. Then, the target movement path LM2(1) for the subsequent process is set in a state where the meandering portion shown by the dashed line in FIG. 16 is separated by the set distance P from the meandering portion of the target movement path LM2(1) for the subsequent process. As a result, the target movement path LM2(2) for the subsequent process, which is set after the setting of the target movement path LM2(1) for the subsequent process, is set to be more linear than the target movement path LM2(1), and the target movement path LM2(3) for the subsequent process, which is set after the setting of the target movement path LM2(2), is set to be substantially linear. As a result, even if the actual work travel trajectory of the traveling machine body C accidentally meanders, it is gradually corrected to be linear by the target movement path LM2 for the subsequent process, which is set thereafter. Note that the number of meandering portions of the target movement path LM2 for the subsequent process, which are between the target movement path LM shown in FIG. 16 and the substantially linear target movement path LM2(3) for the subsequent process shown at the right end of FIG. 16, can be changed as appropriate.

[0140] [4] In the above-described embodiment, the target travel path LM is set within a single complete field, but this is not limited to the above-described embodiment. For example, the target travel path LM may be set across multiple fields. In this case, a teaching path or an actual work travel trajectory relative to the target travel path LM may be stored as a reference path and used to set the target travel path LM in other fields. The reference path may be stored in a memory unit of a microcomputer provided in the traveling machine body C, or in a memory unit of an external terminal. When the reference path is stored in a memory unit of an external terminal, the traveling machine body C may be equipped with a communication device capable of communicating with the external terminal via a wide area network (WAN) or the like, and the reference path may be read from the memory unit of the external terminal to the microcomputer of the traveling machine body C. A plurality of reference paths may be stored in a memory unit provided in an external terminal or the microcomputer of the traveling machine body C. With this configuration, the target movement path LM can be set without teaching travel simply by reading out the reference path corresponding to each field.

[0141] [5] The setting of the target movement path LM2 for the subsequent process shown in the above-described embodiment may be configured not to be performed once the set time has elapsed since the timing at which the position coordinate NM3 (see FIG. 8) was measured. When the satellite positioning unit 70 is configured to use DGPS, the positioning accuracy relative to the position coordinate NM3 decreases over time. For this reason, when the path setting unit 76 determines that the target movement path LM2 for the subsequent process cannot be set with high accuracy, the setting of the target movement path LM2 for the subsequent process may be disabled.

[0142] [6] When the target movement path LM2 for the subsequent process cannot be set, a configuration may be provided in which the driver is notified of the impossibility of setting the target movement path LM2 for the subsequent process via the notification unit 59. The notification by the notification unit 59 may be an audio sound such as a buzzer, a lighting or flashing LED light provided on the center mascot 14, or a display on the display unit 48. Examples of cases in which the target movement path LM2 for the subsequent process cannot be set include when there is a headland or ridge of the field on the set route of the target movement path LM2 for the subsequent process, when the set position of the target movement path LM2 for the subsequent process crosses the boundary of the field and enters an adjacent field, when an obstacle is detected on the set route of the target movement path LM2 for the subsequent process, or when a malfunction of the satellite positioning unit 70 is detected.

[0143] [7] If the traveling machine body C deviates from the target movement path LM by more than a preset distance, the target movement path LM may be configured not to be used for work traveling. If the traveling machine body C deviates from the target movement path LM by more than a preset distance, it is considered highly likely that the driver is intentionally operating the traveling machine body C. In such a case, a configuration that prioritizes the driver's manual operation is preferable. Of course, if a ridge-edge turning trip is performed after the completion of work traveling along the target movement path LM, and the traveling machine body C deviates from the target movement path LM2 for the subsequent process by more than a preset distance (a second distance longer than the first distance), the target movement path LM2 for the subsequent process may also be configured not to be used for work traveling.

[0144] [8] The path setting unit 76 may be configured to set the target movement path LM2 for the subsequent process in cooperation with the control unit 78 and the steering control unit 79. For example, the control unit 78 may be configured to determine the setting of the target movement path LM2 for the subsequent process by the path setting unit 76 and perform either or both of the automatic turning control and the automatic travel control described above. Furthermore, after the traveling machine body C has traveled for work along the target movement path LM, the driver may individually determine whether to travel for work along the target movement path LM2 for the subsequent process. For this reason, the path setting unit 76 may be configured to be switchable between a configuration in which the target movement path LM2 for the subsequent process is set in cooperation with the control unit 78 and the steering control unit 79 and a configuration in which the target movement path LM2 for the subsequent process is set independently of the control unit 78 and the steering control unit 79.

[0145] [9] The present invention is not limited to the above-described embodiment. For example, the path setting unit 76 may be configured to set the target movement path LM2 for the subsequent process when the orientation deviation between the own orientation NA of the traveling machine body C and the target orientation LA of the target movement path LM becomes larger than a preset range. For example, when the orientation deviation angle becomes 90 degrees or more, a turning of the traveling machine body C may be determined, and the target movement path LM2 for the subsequent process may be set. In this case, the target movement path LM2 for the subsequent process may be set automatically, or the target movement path LM2 for the subsequent process may be set by operating the target setting switch 49B, the automatic steering switch 50, or the like. Furthermore, the target movement path LM2 for the subsequent process may be set when the orientation deviation angle becomes larger than a preset range after the setting of the target movement path LM2 for the subsequent process is permitted by operating the target setting switch 49B, the automatic steering switch 50, or the like.

[0146]

[10] As an operating tool for setting the target movement path LM2 for the subsequent process, other than the target setting switch 49B, for example, a software button group 120 on the display unit 48 or a physical button group 121 on the right side of the display unit 48 may be used. In other words, the operating tool may be a dedicated operating tool, or may be an existing button switch or lever with an additional function added.

[0147]

[11] In the above-described embodiment, the target for the subsequent process is the target movement path LM2 for the subsequent process. However, the target for the subsequent process may be, for example, the starting position Ls after turning at the edge of a field. When the driver operates the target setting switch 49B, a target movement path LM2 for the subsequent process that is parallel to the target movement path LM that has already been traveled may be set based on the starting position Ls. Furthermore, the target for the subsequent process may be a part of the target movement path LM2 for the subsequent process, for example, a region of the target movement path LM2 for the subsequent process that is several meters from the starting position Ls. Furthermore, when the traveling body C has completed all work travel along the target travel path LM, or when refueling or the like becomes necessary during rice planting work, the target for the subsequent process may be a headland area along the edge of the paddy field.

[0148]

[12] In addition to the rice transplanter described above, the present invention can be applied to other direct seeding machines, including direct seeding machines. Furthermore, the present invention can also be applied to agricultural machines other than direct seeding machines, such as tractors and combine harvesters. [Industrial Applicability]

[0149] The present invention is applicable to a traveling work machine that travels to perform work along a target travel path in a field. [Explanation of symbols]

[0150] 43: Steering handle (artificial operating tool) 59: Notification unit (notification means) 63: Obstacle detection unit (ridge detection means) 70: Satellite positioning unit (position detection means) 76: Route setting section 78: Control unit (control unit) 79: Steering control section (control section) C: Running body W: Seedling planting device (work device) LM: Target movement path LM2: Target movement path for subsequent processes (target for subsequent processes)

Claims

1. a traveling machine body that travels in a field; a work device that performs work on a field; a control unit capable of automatic turning control to a target travel path for a subsequent process, The automatic turning control by the control unit is possible when transitioning from the target travel path to the target travel path for the subsequent process, After reaching the end of the target travel route, the traveling work machine reverses along the target travel route by a predetermined distance in response to an operation of an operating tool by the occupant, and then the automatic turning control by the control unit is automatically initiated.

2. a traveling machine body that travels in a field; a work device that performs work on a field; a control unit capable of automatic turning control to a target travel path for a subsequent process, The automatic turning control by the control unit is possible when transitioning from the target travel path to the target travel path for the subsequent process, After reaching the end of the target travel path, the traveling work machine reverses along the target travel path by a predetermined distance in response to an operation of an operating tool by the occupant, and then the automatic turning control by the control unit is initiated based on the operation of the occupant.

3. 3. A traveling work machine according to claim 1, further comprising a route setting unit, wherein the route setting unit sets the target traveling route for a subsequent process at any time between the end of traveling along the target traveling route and the end of the automatic turning control.

Images