Work machine route management system

Abstract

To provide a travel path management system for further improving convenience in automatic work travel of an implement.SOLUTION: A travel path management system for an implement capable of automatically traveling in a farm field comprises: a supply side setting part (531) for setting a specific side formed of one or more sides of a contour of a farm field as a material supply side for supplying a material which is consumed by the implement; a reciprocation path generation part (522) for generating a reciprocation path including a plurality of direct advance paths extending toward the material supply side; and a supply control management part (532) for managing supply travel control for allowing the implement to come near the material supply side from a terminal region of the direct advance path where the implement travels toward the material supply side, or from a start end region of the direct advance path where the implement travels next, or from both the regions.SELECTED DRAWING: Figure 55

Description

[Technical Field]

[0001] The present invention relates to a travel route management system for a work machine that performs work while automatically traveling in a work area such as a farm field. [Background technology]

[0002] As disclosed in Patent Document 1, a work vehicle (work machine) performs work such as planting while traveling in a field (work area). The work vehicle (work machine) also performs work traveling by autonomous driving. The work vehicle (work machine) calculates a travel route and automatically travels along the travel route based on its own position calculated using a GNSS (Global Navigation Satellite System) or the like. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2019-154394 Summary of the Invention [Problem to be solved by the invention]

[0004] There is a demand for a travel route management system that can further improve the convenience of such automatic work travel of work machines. [Means for solving the problem]

[0005] The travel path management system for a work machine capable of automatically traveling on a farm according to the present invention includes a supply edge setting unit that sets a specific edge consisting of one or more edges of the outline of the farm as a material supply edge for materials consumed by the work machine, a round-trip path creation unit that creates a round-trip path that includes multiple straight paths that extend toward the material supply edge, and a supply control management unit that manages supply travel control for bringing the work machine close to the material supply edge, wherein the supply travel control involves interrupting automatic travel by the work machine along the straight path, manually traveling to supply materials, and resuming automatic travel toward the next straight path after the materials have been replenished to the work machine. Note that when a round-trip path is created within an internal area of ​​the farm, the round-trip path is also referred to as an internal round-trip path. Further, a travel path management system for a work machine capable of automatically traveling on a farm according to the present invention includes a supply edge setting unit that sets a specific edge consisting of one or more edges of the outline of the farm as a material supply edge for materials consumed by the work machine, a round trip path creation unit that creates a round trip path including a plurality of straight paths that extend toward the material supply edge, and Material supply area a front approach mode in which the front end of the work machine is brought close to the Material supply area and a supply control management unit that manages the material supply travel of the work machine in a rear approach mode in which the rear end of the work machine is brought close to the target.

[0006] To supply materials to a farm, implements such as rice transplanters, fertilizer applicators, and chemical sprayers use an edge of the farm's outline, such as an edge adjacent to a farm road, as a material supply edge, and the implement approaches this edge when supplying materials. Such implements typically supply materials with the front or rear end of the body positioned close to the material supply edge. With the above-described configuration of the present invention, the implement can travel forward or backward from a straight-ahead traveling position toward the material supply edge set by the supply edge setting unit, based on the supply travel control, making it easy to approach the material supply edge.

[0007] In a work machine such as a rice transplanter, seedlings are replenished as material replenishment with the front end of the machine body positioned close to the material supply edge. For this reason, in one preferred embodiment of the present invention, the replenishment travel control includes a front approach mode in which the front end of the work machine is moved close to the material supply edge. In the front approach mode, transition travel from the currently traveling straight path to the next traveling straight path is stopped, and the work machine continues traveling straight to approach the material supply edge, and after replenishment of materials, it turns around and travels in reverse toward the next traveling straight path. With this configuration, when the front approach mode is set, the work machine travels directly from the currently traveling straight path toward the material supply edge and approaches the material supply edge, thereby achieving efficient material replenishment.

[0008] Furthermore, in one preferred embodiment of the present invention, a temporary stop of the vehicle body is assigned as travel control information to the terminal area of ​​the straight path traveling toward the material supply side. With this configuration, before the vehicle starts turning from the current straight path to enter the next straight path, it is possible to give the operator time to consider whether to interrupt automatic travel and replenish materials at this point.

[0009] When the approaching travel, which departs from the straight route of the round trip route and heads toward the material supply edge, is performed automatically, it is efficient to use an extended route that extends the straight route from which the vehicle departs and reaches the material supply edge as the target route for the automatic travel, since there is no need to calculate a special route. For this reason, in one preferred embodiment of the present invention, the approaching travel to the material supply edge in the front approaching mode is performed by automatic travel using an extended route that is an extension of the straight route as the target route. Of course, even if the approaching travel is performed manually, such an extended route can be used as a guide route to support the manual travel.

[0010] When supplying pesticides to a work machine such as a rice transplanter, seedlings are supplied as material supply with the rear end of the machine body positioned close to the material supply edge. For this reason, in one preferred embodiment of the present invention, the supply travel control includes a rear approach mode in which the rear end of the work machine is brought close to the material supply edge, and in the rear approach mode, after completing transition travel from the currently traveling straight path to the next straight path, the work machine continues traveling backward to bring the work machine close to the material supply edge, and after material supply, it continues traveling forward to the next straight path. With this configuration, by continuing to travel backward in a machine body position in which it is about to travel the next straight path, the rear end of the work machine reaches the material supply edge, thereby achieving efficient material supply.

[0011] In the approaching travel for material supply, the selection of front approaching mode or rear approaching mode depends on the type of material to be supplied. A work machine is usually equipped with a mechanism for detecting the remaining amount of the supplied material carried on board. A shortage or shortage of material can be calculated from the detected remaining amount of the supplied material and the amount of material consumed per work travel, making it possible to manage the timing of supplying the supplied material. Therefore, in one preferred embodiment of the present invention, a material supply management unit is provided that determines the timing of supplying the supplied material based on the calculated remaining amount of the supplied material. Depending on the type of material to be supplied, either a front approaching mode in which the front end of the work machine is brought close to the material supply edge or a rear approaching mode in which the rear end of the work machine is brought close to the material supply edge is selected. This enables automation of approaching travel for material supply. The material supply management unit may also function as a supply control management unit.

[0012] During approaching travel for material replenishment, the work machine heads toward a straight route as the destination after material replenishment. Even if approaching travel is performed manually, once the next travel route, a straight route, is captured, automatic travel can be initiated. For this reason, in one preferred embodiment of the present invention, the replenishment travel control is performed by interrupting automatic travel and performing manual travel, and once the next straight route is captured after material replenishment, automatic travel is resumed. This simplifies the transition from manual travel to automatic travel and reduces the burden on the worker.

[0013] In one preferred embodiment of the present invention, the supply travel control can be remotely operated using a remote control. In this configuration, when supplying materials, the approaching travel is performed manually using the remote control. Therefore, even if the travel along a round trip route or the like is unmanned automatic travel, an operator can manually perform the approaching travel from a position away from the work machine, for example, from a ridge, which is convenient.

[0014] The setting of supply edges and various settings for route creation are performed based on operational input by the operator. To facilitate the operator's operational input to such a work machine, it is advantageous to use a graphic interface. For this reason, in one preferred embodiment of the present invention, the supply edge setting unit, the round-trip route creation unit, and the supply control management unit are configured to be operable via a graphic user interface on an information terminal with a touch panel connected to the on-board LAN of the work machine, and the selection of the material supply edge and the content of the supply travel control are performed via the touch panel. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a side view of an automatically traveling rice transplanter. [Figure 2] FIG. 1 is a plan view of an automatically traveling rice transplanter. [Figure 3] FIG. 1 is a front view of an automatically traveling rice transplanter. [Figure 4] FIG. 1 is a schematic diagram illustrating the operation travel of the rice transplanter. [Figure 5] FIG. 2 is a functional block diagram showing a control system of the rice transplanter. [Figure 6] 1 is a schematic diagram illustrating an operational configuration of a continuously variable transmission; [Figure 7] 1 is an enlarged schematic diagram illustrating an operational configuration of a continuously variable transmission; [Figure 8] FIG. 2 is an exploded perspective view illustrating an example of an operation configuration of the continuously variable transmission. [Figure 9] 10A and 10B are schematic diagrams illustrating the configuration of a lever guide. [Figure 10] 10A and 10B are schematic diagrams illustrating the configuration of a neutral holding mechanism. [Figure 11] 3 is a diagram illustrating the relationship between a continuously variable transmission for controlling a traveling vehicle speed and an engine rotation speed. FIG. [Figure 12] FIG. 2 is a schematic diagram illustrating the arrangement of rear sonar. [Figure 13] FIG. 2 is a conceptual diagram illustrating the horizontal detection range of a sonar sensor. [Figure 14] FIG. 2 is a conceptual diagram illustrating the vertical detection range of a sonar sensor. [Figure 15] FIG. 1 is a schematic diagram of a power transmission structure from an engine to a planting mechanism. [Figure 16] FIG. 1 is a diagram showing the running of a rice transplanter. [Figure 17] FIG. 4 is a diagram showing a transition of vehicle speed. [Figure 18] FIG. 1 is a diagram showing the running of a rice transplanter. [Figure 19] FIG. 10 is an explanatory side view showing the start of operation of the fertilizer application device at the start position. [Figure 20] FIG. 10 is an explanatory side view showing the start of operation of the fertilizer application device at the start position. [Figure 21] FIG. 10 is an explanatory side view showing the stop of the fertilizer application device at the end position. [Figure 22] FIG. 10 is an explanatory side view showing the stop of the fertilizer application device at the end position. [Figure 23] FIG. 10 is a plan view of a farm field showing a state in which planting work is being carried out with the seedling planting device straddling the boundary between the outer periphery area and the inner area. [Figure 24]This is a functional block diagram showing the control system of the rice transplanter, and is a diagram related to the neutral return control of the swash plate of the continuously variable transmission and the engine start control. [Figure 25] FIG. 2 is a perspective view showing the positioning unit, the voice alarm generating device, and the upper end side portion in a detached state, and showing the receiving device in an attached state. [Figure 26] FIG. 10 is a side view showing the support structure of the upper end side portion. [Figure 27] FIG. 10 is a side view showing the support structure of the upper end side portion; [Figure 28] FIG. 2 is a perspective view showing the stack lamp and the cover in a removed state. [Figure 29] 1A and 1B are side views showing the use position and the storage position of the stack lamp. [Figure 30] 10 is an explanatory diagram showing the display state of the stacked lamp and the display state of the indicator light part of the center mascot. FIG. [Figure 31] FIG. 2 is a rear view showing the support structure of the voice alarm generating device. [Figure 32] FIG. 10 is an explanatory diagram showing a voice alarm. [Figure 33] FIG. [Figure 34] FIG. 2 is a plan view of the information terminal. [Figure 35] FIG. 2 is a functional block diagram showing functional units in sonar check control. [Figure 36] 10 is a flowchart of the overall sonar check control. [Figure 37] 10 is a flowchart of a sonar check process. [Figure 38] FIG. 10 is a diagram showing a screen in a sonar check process. [Figure 39] FIG. 10 is a diagram showing a screen in a sonar check process. [Figure 40] This is a warning screen that appears on the touch panel when the autonomous driving mode is activated. [Figure 41] FIG. 3 is a functional block diagram showing functional units in a map selection process. [Figure 42] FIG. 10 is a diagram showing a screen in a map selection process. [Figure 43]FIG. 10 is a diagram showing a screen in a map selection process. [Figure 44] FIG. 10 is a diagram showing a screen in a map selection process. [Figure 45] FIG. 2 is a functional block diagram showing functional units in a field shape acquisition process. [Figure 46] FIG. 1 is a diagram showing a plurality of regions separated along the periphery of a farm field. [Figure 47] 10 is a diagram illustrating the process when the seedling planting device is repeatedly raised and lowered. FIG. [Figure 48] FIG. 2 is a diagram illustrating a first line and a second line. [Figure 49] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 50] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 51] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 52] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 53] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 54] FIG. 10 is a diagram showing a screen in the field shape acquisition process. [Figure 55] FIG. 2 is a functional block diagram showing functional units related to route creation. [Figure 56] This is the screen that appears on the touch panel when creating a route. [Figure 57] This is the screen that appears on the touch panel when creating a route. [Figure 58] This is the screen that appears on the touch panel when creating a route. [Figure 59] FIG. 10 is a schematic diagram illustrating a transition turn. [Figure 60] FIG. 10 is a schematic diagram illustrating a turning movement. [Figure 61] FIG. 10 is a diagram illustrating planting work travel with individual row clutch control. [Figure 62] FIG. 1 is a schematic diagram illustrating basic starting point guidance. [Figure 63] FIG. 1 is a schematic diagram illustrating basic starting point guidance. [Figure 64] FIG. 10 is a screen diagram for starting point guidance. [Figure 65] FIG. 10 is a screen diagram for starting point guidance. [Figure 66] FIG. 10 is a screen diagram showing another form of starting point guidance. [Figure 67] FIG. 10 is a screen diagram showing another form of starting point guidance. [Figure 68] FIG. 10 is a screen diagram showing another form of starting point guidance. [Figure 69] FIG. 1 is a schematic diagram illustrating basic starting point guidance. [Figure 70] FIG. 10 is a schematic diagram showing a work trip in which the ends of a straight path become progressively shorter. [Figure 71] FIG. 1 is a schematic diagram showing a work trip in which the ends of a straight path become progressively longer. [Figure 72] FIG. 10 is a diagram showing a travel path in a special planting area. DETAILED DESCRIPTION OF THE INVENTION

[0016] Below, we will explain the rice transplanter that travels through a field.

[0017] For ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction (traveling direction) of the machine body, and "rear" (the direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction (traveling direction) of the machine body. Furthermore, the left-right direction or lateral direction refers to the transverse direction of the machine body (machine body width direction) perpendicular to the longitudinal direction of the machine body, that is, "left" (the direction of arrow L shown in FIG. 2) and "right" (the direction of arrow R shown in FIG. 2) mean the leftward and rightward directions of the machine body, respectively.

[0018] [Overall structure] As shown in Figures 1 to 3, the rice transplanter has a riding-type four-wheel drive machine body. Machine body 1 is equipped with a parallel quadruple linkage mechanism 13 connected to the rear of machine body 1 so that it can be raised and lowered and swung, a hydraulic lifting link 13a that drives linkage mechanism 13 to swing, a seedling planting device 3 connected to the rear end region of linkage mechanism 13 so that it can roll, a fertilizer applicator 4 installed from the rear end region of machine body 1 to the seedling planting device 3, and a chemical sprayer 18 provided in the rear end region of seedling planting device 3. The seedling planting device 3, fertilizer applicator 4, and chemical sprayer 18 are examples of working devices.

[0019] The machine body 1 is equipped with wheels 12 as a traveling mechanism, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as a main transmission. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and changes the driving force (rotation speed) output from the engine 2 by adjusting the angles of a motor swash plate and a pump swash plate. The wheels 12 include left and right front wheels 12A that can be steered, and left and right rear wheels 12B that cannot be steered. The engine 2 and the continuously variable transmission 9 are mounted at the front of the machine body 1. Power from the engine 2 is supplied to the front wheels 12A, rear wheels 12B, working equipment, etc. via the continuously variable transmission 9 and the like.

[0020] As an example, the seedling planting device 3 is configured for eight rows of planting. The seedling planting device 3 includes a seedling loading table 21, eight rows of planting mechanisms 22, etc. The seedling planting device 3 can be changed to two-row, four-row, six-row, etc. planting by controlling the clutches for each row (not shown).

[0021] The seedling tray 21 is a platform on which eight rows of mat-shaped seedlings can be placed. The seedling tray 21 moves back and forth in the left-right direction with a constant stroke corresponding to the width of the mat-shaped seedlings. The vertical feed mechanism 23 vertically feeds each mat-shaped seedling on the seedling tray 21 toward the bottom of the seedling tray 21 at a predetermined pitch each time the seedling tray 21 reaches the left-right stroke end. The eight planting mechanisms 22 are rotary-type and are arranged in the left-right direction at constant intervals corresponding to the spacing between the planting rows. Each planting mechanism 22 receives driving force from the engine 2 when the planting clutch (see C5 in Figure 15, described below) is shifted to a transmission state. This allows each planting mechanism 22 to cut a single seedling (also referred to as a planted seedling) from the bottom of each mat-shaped seedling placed on the seedling tray 21 and plant it in the muddy soil after leveling. Thus, when the seedling planting device 3 is in operation, the seedlings can be removed from the mat-shaped seedlings placed on the seedling tray 21 and planted in the muddy soil of the paddy field.

[0022] As shown in Figures 1 to 3, the fertilizer application device 4 includes a horizontally long hopper 25, a delivery mechanism 26, an electric blower 27, multiple fertilizer application hoses 28, and a furrow former 29 provided for each row. The hopper 25 stores granular or powdered fertilizer. The delivery mechanism 26 is operated by power transmitted from a motor (not shown), and delivers a predetermined amount of fertilizer from the hopper 25 at a time, equivalent to two rows.

[0023] The blower 27 is powered by power from a battery 73 mounted on the machine body 1, and generates a transport wind that carries the fertilizer dispensed by each dispensing mechanism 26 toward the muddy surface of the field. By intermittently operating the blower 27, etc., the fertilizer applicator 4 can be switched between an operating state in which a predetermined amount of fertilizer stored in the hopper 25 is supplied to the field at a time, and a non-operating state in which supply is stopped.

[0024] Each fertilizer hose 28 guides the fertilizer carried by the carrying wind to each furrow former 29. Each furrow former 29 is attached to each ground leveling float 15. Each furrow former 29 rises and falls together with each ground leveling float 15, and when each ground leveling float 15 is on the ground during work travel, it forms a fertilizer furrow in the muddy part of the rice paddy and guides the fertilizer into the fertilizer furrow.

[0025] As shown in Figures 1 to 3, the machine body 1 has a driver's section 14 in its rear area. The driver's section 14 is equipped with a steering wheel 10 for steering the front wheels, a main speed change lever 7A (corresponding to a "vehicle speed control") that adjusts the vehicle speed by changing the speed of the continuously variable transmission 9, an auxiliary speed change lever 7B (corresponding to a "vehicle speed control") that enables speed change operation of the auxiliary transmission, an operation control lever 11 (corresponding to a "operation control") that enables raising and lowering the seedling planting device 3 and switching its operating state, an information terminal 5 having a touch panel that displays (announces) various information to the operator and notifies (outputs) various information and accepts input of various information, and a driver's seat 16 for the operator (driver / worker). Furthermore, a spare seedling storage device 17A that stores spare seedlings is supported on a spare seedling support frame 17 in front of the driver's section 14.

[0026] The steering wheel 10 is connected to the front wheels 12A via a steering mechanism (not shown), and the steering angle of the front wheels 12A is adjusted by rotating the steering wheel 10.

[0027] [Autonomous driving] The operation of the rice transplanter automatically traveling to perform rice planting work in a farm field will be described with reference to FIGS. 1 to 3 and with reference to FIG. 4.

[0028] The rice transplanter in this embodiment can selectively perform manual driving and automatic driving. Manual driving and automatic driving are selected by switching the automatic / manual selector switch 7C. In manual driving, the driver manually operates operating tools such as the steering wheel 10, main shift lever 7A, sub-shift lever 7B, and work operation lever 11 to drive the rice transplanter for work. In automatic driving, the rice transplanter drives and works under automatic control along a preset driving route. Automatic driving can also be performed in manned automatic driving (manned automatic driving mode), which requires a driver on board, and unmanned automatic driving (unmanned automatic driving mode), which does not require a driver on board. In manned automatic driving, the driver performs some operations according to guidance provided by the rice transplanter, while the rice transplanter automatically controls other operations associated with driving and work. In unmanned automatic driving, a driver is not required on board, but a driver may be on board during unmanned automatic driving. In addition, unmanned automatic driving is a mode in which work driving is started under automatic control when the driver performs an operation to start automatic driving, for example, a start operation using a remote control 90 (see FIG. 33) described later, and a preset work driving is performed under automatic control. The manned automatic mode in which manned automatic driving is performed and the unmanned automatic mode in which unmanned automatic driving is performed are set using the information terminal 5.

[0029] When a rice transplanter performs planting work, the operator first manually drives the rice transplanter along the perimeter of the field without performing any work. This driving around the perimeter generates the perimeter shape of the field (field map), and the field is divided into an outer area OA and an inner area IA. At this time, an entrance / exit E for the rice transplanter to enter the field is set, and one or several specified sides of the perimeter of the field are set as seedling supply sides SL for supplying mat-shaped seedlings, fertilizer, chemicals, fuel, etc. to the rice transplanter.

[0030] When a field map is generated, a travel route along which the rice transplanter will travel for work is set. In the internal area IA, an internal round-trip route IPL is generated, connecting multiple routes approximately parallel to one side of the field with a turning route. The internal round-trip route IPL is a travel route that travels throughout the entire internal area IA from the start point S to the end point G. When the internal round-trip route IPL is generated, a guidance start area GA is generated near the entrance / exit E. By stopping the rice transplanter within this guidance start area GA, the rice transplanter can automatically travel to the start point S of the internal round-trip route IPL. Note that a dedicated travel route is set for start point guidance from the guidance start area GA, but multiple travel routes may be set. Depending on the shape of the field, starting point guidance from the stopping position may be difficult. Setting multiple travel routes increases the likelihood of appropriate starting point guidance regardless of the stopping position, which is preferable.

[0031] In the outer peripheral area OA, two travel routes, an inner circular route IRL and an outer circular route ORL, are generated that travel around the outer peripheral area OA along the periphery of the field. Work travel in the entire outer peripheral area OA is performed by traveling along the inner circular route IRL and the outer circular route ORL. After work travel on the inner round-trip route IPL (round-trip work travel) is completed, movement to the start position of work travel on the inner circular route IRL is performed by traveling along a separately set travel route. If the outline of the field is complex, it may be necessary to separate the end point of the inner round-trip route IPL from the start point of the inner circular route IRL. In such cases, a travel route that includes a path parallel to any side of the field may be set as the travel route from the end point of the inner round-trip route IPL to the start point of the inner circular route IRL.

[0032] When performing automatic driving, with the driving route generated in this way, the rice transplanter first enters the field from the entrance / exit E, moves to the guidance start area GA and stops. When automatic driving begins in the guidance start area GA, the rice transplanter moves backward once and then moves to the start point S (start point guidance), and continues to drive automatically on the internal round trip route IPL of the internal area IA until it reaches the end point G. The driving speed of the unmanned automatic driving vehicle is controlled according to the maximum driving speed set in advance.

[0033] When the shape of a field is complex, the area required for turning may not be covered by work travel on the inner circular path IRL and the outer circular path ORL. In such cases, it may be necessary to extend part of the inner shuttle path IPL for work travel. In this case, after turning the inner shuttle path IPL, the machine may reverse the required distance before commencing work travel in forward direction. Reverse travel at this time is performed automatically and does not require any specific operation. However, since steering using the front wheels is difficult, unlike when moving forward, it may be possible to switch to manual operation only when moving backward.

[0034] When work travel in the inner area IA is completed, work travel in the outer area OA is performed. First, the rice transplanter is manually moved to the start point of the inner circular route IRL, and then performs work travel on the inner circular route IRL by unmanned automatic travel. Next, the rice transplanter is manually moved to the start point of the outer circular route ORL, and then performs work travel on the outer circular route ORL by manned automatic travel (circular work travel). In manned automatic travel, the rice transplanter automatically travels along the travel route at a manually operated travel speed, and the work equipment is manually operated in accordance with guidance (driving assistance). Furthermore, when turning, the machine 1 automatically pauses at a predetermined position, and when the necessary work equipment is manually operated in accordance with the guidance, the machine performs turn travel by automatic travel. With the above work travel, planting work in the entire field is completed.

[0035] The inner round-trip route IPL and the inner circuit route IRL are not limited to unmanned automatic driving, but may be driven automatically or manually for work purposes. The outer circuit route ORL is not limited to manned automatic driving, but may be driven manually for work purposes, or may be driven automatically or automatically for work purposes. Furthermore, movement from the end point G of the inner round-trip route IPL to the inner circuit route IRL is not limited to manual driving, but may be driven automatically or manually. Similarly, movement from the end point of the inner circuit route IRL to the outer circuit route ORL is not limited to manual driving, but may be driven automatically or manually.

[0036] Note that the conditions for starting manned automatic traveling are that at least a driver is on board and that the main shift lever 7A is in the neutral position. When the starting conditions are met, automatic traveling begins when the main shift lever 7A is moved in the direction of travel. Regarding the travel route in the farm field described above, manned automatic traveling is performed during work traveling on the outer circular route ORL, but may also be performed on other travel routes. Furthermore, during manned automatic traveling, the raising and lowering of the seedling planting device 3 is performed automatically. For example, during work traveling during manned automatic traveling on the inner reciprocating route IPL or the inner circular route IRL, the raising and lowering of the seedling planting device 3 is performed automatically. However, during work traveling on the outer circular route ORL, the lowering of the seedling planting device 3 is performed manually. Specifically, when the machine body 1 reaches the turning position on the outer circular route ORL, the seedling planting device 3 is raised automatically. When the rotation is completed in this state, the machine 1 stops and the seedling planting device 3 is lowered manually, allowing the machine to continue its automatic travel. The outer circular route ORL is more likely to have obstacles around it than other travel routes. To ensure smooth travel, when traveling on the outer circular route ORL, the seedling planting device 3 is lowered manually after it has been confirmed that there are no obstacles.

[0037] In addition, the unmanned automatic traveling is started by operating the remote controller 90, and the work traveling is performed by automatic control along a preset traveling route. In the traveling route of the farm field, the unmanned automatic traveling can be performed when working traveling on the inner round trip route IPL and the inner circular route IRL. Even in the unmanned automatic traveling, the raising and lowering of the seedling planting device 3 is performed by automatic control.

[0038] [Control system] Next, the control system of the rice transplanter will be described using FIG. 5 while referring to FIGS. 1 to 3.

[0039] The control unit 30, which is the core of the control system of the rice transplanter, controls the travel of the rice transplanter and the operation of the various work devices 1C. When the rice transplanter is traveling manually, the control unit 30 controls the rice transplanter in accordance with the operation of the various operating devices 1B performed by the driver, and when the rice transplanter is traveling automatically, the control unit 30 acquires the vehicle's position and controls the rice transplanter in accordance with the vehicle's position.

[0040] For this reason, the control unit 30 including the automatic driving microcomputer 6 and the like is connected to a positioning unit 8 for calculating the vehicle's position, an information terminal 5 for performing various settings and operations and displaying various information, a sensor group 1A for detecting various states of the rice transplanter, various operating tools 1B, various working devices 1C, and traveling equipment 1D including a front wheel 12A for steering and a continuously variable transmission 9. The mode change switch 7E, which is one of the operating tools 1B, is a switch for selecting one of a manual traveling mode for manual traveling, a manned automatic traveling mode for manned automatic traveling, and an unmanned automatic traveling mode for unmanned automatic traveling.

[0041] The positioning unit 8 outputs positioning data for calculating the position and orientation of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A that receives radio waves from satellites of the Global Navigation Satellite System (GNSS), and an inertial measurement module 8B that detects the tilt and acceleration of the aircraft 1 along its three axes.

[0042] In the manual traveling mode, the control unit 30 controls the traveling equipment 1D in accordance with the operation of the operating tool 1B and the setting state of the information terminal 5, and controls traveling by controlling the vehicle speed and steering amount. The control unit 30 also controls the operation of the working device 1C in accordance with the operation of the operating tool 1B and the setting state of the information terminal 5.

[0043] In the manned autonomous driving mode or the unmanned autonomous driving mode, the control unit 30 calculates the map coordinates (vehicle position) of the machine body 1 based on the satellite positioning data successively sent from the positioning unit 8. The control unit 30 also acquires a field map and sets a driving route according to the field map and the settings and operation of the information terminal 5. At the same time, the control unit 30 determines the operation of the working device 1C according to its position on the driving route. The control unit 30 then calculates the driving position on the driving route based on the vehicle position, and controls the traveling equipment 1D and the working device 1C according to the driving position on the driving route and the settings of the information terminal 5. In this way, the control unit 30 controls work driving in the autonomous driving mode.

[0044] Furthermore, the control unit 30 controls the vehicle to accelerate and decelerate more slowly in the manned automatic driving mode than in the unmanned automatic driving mode, thereby enabling efficient work driving in the unmanned automatic driving mode and ensuring that the riding comfort of the driver is not impaired in the manned automatic driving mode.

[0045] The control unit 30 may have any configuration as long as it can realize the above-mentioned functions, and may be composed of multiple functional blocks. Also, some or all of the functions of the control unit 30 may be composed of software. A program related to the software is stored in any storage unit and executed by a processor such as an ECU or CPU included in the control unit 30, or by a separately provided processor.

[0046] [Operational configuration of continuously variable transmission] Next, a configuration for manipulating the angle of the swash plate of the motor and pump of the continuously variable transmission 9 such as an HST (hereinafter simply referred to as "swash plate") will be described using FIGS. 6 to 10 while referring to FIGS. 1 to 3.

[0047] The continuously variable transmission 9 adjusts the angle of the swash plate as the main shift lever 7A is operated, switching between forward and reverse travel and adjusting the vehicle speed. The operation range of the main shift lever 7A is arranged in a linear or crank-like fashion, with a forward operation range and a reverse operation range on either side of the neutral position. In the forward operation range or reverse operation range, operating the main shift lever 7A to a position away from the neutral position increases the vehicle speed when traveling forward or reverse.

[0048] The operating position of the main shift lever 7A is detected by an operating position detector such as a potentiometer 40. The lower end of the main shift lever 7A is fixed to a lever holder 42A. The potentiometer 40 is supported by a shaft cover or the like that protects the steering shaft (not shown). The potentiometer 40 has a shaft 40A. The gear 42 is supported in a configuration that allows it to swing around a shaft 41 that is held by the machine body 1. The gear 42 swings around the shaft 41 according to the operating position of the main shift lever 7A.

[0049] One end of the rotation transmission unit 40B is fixed to the shaft 40A of the potentiometer 40, and the shaft 40A rotates as the rotation transmission unit 40B rotates. A pin 40C is provided at the other end of the rotation transmission unit 40B. The gear 42 also has a rotation transmission unit 42B. A hole 42C is provided at the tip of the rotation transmission unit 42B. The rotation transmission unit 40B is positioned so that the pin 40C passes through the hole 42C. When the operating position of the main shift lever 7A changes, the gear 42 swings. The shaft 40A of the potentiometer 40 rotates in response to the swing of the gear 42 via the rotation transmission unit 42B and the rotation transmission unit 40B. The potentiometer 40 detects this angle to detect the operating position of the main shift lever 7A.

[0050] Furthermore, a lever guide 43 that defines the operating range of the main shift lever 7A is supported by a power steering unit 44. The lever guide 43 is provided with a hole 43B shaped to define the operating range of the main shift lever 7A. A rod 43A is fixed to the lever holding portion 42A. The rod 43A passes through the hole 43B. With the above configuration, the operating range of the main shift lever 7A is defined by the hole 43B of the lever guide 43.

[0051] A plurality of notches 42H are formed on the outer peripheral edge of one end of the gear 42 and aligned along the swing direction of the gear 42. As the gear 42 swings, one of the notches 42H engages with a retaining pin 42I supported by the power steering unit 44. The notches 42H are formed on both sides of the swing direction of the gear 42, sandwiching one that engages with the retaining pin 42I when the main shift lever 7A is operated to the neutral position. These notches 42H are divided into one that engages with the retaining pin 42I when the main shift lever 7A is positioned on the forward side and one that engages with the retaining pin 42I when the main shift lever 7A is positioned on the forward side. Therefore, the notches 42H corresponding to the forward operation region and the notch 42H corresponding to the reverse operation region are arranged side by side, sandwiching the one corresponding to the neutral position.

[0052] By engaging one of the notches 42H with the retaining pin 42I, the driver operating the main shift lever 7A can feel a certain resistance depending on the operating position. This provides a guide for the driver when operating the main shift lever 7A, improving the operability of the main shift lever 7A.

[0053] Conventionally, the driver has recognized the vehicle speed by the number of stages of the main shift lever 7A. The number of stages is expressed as the number of gears, for example, 1st, 2nd, etc. In this embodiment, the continuously variable transmission 9 is used, so the concept of stages does not exist, but the driver can recognize the number of stages in a pseudo manner from the presence or absence of the above-mentioned resistance, and the driver is less likely to feel uncomfortable compared to conventional operability.

[0054] Furthermore, the notch 42H corresponding to the neutral position may be formed with a wider opening width than the other notches 42H. Even if the neutral position of the main shift lever 7A shifts slightly due to assembly or deterioration from use of the main shift lever 7A, the neutral position can be defined with a certain degree of width, improving the operability of the main shift lever 7A.

[0055] To improve the operability of the main shift lever 7A, a frictional holding mechanism 42D (corresponding to a "holding mechanism") or a neutral holding mechanism 42E may be provided. The frictional holding mechanism 42D is provided around the shaft 40A, between the shaft 40A and the gear 42, and generates frictional resistance when the gear 42 swings relative to the shaft 40A. The frictional holding mechanism 42D generates appropriate resistance when the main shift lever 7A is operated, making it easier to operate the main shift lever 7A to the desired operating position. However, the frictional holding mechanism 42D is not limited to this configuration and can have any configuration as long as it can provide resistance to movement of the operating position of the main shift lever 7A to an extent that ensures the operability of the main shift lever 7A.

[0056] The neutral holding mechanism 42E includes a rod 42F fixed to the gear 42 and a torsion coil spring 42G through which the rod 42F is inserted. The torsion coil spring 42G is provided so that one end contacts the gear 42 and the other end contacts the side of the lever holding portion 42A, and biases the lever holding portion 42A in a direction intersecting the direction in which the gear 42 swings (the direction in which the main shift lever 7A moves through the forward operation range or the reverse operation range). Here, if the hole 43B of the lever guide 43 is formed in a crank shape, for example, in order to operate the main shift lever 7A from the neutral position to the forward position, the main shift lever 7A must be operated from the neutral position in a lateral direction along the crank (a direction intersecting the direction in which the gear 42 swings) and then moved to the forward position. Because the main shift lever 7A is biased by the neutral holding mechanism 42E in a direction that prevents the main shift lever 7A from moving from the neutral position to the forward range, a certain amount of force is required to move the main shift lever 7A from the neutral position to the forward range, and as a result, the main shift lever 7A is appropriately held in the neutral position.

[0057] The angle of the swash plate of the continuously variable transmission 9 is changed according to the operating position of the main speed change lever 7A. The main speed change lever 7A is not mechanically connected to the continuously variable transmission 9, and the angle of the swash plate of the continuously variable transmission 9 is changed by an actuator composed of a motor 45 or the like. Specifically, the actuator for changing the angle of the swash plate of the continuously variable transmission 9 includes the motor 45, a gear 48, and a link 49. The gear 48 is driven by the motor 45, and the angle of the swash plate of the continuously variable transmission 9 is changed by the link 49 connected to the gear 48 and the continuously variable transmission 9. The angle of the swash plate of the continuously variable transmission 9 is detected by a swash plate angle detector such as a potentiometer 46, and the consistency between the operating position of the main speed change lever 7A detected by the potentiometer 40 and the angle of the swash plate of the continuously variable transmission 9 is confirmed by the control unit 30 or the like. That is, the control unit 30 controls the motor 45 based on the detection results of the potentiometers 40 and 46 so that the angle of the swash plate of the continuously variable transmission 9 corresponds to the operating position of the main speed change lever 7A.

[0058] The potentiometer 46 and the motor 45 are supported on the power steering unit 44 via a stay 47. The potentiometer 46 has a shaft 46A and can detect the rotation angle of the shaft 46A.

[0059] Gear 48 is fixed to shaft 46A and configured to oscillate as shaft 46A rotates. Motor 45 drives gear 48 to oscillate. As gear 48 oscillates, shaft 46A of potentiometer 46 rotates. Therefore, potentiometer 46 detects the oscillation angle of gear 48.

[0060] One end of a link 49 is supported on an end region of the gear 48. The other end of the link 49 is connected to the swash plate of the continuously variable transmission 9. Therefore, the angle of the swash plate of the continuously variable transmission 9 is changed in response to the swing of the gear 48. More specifically, the link 49 includes a rod 49A and an operating part 49B. One end of the rod 49A is supported on the gear 48. One end of the operating part 49B is supported on the other end of the rod 49A, and the other end of the operating part 49B is connected to the swash plate of the continuously variable transmission 9.

[0061] With the above configuration, the motor 45 is driven in response to the value detected by the potentiometer 40, the gear 48 swings, and the angle of the swash plate of the continuously variable transmission 9 is changed by the link 49.

[0062] In the above configuration example, the main shift lever 7A and the motor 45 are not connected, the operating position of the main shift lever 7A is detected by the potentiometer 40, and the motor 45 is driven in accordance with the detected value of the potentiometer 40. However, the configuration is not limited to this, and the main shift lever 7A and the motor 45 may be directly connected, and the motor 45 may be driven directly in accordance with the operating position of the main shift lever 7A.

[0063] Furthermore, in a configuration in which the main shift lever 7A and the motor 45 are not coupled, the motor 45 can be driven to change the angle of the swash plate of the continuously variable transmission 9 during automatic travel, regardless of the operating position of the main shift lever 7A. The vehicle 1 travels in a travel state that corresponds to the angle of the swash plate of the continuously variable transmission 9. In this case, the main shift lever 7A may also be provided with an actuator such as a motor, and the operating position of the main shift lever 7A may be changed according to the angle of the swash plate of the continuously variable transmission 9. The main shift lever 7A is operated in a crank-like manner in the neutral position. In other words, the operating path of the main shift lever 7A is restricted to a crank-like shape, and when switching between forward and reverse, the main shift lever 7A moves in a direction that intersects the forward and reverse directions at the neutral position. Therefore, if this actuator is connected to the main shift lever 7A, the main shift lever 7A cannot move between the forward and reverse sides across the neutral position. Therefore, a clutch may be provided between the main shift lever 7A and this actuator, and the clutch may be disengaged at the neutral position, allowing the main shift lever 7A to be operated left and right. Furthermore, a separate actuator may be provided to move the main shift lever 7A left and right, and the main shift lever 7A may be moved left and right only at the neutral position by switching the clutch. Alternatively, separate actuators may be provided to move the main shift lever 7A from the neutral position to the forward position and the main shift lever 7A from the neutral position to the reverse position. These actuators and clutches are controlled by the control unit 30, a main shift lever control unit built into the control unit 30, or a main shift lever control unit provided external to the control unit 30, in response to the angle of the swash plate of the continuously variable transmission 9 detected by the potentiometer 46.

[0064] As described above, if the main speed change lever 7A and the motor 45 are not connected and the angle of the swash plate of the continuously variable transmission 9 is changed by driving the motor 45, when the motor 45 breaks down, there is no way to change the angle of the swash plate of the continuously variable transmission 9, and it becomes impossible to move the machine 1. For example, even if the motor 45 breaks down in the middle of a field, if the machine 1 cannot be moved, repairs will have to be carried out in the field, which is extremely difficult.

[0065] For this reason, it is preferable to prepare a predetermined rod as an emergency device (not shown) so that the main speed change lever 7A can be directly connected to the swash plate of the continuously variable transmission 9. For example, the emergency device is configured to be able to directly connect the rod 43F to the gear 48, and is preferably permanently attached to the machine body 1. By directly connecting the rod 43F to the gear 48 with the emergency device, the gear 48 is driven according to the operating position of the main speed change lever 7A, making it possible to change the angle of the swash plate of the continuously variable transmission 9.

[0066] In the above configuration example, the actuator for changing the angle of the swash plate, which includes the motor 45, the gear 48, and the link 49, is arranged between the main speed change lever 7A and the continuously variable transmission 9. However, the position of this actuator is arbitrary, and it may be arranged in an area below the step 14A inside the machine body 1.

[0067] The traveling vehicle speed may be displayed on a display device such as the main monitor 14B or the information terminal 5. In this case, the traveling vehicle speed may be displayed as a gear position. In addition, in automatic traveling, the driver selects and sets the traveling vehicle speed during work in advance using the information terminal 5 or the like, and the traveling vehicle speed at this time may be set as a gear position. This allows the driver or supervisor to intuitively recognize the traveling vehicle speed, enabling work or setting to be performed efficiently.

[0068] Furthermore, in manual driving or manned automatic driving, a recommended driving speed according to the work content may be displayed on a display device such as the information terminal 5 during work driving. There are appropriate driving speeds for each of the work content, such as driving over ridges, driving while planting, driving before turning, driving while turning, and driving after turning. By displaying the recommended driving speed according to the work content during or immediately before such work driving, the driver can easily drive at a driving speed appropriate for the work content.

[0069] In addition to the recommended vehicle speed, a recommended engine speed according to the work content may also be displayed. The engine speed is displayed on a display device such as the main monitor 14B. The engine load varies depending on the work content, and the engine load depends on the engine speed. The driver operates the main shift lever 7A or the like while checking the engine speed displayed on the main monitor 14B so that the recommended engine speed is achieved. This allows the driver to easily drive the vehicle at an engine speed appropriate for the work content.

[0070] As described above, planting is performed by operating the planting mechanism 22 when the planting clutch (not shown) is shifted to a transmission state. The operating speed of the planting mechanism 22 is determined according to the traveling vehicle speed, and planting is performed so that the spacing between plants is constant. Therefore, if traveling continues during planting even though the planting clutch is disengaged, seedlings that should have been planted during that time will not be planted, resulting in missing plants. To prevent missing plants, the angle of the swash plate of the continuously variable transmission 9 may be shifted to a neutral position when the planting clutch is disengaged during planting, thereby stopping the vehicle's travel for the work. When stopping the vehicle 1, a warning that the vehicle 1 will be stopped may be issued in advance. Furthermore, when stopping the vehicle 1, it is preferable to gradually decelerate the vehicle until it stops, rather than suddenly decelerating.

[0071] An accelerator lever 7F may also be provided as an operating tool for controlling the vehicle speed. The vehicle speed is controlled based on a map that schedules the angle of the swash plate of the continuously variable transmission 9 and the engine speed, mainly depending on the operating position of the main shift lever 7A. Depending on the field conditions and work situation, there may be cases where it is desired to increase only the engine speed while maintaining the vehicle speed, or to decrease the engine speed in consideration of fuel efficiency, etc. In such cases, the engine speed is increased or decreased using the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, it is possible to increase or decrease only the engine speed from the current engine speed while maintaining the angle of the swash plate of the continuously variable transmission 9. Furthermore, a potentiometer (corresponding to an "accelerator detector") that detects the operating position of the accelerator lever 7F may also be provided.

[0072] As described above, the engine speed is basically determined according to the detection value of the potentiometer 40 of the main shift lever 7A. However, regardless of the engine speed determined in this manner, this engine speed increases or decreases according to the detection value of the potentiometer of the accelerator lever 7F. For example, when the vehicle is traveling at the engine speed determined according to the detection value of the potentiometer 40 of the main shift lever 7A, if the accelerator lever 7F is operated in a direction that increases the engine speed, the engine speed will increase, and this engine speed will become the minimum required engine speed indicated by the accelerator lever 7F.

[0073] [Vehicle speed control when turning] When the turning travel on the internal shuttle path IPL (see Figure 4) is performed automatically, the travel speed during turning travel is reduced compared to when working on a straight path (straight travel). In other words, turning travel is performed at a slower speed than when traveling straight. The travel speed during turning travel is predetermined (turning speed), and travel is performed at the turning speed regardless of the operating position of the main shift lever 7A.

[0074] Therefore, deceleration begins at a position a predetermined distance before the position where the vehicle enters the turning path (turning start position). Here, the traveling vehicle speed during work traveling on a straight path is set by the information terminal 5 or the like. For example, in setting the automatic traveling mode, a maximum vehicle speed, which is the maximum traveling vehicle speed during automatic traveling, is set using the information terminal 5. Once the maximum vehicle speed is set, the vehicle travels at a speed lower than the set maximum vehicle speed regardless of the operating position of the main shift lever 7A (see FIG. 1) during automatic traveling. The deceleration start position may be a position a predetermined distance before the turning start position, or may be a position that varies depending on the traveling vehicle speed. In other words, the length of the deceleration section provided before the turning path may be variable depending on the traveling vehicle speed. Furthermore, in the manned automatic mode, the vehicle speed set by the information terminal 5 may be changeable using the main shift lever 7A, and the turning vehicle speed may be set based on the changed set vehicle speed.

[0075] For example, the faster the vehicle speed is, the longer the deceleration section is set, and deceleration starts at a position farther away from the turning start position. The vehicle speed may be an actually measured vehicle speed or a vehicle speed set by the information terminal 5 or the like.

[0076] The automatic driving mode can be set to either manned automatic driving or unmanned automatic driving. While manned automatic driving always requires a driver on board, unmanned automatic driving does not require a driver on board, and in fact, work driving is sometimes performed without a driver on board. When a driver is on board, sudden deceleration is inappropriate because it increases the driver's discomfort. On the other hand, from the perspective of work efficiency, it is effective to suddenly accelerate or decelerate the driving speed within a range that does not interfere with work driving. Therefore, it is preferable to set the deceleration start position different between manned automatic driving and unmanned automatic driving. Note that deceleration in this case occurs regardless of the operating position of the main shift lever 7A (see FIG. 6). Therefore, a configuration may be adopted in which the operating position of the main shift lever 7A does not change even when the driving vehicle speed is changed.

[0077] During manned automatic driving, it is preferable to set the deceleration section long and start deceleration from a position farther away from the turning start position. In addition, during unmanned automatic driving, it is preferable to set the deceleration section short and start deceleration from a position closer to the turning start position. This type of control allows for efficient work driving during unmanned automatic driving, and for the driver to be able to perform work driving appropriately during manned automatic driving. Note that the deceleration start position can be adjusted only during manned automatic driving, and during unmanned automatic driving, deceleration can be performed from a predetermined deceleration start position. Furthermore, a deceleration section can be secured with ample space on the seedling supply side SL side, and the deceleration start position when turning on a side other than the seedling supply side SL can be set closer to the turning start position than the seedling supply side SL side.

[0078] When adjusting the deceleration start position, a configuration may be adopted in which the adjustment efficiency can be set. In other words, a configuration may be adopted in which the deceleration rate can be set, and the deceleration start position may be adjusted so that the deceleration section is shortened when set to allow rapid deceleration, and so that the deceleration section is lengthened when set to allow gradual deceleration. This makes it possible to select an appropriate automatic driving mode depending on the situation.

[0079] When approaching the deceleration start position, the driver may be notified that deceleration will begin. For example, the driver may be notified by a display or voice message on the information terminal 5. By being notified, the driver can prepare for deceleration.

[0080] Whether or not to adjust the deceleration start position as described above may be determined not only based on whether the vehicle is set to manned automatic driving or unmanned automatic driving, but also based on whether or not a driver is actually on board. Even in unmanned automatic driving, if a driver is on board, it is appropriate to take into consideration the driver's discomfort, and it is preferable to focus on work efficiency only when a driver is not actually on board.

[0081] Therefore, it may be possible to determine whether or not a driver is actually on board, and if not, to start deceleration from a predetermined position, and adjust the deceleration start position only if the driver is on board. For example, the determination of whether or not a driver is actually on board may be made by a seating sensor 16A (FIG. 1) or a human presence sensor (one of the sensor group 1A shown in FIG. 5) provided in the driver's seat 16 (see FIG. 1). Alternatively, it may be possible to detect position information from a wearable device or smartphone held by the driver, and determine whether or not the driver's position detected from this position information and the position of the aircraft 1 are within a predetermined range.

[0082] In addition, in manned automatic driving, a driver must be on board. Therefore, a seating sensor 16A or the like is provided to determine whether a driver is on board. Detecting that a driver is on board is the condition for starting manned automatic driving. In addition, in manned automatic driving, if the driver is not detected on board, an alarm may be issued to prompt the driver to sit (on board). At this time, a warning may also be displayed on the information terminal 5. These warnings may also be issued in unmanned automatic driving. The warning issued in unmanned automatic driving does not need to prompt the driver to sit, but may simply notify that the driver is not on board. Furthermore, if it is detected that the driver is not on board, the vehicle speed may be reduced or the vehicle may be stopped. When decelerating or stopping the vehicle 1, a warning to that effect may be issued in advance. Furthermore, when stopping the vehicle 1, it is preferable to gradually decelerate and stop the vehicle 1 rather than abruptly. Thereafter, when it is detected that the driver is on board, the vehicle may start traveling or return to its normal speed. These controls may be performed not only during automatic driving but also during manual driving.

[0083] Furthermore, if it is detected that the driver is not seated, the system may be configured not to start automatic driving or not to resume automatic driving after a temporary stop. For example, the start condition for manned automatic driving may be specified as the seat occupancy sensor 16A detecting that a driver is seated. In this case, if the seat occupancy sensor 16A does not detect a driver being seated at the start of manned automatic driving, a notification requesting that the driver be seated may be issued. The notification may be made by voice or by display on the information terminal 5. Furthermore, if a maximum vehicle speed for work driving is set, the set maximum vehicle speed may be reduced if it is not confirmed that a driver is seated, and if it is confirmed that a driver is seated, the system may be configured to allow work driving to be performed at a speed exceeding the set maximum vehicle speed.

[0084] Furthermore, in unmanned autonomous driving, a driver is not required to be on board, but this does not mean that a driver is prohibited from being on board. However, in unmanned autonomous driving, the vehicle speed is controlled to be faster than in manned autonomous driving, and acceleration and deceleration are also performed more rapidly. Therefore, in unmanned autonomous driving, if the seating sensor 16A or the like detects that the driver is seated in the driver's seat 16, and then the driver stands up or is no longer detected as being seated, a notification may be issued to encourage the driver to remain seated. Furthermore, if it is detected that the driver has left the seat, the autonomous driving may be temporarily suspended and not resumed until it is confirmed that the driver is seated.

[0085] In addition, in manned or unmanned automatic driving, when turning or reversing starts, it is confirmed whether the driver is seated or not, and if the driver is not seated, the driver may be prompted to take a seat by displaying a message on the information terminal 5, sounding a buzzer or other warning. At this time, the vehicle 1 may be decelerated or stopped, but in consideration of the convenience of the operator, the vehicle 1 does not necessarily have to be decelerated or stopped.

[0086] As described above, at the turning start position, the traveling speed is adjusted so as to decelerate at the turning start position, regardless of the operating position of the main shift lever 7A (see FIG. 1) or the traveling speed set on the information terminal 5 or the like. Such control of the traveling speed according to the traveling conditions may be performed not only at the turning start position, but also when traveling near the outer periphery of a field, such as the edge of a paddy field.

[0087] If the tillage pan in the field is rough, the vehicle may not be able to travel along the travel path properly, and work may not be performed properly. For example, in the case of planting work, planting may not be possible on the appropriate travel path or with the appropriate row spacing, resulting in poor planting. To prevent such work defects, if the tillage pan is rough, the control unit 30 may issue a warning that poor planting may occur or may control the vehicle to reduce its travel speed. Roughness of the tillage pan can be detected from the movement of the vehicle 1, for example, by detecting the roll or pitching behavior of the work implement from the work link, by detecting the swaying of the float, or by detecting changes in the inclination of the vehicle 1 from the inertial measurement module 8B.

[0088] In autonomous driving, turning is performed under automatic control, and switching between forward and reverse travel is also performed under automatic control. When turning or switching the direction of travel, the vehicle body 1 shakes, causing a shock to the driver, so it is appropriate to prepare for this shock. Therefore, when turning or switching the direction of travel, a notification may be issued to alert the driver or to encourage the driver to remain seated. The notification may be issued in various ways, such as by displaying on the information terminal 5, the remote control 90, or the main monitor 14B (see FIG. 2), by a voice alarm generating device 100 (see FIG. 1) described below, or by turning on the stacked light 71.

[0089] The seating sensor 16A may be provided inside the driver's seat 16 (see FIG. 1). The seating sensor 16A may be connected to signal wiring, power wiring, and other wiring to transmit and receive signals to and from a control ECU such as the control unit 30. The driver's seat 16 may be configured to be rotatable around an axis that intersects with the seat surface. When the driver's seat 16 rotates, the wiring connected to the seating sensor 16A may come into contact with or become entangled with the rotation axis of the driver's seat 16, resulting in damage. To prevent damage to the wiring, it is preferable that the wiring be arranged near the rotation axis, which is the rotation fulcrum of the driver's seat 16, and clamped near the rotating portion. The seating sensor 16A may be, for example, a pressure sensor, and may have any configuration as long as it can confirm that a person is seated.

[0090] [Engine speed control] The engine speed is controlled by an engine speed control microcomputer (corresponding to or built-in the control unit 30, etc. in FIG. 5) driving the motor 45 (see FIG. 6) in accordance with the operating position of the main shift lever 7A (see FIG. 1) during manual driving, and in accordance with the control of the automatic driving ECU (corresponding to or built-in the control unit 30, etc. in FIG. 5) during automatic driving.

[0091] Furthermore, when the amount of fuel remaining in the fuel tank falls below a predetermined level, the engine speed control microcomputer may control at least one of the engine speed and the angle of the swash plate of the continuously variable transmission 9 (see FIG. 6) to improve fuel efficiency. For example, to improve fuel efficiency, the engine speed control microcomputer may shift the angle of the swash plate of the continuously variable transmission 9 to a higher speed and reduce the engine speed. The amount of fuel remaining can be detected, for example, by a sensor or the like (one of the sensor group 1A shown in FIG. 5) provided in the fuel tank. The angle of the swash plate of the continuously variable transmission 9 may be controlled by a dedicated transmission control microcomputer (corresponding to or built into the control unit 30 or the like in FIG. 5).

[0092] When the rice transplanter crosses a ridge or moves to the truck bed, a large driving force is required to maintain the engine speed even at a low vehicle speed. Therefore, when the rice transplanter crosses a ridge or moves to the truck bed, it is preferable to shift the continuously variable transmission 9 (see FIG. 1) to a low speed and set the engine speed higher, regardless of the operating position of the main shift lever 7A (see FIG. 1), the operating position of the accelerator lever 7F (see FIG. 2), or the vehicle speed set on the information terminal 5 or the like. In this case, the angle of the swash plate of the continuously variable transmission 9 or the engine speed may be adjusted regardless of the operating position of the main shift lever 7A or the like. The rice transplanter's state of crossing a ridge or moving to the truck bed can be detected by detecting the inclination of the machine body 1. Alternatively, a ridge-crossing mode switch (not shown) may be provided as one of the operating tools, and the rice transplanter may be set to cross a ridge or move to the truck bed by manually operating the ridge-crossing mode switch. Alternatively, the state may be detected from a change in the height position of the aircraft 1 detected by the mounted positioning unit 8.

[0093] Furthermore, if the field is heavily wet, the engine 2 (see Figure 1) will be overloaded, requiring a large amount of power, and in the worst case scenario, the engine 2 will stop and work will be interrupted. Therefore, when working in heavily wet paddy fields, the engine speed may be increased and the angle of the swash plate of the continuously variable transmission 9 may be automatically controlled to be on the low speed side. This allows the work to be continued in an appropriate manner.

[0094] Such a workload is determined by the engine speed, and it is preferable that the engine speed be increased when the workload is heavy. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the low speed side. This prevents the engine 2 from stopping even when the workload is heavy, and allows the vehicle to continue working. It is preferable that the engine speed be reduced when the workload is light. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the high speed side. This improves fuel efficiency. As described above, it is possible to continue working at an appropriate engine speed.

[0095] Reverse travel is performed at a slower speed than forward travel, so the maximum engine speed during reverse travel may be kept lower than during forward travel.

[0096] Furthermore, the engine speed control microcomputer may be built into the control unit 30 described above, or may be provided separately. For example, the engine speed control microcomputer may be located near the steering shaft. The engine speed control microcomputer and the transmission control microcomputer control the engine 2 and the continuously variable transmission 9. Therefore, it is preferable that the engine speed control microcomputer and the transmission control microcomputer be located near the engine 2 and the continuously variable transmission 9.

[0097] [Vehicle speed control] Next, the control configuration for the traveling vehicle speed will be described using FIG. 11 while also referring to FIG.

[0098] The vehicle speed is controlled according to the operating position of the main speed change lever 7A, and the angle of the swash plate of the continuously variable transmission 9 and the engine speed are controlled, so that the vehicle 1 travels at a speed (operating speed) according to the operating position of the main speed change lever 7A. The larger the angle of the swash plate of the continuously variable transmission 9, that is, the larger the opening angle of the swash plate of the continuously variable transmission 9, the faster the vehicle speed. Also, the higher the engine speed, the faster the vehicle speed.

[0099] In conventional vehicle speed control, the faster the operating speed of the main shift lever 7A, the higher the engine speed and the larger the opening of the swash plate of the continuously variable transmission 9 in proportion to the operating speed. Here, this type of control is referred to as control in normal mode, and this relationship is shown by graph A for normal mode in FIG. 11. For example, in normal mode, the engine speed is limited to 3000 rpm, and the opening of the swash plate of the continuously variable transmission 9 is controlled to 100% and the vehicle speed is the maximum traveling speed of 1.8 m / s. To output the set speed ES [m / s] in accordance with graph A for normal mode, the control unit 30 (see FIG. 5) controls the engine speed to Ro [rpm] and the opening of the swash plate of the continuously variable transmission 9 to r [%].

[0100] In this embodiment, the vehicle speed is controlled in an eco mode that prioritizes fuel efficiency rather than in a normal mode. The eco mode is a control that prioritizes increasing the opening of the swash plate of the continuously variable transmission 9, thereby ensuring a set speed even if the engine speed is reduced accordingly, and is a control that aims to improve fuel efficiency by keeping the engine speed low.

[0101] Specifically, when accelerating from a certain speed O [m / s] to a set speed ES [m / s], the control unit 30 (see FIG. 5) sets the opening of the swash plate of the continuously variable transmission 9 to rE [%], which is larger than r [%], and increases the engine speed toward the target engine speed RE [rpm]. When the opening of the swash plate of the continuously variable transmission 9 is rE [%], the engine speed reaches RE [rpm], making it possible to travel at the set speed ES [m / s].

[0102] However, when the engine load is high during work travel, the target engine speed RE may not be reached even if an attempt is made to increase the engine speed. In this case, the target engine speed RE is set high so that the engine speed reaches RE. Furthermore, if the engine speed does not reach RE even when the target engine speed RE is set to 3000 rpm, which is the engine speed limit, the swash plate opening rE of the continuously variable transmission 9 is reduced and the target engine speed RE is set high so that the traveling vehicle speed reaches the set speed ES. By performing such control, fuel efficiency can be improved when working at the set speed ES.

[0103] When a load exceeding a certain limit is applied to the engine 2, the engine speed cannot be increased, and the engine 2 may stop. Therefore, even before the target engine speed RE is set to 3000 rpm, which is the engine speed limit, if a load exceeding a predetermined load is applied to the engine 2, control may be performed to reduce the swash plate opening rE of the continuously variable transmission 9. This prevents the engine 2 from stopping, making it possible to continue work travel.

[0104] Furthermore, when the control to set the swash plate opening rE of the continuously variable transmission 9 to a small value is performed, it is preferable not to return the swash plate opening of the continuously variable transmission 9 to its original position even if the engine speed increases. This prevents excessive increases and decreases in vehicle speed, allowing for smooth work travel.

[0105] In this embodiment, the vehicle speed is controlled only in the eco mode, but the vehicle may be configured to selectively operate in the eco mode and the normal mode. With this configuration, fuel efficiency can be improved by performing work travel in the eco mode, and the vehicle 1 can be operated in the normal mode to maximize its performance and perform stable work travel, and the vehicle speed can be controlled optimally according to the situation.

[0106] [Driving control when an error is detected] Although not shown, various devices such as the seedling planting device 3 (see FIG. 1), the continuously variable transmission 9 (see FIG. 1), and the positioning unit 8 are provided with sensors (sensor group 1A shown in FIG. 5) that detect their operating states as needed. If these sensors detect an error state during automatic driving or if it is determined that a malfunction has occurred in the sensor itself, the control unit 30 may end automatic driving and stop the machine 1, or may temporarily stop the machine 1 while maintaining automatic driving.

[0107] When a malfunction such as an error occurs, it is preferable to stop the vehicle from traveling in order to prevent inappropriate operations from being performed. In some cases, it may be appropriate to terminate the autonomous driving, resolve the malfunction, and then restart the vehicle from the autonomous driving settings. However, in the case of a temporary malfunction, restarting the autonomous driving settings from the settings may not be efficient.

[0108] For example, the signal from the satellite acquired by the positioning unit 8 may temporarily become weak. However, this is often simply a temporary deterioration in radio wave reception, and the condition often recovers quickly. Terminating the automatic driving every time such a condition occurs may result in poor work efficiency. Therefore, in such cases, it is preferable to temporarily suspend the automatic driving and stop only the driving. It is preferable to wait for a while, and only if the condition does not improve should the automatic driving be terminated and necessary repairs, etc., be carried out.

[0109] When stopping the vehicle 1, a warning may be given in advance to the effect that the vehicle 1 will be stopped, that a malfunction has occurred, the details of the malfunction, etc. Furthermore, when stopping the vehicle 1, it is preferable not to suddenly decelerate, but to gradually decelerate until the vehicle stops.

[0110] When the machine body 1 stops on a slope, such as at the entrance or exit of a field, the machine body 1 may slide down the slope. In such a case, the angle of the swash plate of the continuously variable transmission 9 may be adjusted in the direction of ascending the slope, rather than being set to the neutral position. For example, when the machine body 1 is stopped while descending a slope to enter a field, the control unit 30 moves the angle of the swash plate of the continuously variable transmission 9 in the reverse direction. This drives the machine body 1 in the direction opposite to the direction of sliding down, thereby preventing the machine body 1 from sliding down the slope and allowing the machine body 1 to stop.

[0111] In addition, when the vehicle 1 is stopped and the angle of the swash plate of the continuously variable transmission 9 is operated to the neutral position, if the vehicle position calculated using the positioning unit 8 is moving, the angle of the swash plate of the continuously variable transmission 9 may be adjusted according to the vehicle position, and the vehicle may be controlled to maintain a stopped state.

[0112] Furthermore, in order to keep the machine 1 stationary on a slope or the like, the engine speed may be controlled in addition to the angle of the swash plate of the continuously variable transmission 9.

[0113] [Battery capacity control] Some of the various devices mounted on the rice transplanter operate on power supplied from a battery 73 (see Figure 2). These devices use different amounts of power during operation. For example, the blower of the fertilizer application device 4 (see Figure 1) consumes a large amount of power. The battery 73 is charged while the engine 2 (see Figure 1) is operating. However, during work travel in which devices that consume a large amount of power are operating, power may be consumed in excess of the charge capacity of the battery 73, and the remaining charge of the battery 73 may become low. For this reason, when the remaining charge of the battery 73 is lower than a predetermined amount, it is preferable to keep the engine 2 running for a while to charge the battery 73, even if an operation to stop the engine 2 is performed.

[0114] The battery 73 is equipped with a sensor (one of the sensor group 1A shown in FIG. 5) that measures the charge level. The engine 2 is stopped and started by operating a key or the like. When an operation to stop the engine 2 is performed, if the sensor equipped in the battery 73 detects that the charge level is below a predetermined value, the control unit 30 does not immediately stop the engine 2, but continues operating the engine 2 to charge the battery 73, and then stops the engine 2. After the operation to stop the engine 2, while the battery 73 is being charged (the engine operation continuation period), even if the engine 2 is operating, traveling and work are stopped. In other words, during this time, the swash plate of the continuously variable transmission 9 is maintained in the neutral position, the planting clutch and the like are disengaged, and the brake is in the braking state. In addition, at least one of the main speed change lever 7A and the sub-speed change lever 7B may be maintained in the neutral position.

[0115] The engine operation continuation period may be a predetermined time, or may be a period during which the charge amount reaches or exceeds a predetermined value as determined by a sensor provided in battery 73. Furthermore, when an operation to stop engine 2 is performed but engine 2 is not stopped, it is preferable to be notified of this.

[0116] Furthermore, if a device consuming a large amount of power is used while the engine 2 is running, or if the remaining charge of the battery 73 is low, control may be performed to increase the engine speed. Increasing the engine speed promotes charging of the battery 73.

[0117] The control relating to the charging of the battery 73 and the operation of the engine 2 may be performed by the control unit 30, or may be performed by a functional block such as a charging control unit (not shown) that is built into the control unit 30 or provided separately from the control unit 30.

[0118] [Sub-gear shift lever] The sub-speed change lever 7B (see Figure 1) is used to change the vehicle speed between the working speed during work and the travel speed during travel. For example, travel between fields is performed at the travel speed, and planting work, etc. is performed at the working speed.

[0119] Typically, the travel speed is faster than the working speed. The seedling planting device 3 is controlled so that the spacing between plants planted in the field is constant at the working speed. As a result, if planting is performed at the travel speed, the plants may not be planted at the specified spacing, which could result in inappropriate planting. Therefore, the control unit 30 preferably controls the sub-speed change lever 7B so that planting does not begin unless the sub-speed change lever 7B is operated toward the working speed. For example, the control unit 30 controls the planting clutch so that it does not engage unless the sub-speed change lever 7B is operated toward the working speed. This allows the vehicle to travel at a travel speed appropriate for the work, enabling appropriate work to be performed. It is also preferable that a potentiometer be provided on the sub-speed change lever 7B to confirm the operating position of the sub-speed change lever 7B.

[0120] Furthermore, it is more preferable that the sub-speed change lever 7B be operated to the neutral position when starting work travel after moving between fields. In other words, it is preferable that the operation to start work such as planting is only valid when the sub-speed change lever 7B is operated to the neutral position. Specifically, after the sub-speed change lever 7B is operated to the neutral position, the work start operation is performed, and then the sub-speed change lever 7B is operated to the work speed to start work. Furthermore, if the sub-speed change lever 7B is not in the neutral position when the work start operation is performed, a notification may be issued to prompt the user to operate the sub-speed change lever 7B to the neutral position.

[0121] It is preferable that the auxiliary speed-change lever 7B be set to the neutral position even when the engine 2 is kept running to charge the battery 73. This prevents the vehicle 1 from accidentally moving because the auxiliary speed-change lever 7B is in the neutral position while the engine 2 is running and when the engine 2 is subsequently restarted. In another embodiment, the auxiliary speed-change lever 7B may automatically return to the neutral position when the main speed-change lever 7A or the swash plate is in the neutral position or when the brakes are applied.

[0122] Furthermore, there is a problem if the machine body 1 is running during inspection or maintenance. Therefore, it is preferable that inspection or maintenance can be performed only when the sub-speed change lever 7B is in the neutral position. If the sub-speed change lever 7B is not in the neutral position when inspection or maintenance is being performed, a notification may be issued to prompt the user to operate the sub-speed change lever 7B to the neutral position.

[0123] When replenishing mat-shaped seedlings or chemicals, the machine body 1 approaches the ridge, which is the edge of the field. The self-driving rice transplanter detects obstacles and stops traveling when it detects an obstacle. Therefore, even if the machine attempts to approach the edge of the field, it detects the ridge as an obstacle and is normally unable to travel. Therefore, the rice transplanter of this embodiment has a function that temporarily stops obstacle detection when moving the machine body 1 to the edge of the field, allowing it to approach the edge of the field without detecting the ridge as an obstacle.

[0124] Sonar configuration The sonar arrangement and configuration will be described with reference to FIGS. 1 to 3 and 12 to 14.

[0125] The rice transplanter of this embodiment is capable of automatic travel. When the rice transplanter starts traveling automatically or during automatic travel, if there is an obstacle ahead in the direction of travel or around the machine body 1, problems may arise with travel or operation. For this reason, the rice transplanter of this embodiment is equipped with a sonar sensor 60 as an example of an obstacle detection device (one of the sensor group 1A shown in FIG. 5) that detects obstacles around the machine body 1. Obstacle detection is basically performed during automatic travel, but it can also be configured to detect obstacles during manual travel.

[0126] Specifically, for example, the sonar sensor 60 is composed of four front sonars 61 that detect obstacles in the area ahead of the aircraft 1, two rear sonars 62 that detect obstacles in the area behind the aircraft 1, and two lateral sonars 63 that detect obstacles in the areas to the sides of the aircraft 1. The speed at which the aircraft 1 travels straight forward is often faster than the speed at which the aircraft travels backward or turns. For this reason, the number of front sonars 61 that detect obstacles in the area ahead of the aircraft 1 is greater than the number of rear sonars 62 and lateral sonars 63. This allows for accurate detection of obstacles even when the aircraft is traveling straight forward at a high speed.

[0127] Two of the front sonars 61 are installed side by side in the left-right direction of the machine body 1 on the side of the front end of the step 14A. The other two of the front sonars 61 are supported by stays 61A that protrude forward from the left and right spare seedling support frames 17. The heights of the four front sonars 61 above the ground are approximately the same.

[0128] As shown in FIG. 13 , the detection range in the planar direction of each front sonar 61 (detection range in a planar view) spreads out in a fan shape from the front sonar 61. The forward detection range of the front sonar 61 is adjusted so that a length is secured that allows the vehicle 1 to stop in front of an obstacle after detecting the obstacle when traveling at maximum vehicle speed. The front sonars 61 are positioned so that the horizontal detection ranges of adjacent front sonars 61 at least partially overlap with each other. This improves the accuracy of obstacle detection. In another embodiment, the detection range of the sensor may be automatically adjusted according to vehicle speed. This prevents the detection range from being larger than necessary when traveling at low speeds, and allows obstacles to be detected within an optimal detection range.

[0129] 12, the rear sonars 62 are supported on a support structure 62A that is supported on the seedling planting device 3 or the like to support the chemical spraying device 18. The two rear sonars 62 are positioned on either side of the chemical spraying device 18 in the left and right directions, and the height of the rear sonars 62 above the ground is approximately the same height as the upper end of the chemical spraying device 18.

[0130] The rear sonars 62 mainly detect obstacles when reversing. As shown in FIG. 13, the detection range of each rear sonar 62 in the planar direction spreads out in a fan shape from the rear sonar 62. Each rear sonar 62 is positioned slightly outward from directly behind, and the detection range of each rear sonar 62 is biased slightly outward. This ensures a wide detection range in the left-right direction of the aircraft 1 behind the aircraft 1. The rear sonars 62 are positioned so that the horizontal detection ranges of the two rear sonars 62 at least partially overlap each other. This improves the accuracy of obstacle detection.

[0131] The lateral sonars 63 are mounted on the sides of both ends (rear steps 14C) of the machine body 1 behind the step 14A, to the sides of the driver's seat 16. The rear steps 14C are positioned higher than the step 14A, which helps to reduce the effects of mud splashes from the rear wheels, etc. Alternatively, the lateral sonars 63 may be mounted on the spare seedling support frame 17 located opposite the step 14A.

[0132] The lateral sonars 63 detect obstacles on the sides of the vehicle 1, detecting the area surrounding the boarding and disembarking area of ​​the step 14A. It would be problematic if someone were attempting to get on or off the driver's unit 14 when autonomous driving begins. The lateral sonars 63 particularly detect people attempting to get on or off the driver's unit 14. As shown in Figure 12, the horizontal detection range of each lateral sonar 63 spreads out in a fan shape from the front sonar 61. People getting on or off the driver's unit 14 primarily do so from the sides of or in front of the driver's seat 16. Furthermore, the fertilizer applicator 4 and other devices are located behind the driver's seat 16, making it unlikely that people would get on or off from that direction. Therefore, the horizontal detection range of the lateral sonars 63 is tilted slightly forward from the sides of the vehicle 1. Furthermore, a spare seedling support frame 17 protrudes left and right in front of the vehicle 1. The front end of the horizontal detection range of the horizontal sonar 63 is set to be behind the spare seedling support frame 17 so that the horizontal sonar 63 does not detect the spare seedling support frame 17 or the spare seedling storage device 17A.

[0133] As described above, the sonar sensor 60 detects objects that exist within a specific detection range. Furthermore, if a muddy surface in a farm field exists within the detection range, the sonar sensor 60 will detect the muddy surface as an obstacle. If the muddy surface is detected as an obstacle, automatic traveling will not start and traveling will not continue. Therefore, the detection range of the sonar sensor 60 is adjusted so that it does not detect the muddy surface.

[0134] As shown in FIG. 14, the sonar sensor 60 is supported slightly upward and adjusted so as not to detect the muddy surface while maintaining a predetermined detection distance. In other words, the sonar sensor 60 is adjusted so that the lower end of the detection range does not reach the muddy surface at the predetermined detection distance. Furthermore, since the vehicle 1 sways up and down as it travels, this vertical movement makes it easier to detect the muddy surface. In addition, mud clumps that occur during turning may be present on headlands, etc., and may erroneously be detected as clumps of mud protruding from the muddy surface. Therefore, a certain margin may be considered in the distance from the muddy surface to the lower end of the detection range. In this way, the vertical detection range of the sonar sensor 60 (detection range viewed from the side) is adjusted taking into account the required detection distance and the need to avoid detecting the muddy surface, etc., thereby ensuring an appropriate detection range.

[0135] Conversely, the sonar sensor 60 may be supported facing slightly downward. For example, in situations where there is little possibility of an obstacle being present in the vertical direction, or where priority should be given to detecting an obstacle that is relatively low above the muddy surface, such as a crouching person, it is preferable to adjust the detection range so that it can detect low obstacles located as close to the aircraft 1 as possible. In such cases, the sonar sensor 60 is supported facing slightly downward and adjusted so that the detection range includes the lower area near the aircraft 1. Note that in this case, the muddy surface, etc., may be detected more than necessary. For this reason, it is preferable to analyze the detection pattern of the muddy surface to determine whether the detected obstacle is a muddy surface, and to control the system so that even if a muddy surface is detected, it is not recognized as an obstacle.

[0136] The front sonar 61 is not limited to being supported on the step 14A or the spare seedling support frame 17, and can be placed in any position as long as an appropriate detection range is ensured. For example, the front sonar 61 may be supported on the engine bonnet 2B, or on an extension member supported on the aircraft body 1. Furthermore, the front sonar 61 may be provided near the positioning unit 8, or may be provided near the positioning unit 8 instead of or in addition to the four front sonars 61.

[0137] Furthermore, to stabilize the detection state, it is preferable that the sonar sensor 60 be supported in a position where it will not move while detecting an obstacle. The rear sonar 62 is also preferably positioned in a position where it will not move (a non-operating area), but it can be positioned anywhere as long as an appropriate detection range is ensured. For example, the rear sonar 62 may be mounted on the tool bar supporting the work equipment, the planting case of the seedling planting device 3, the sliding plate 3A, the sliding plate guard 3B, or the support of the seedling loading tray 21.

[0138] In addition, the rear sonar 62 is close to the rear wheels 12B and is therefore susceptible to mud splashes. Therefore, it is preferable to install the rear sonar 62 at a high position above the ground, away from the muddy surface. For example, the rear sonar 62 may be installed at the upper end of the seedling placing tray 21. The seedling placing tray 21 has a slope that slopes forward as it goes up. Furthermore, as described above, the rear sonar 62 has a fan-shaped detection range. Therefore, by installing the rear sonar 62 at the upper end of the seedling placing tray 21, it is possible to efficiently ensure an appropriate detection range while suppressing false detection of the seedling placing tray 21 by the rear sonar 62.

[0139] The rear sonar 62 may also be provided in an area above the mud cover 18A provided on the chemical spraying device 18. The chemical spraying device 18 may be provided with a mud cover, and providing the rear sonar 62 in an area above the mud cover prevents mud from adhering to the rear sonar 62. Similarly, the rear sonar 62 may be provided in an area above the upper end of the planting transmission case 3D of the seedling planting device 3, and is preferably provided in an area above the mud scattering prevention cover 3E provided on the seedling planting device 3. A dedicated cover may also be provided in an area below the rear sonar 62. Furthermore, the rear sonar 62 may be provided above or above the fertilizer applicator 4, a powder / granular material feeder for insecticides, fungicides, herbicides, etc., or a direct seeding machine.

[0140] Furthermore, the two rear sonars 62 are each positioned facing slightly outward from the machine body 1. Therefore, the horizontal detection ranges of the two rear sonars 62 are provided over a wide range while partially overlapping each other. Alternatively, three or more rear sonars 62 may be provided, and a wide detection range may be ensured while partially overlapping each other's detection ranges. In this case, each rear sonar 62 does not need to be positioned facing slightly outward from the machine body 1; the orientation of each rear sonar 62 is arbitrary, and some or all of the rear sonars 62 may be positioned facing slightly inward or directly behind the machine body 1. For example, multiple rear sonars 62 may be arranged side by side along the seedling placing table 21.

[0141] The two rear sonars 62 are positioned such that they sandwich the chemical spraying device 18. This allows for proper detection of obstacles such as people around the chemical spraying device 18. The detection ranges of these rear sonars 62 are set to an area that does not include the chemical spraying device 18, to prevent erroneous detection of the chemical spraying device 18. Furthermore, the chemical spraying device 18 is not necessarily provided on the rice transplanter. In this case, the area where the chemical spraying device 18 is located does not fall within the detection range of the rear sonars 62. A specific component may be provided in this area to at least prevent people from entering that area.

[0142] Each sonar sensor 60 may be provided inside the end of the aircraft 1. Because the detection range of each sonar sensor 60 spreads out in a fan shape, providing the sonar sensors 60 inside the end of the aircraft 1 reduces blind spots in the detection range around the aircraft 1, making it easier to detect obstacles in closer areas around the aircraft 1. Furthermore, to prevent mud from adhering to each sonar sensor 60, it is preferable that each sonar sensor 60 be provided inside the aircraft 1, that is, in a position that overlaps with the aircraft 1, for example, step 14A, in a plan view.

[0143] Conversely, each sonar sensor 60 may be provided at the tip of the aircraft 1. If each sonar sensor 60 is provided inside the aircraft 1, there is a possibility that the aircraft 1 itself will be mistakenly detected as an obstacle. If each sonar sensor 60 is provided at the tip of the aircraft 1, the possibility of the aircraft 1 itself being mistakenly detected as an obstacle is reduced. In this case, it is preferable to provide a mudguard member below each sonar sensor 60.

[0144] The front sonar 61 may also be located above the axle of the vehicle 1, preferably above the upper end of the axle, and more preferably above the lower end of the step 14A. The front sonar 61 may also be located below the upper end of the positioning unit 8, preferably below the upper end of the steering wheel 10, and more preferably below the upper end of the step 14A. The front sonar 61 may also be located on the spare seedling support frame 17. By locating the front sonar 61 away from the muddy surface in this way, it becomes easier to set a detection range that can detect potential obstacles more accurately while suppressing detection of the muddy surface. The front sonar 61 may also be located on the engine frame 1F or the step frame 1G.

[0145] Furthermore, the front sonar 61 may be provided in a configuration in which its placement position is adjustable. For example, the front sonar 61 may be supported via a stay, and the position of the stay that supports the front sonar 61 may be selectable, or the stay that supports the front sonar 61 may be deformable so that the placement position of the front sonar 61 can be changed.

[0146] The sonar sensor 60 may be configured to change its position to the in-use state when an obstacle is detected and to the stored state when no obstacle is detected. For example, in the stored state, the detection section of the sonar sensor 60 may be hidden behind another component or may face upward. This prevents dirt such as mud from adhering to the sonar sensor 60 when no obstacle is detected, making it easier to maintain a state in which the sonar sensor 60 can properly detect obstacles when in the obstacle detection state.

[0147] Furthermore, the detection ranges of adjacent sonar sensors 60 are not limited to being configured so that they at least partially overlap each other, and may be configured so that there is no overlapping area as long as the detection ranges can be appropriately secured.

[0148] In some cases, it may be desirable to improve the detection accuracy in the region in the center of the aircraft 1 in the left-right direction in the fore-and-aft direction. In such cases, at least one of the front sonar 61 and the rear sonar 62 may be positioned closer to the center of the aircraft 1 in the left-and-right direction.

[0149] The detection range of each sonar sensor 60 may be changed depending on the position of the machine 1, its traveling speed, and its operating status. The position of the machine 1 is determined from the machine 1's position information and the field map, and includes the distance from the ridge, the distance from the periphery of the field, whether it is on the outer circular route ORL, etc. The periphery of the field is an electronic barrier or the like defined in the field map as the boundary of the field. The detection range of each sonar sensor 60 may be changed depending on the status of the traveling route or the work content, after determining the next traveling position from a predetermined traveling route and the field map.

[0150] [Sonar ECU] The sonar ECU will be described with reference to FIGS.

[0151] The sonar sensors 60 are controlled by a sonar ECU 64 (corresponding to a detection control device). The sonar ECU 64 controls the operation of the sonar sensors 60 and acquires and transmits detection results to the control unit 30 (see FIG. 5). In this embodiment, the sonar ECU 64 includes a front sonar ECU 64A and a rear sonar ECU 64B. The four front sonar sensors 61 are controlled by the front sonar ECU 64A, while the two rear sonar sensors 62 and the two lateral sonar sensors 63 are controlled by the rear sonar ECU 64B. Numerous signal wiring, power supply wiring, and the like are disposed between the front and rear regions of the aircraft 1. Therefore, the front sonar ECU 64A, which is connected to the sonar sensors 60 (front sonar 61) located closer to the front of the aircraft 1, and the rear sonar ECU 64B, which is connected to the sonar sensors 60 (rear sonar 62 and lateral sonar 63) located closer to the rear of the aircraft 1, are allocated to the front and rear of the aircraft. This prevents wiring such as signal wiring and power wiring connected to the sonar sensor 60 and the sonar ECU 64 from being laid across the front and rear of the vehicle 1, improving the wiring efficiency of the vehicle 1.

[0152] The front sonar ECU 64A is provided in the front region of the machine body 1, and is supported, for example, on the left lateral side of a stacked lamp support member 74 supported by the spare seedling support frame 17. Wiring such as communication wiring and power supply wiring for data communication between the front sonar ECU 64A and each front sonar 61 is collected into a single wire near the front sonar 61, and this single wire is connected to the front sonar ECU 64A.

[0153] Furthermore, because the front sonar ECU 64A is supported on the left side surface of the stacked lamp support member 74, it can be easily attached and detached from the outside of the aircraft 1. This makes it possible to retrofit the front sonar 61, and also makes it easy to repair and replace the front sonar ECU 64A.

[0154] The rear sonar ECU 64B is provided in the rear region of the aircraft 1, for example, in an area surrounded by the rear sonars 62 and the lateral sonars 63. The rear sonar ECU 64B is supported on the left lateral side surface of the aircraft frame 1E in an area below the driver's seat 16, near the left lateral sonar 63. In addition, the communication wiring and power supply wiring for data communication between the rear sonar ECU 64B and the rear sonars 62 and lateral sonars 63 are combined into a single line, and the combined line is connected to the front sonar ECU 64A. This allows for efficient wiring between the rear sonars 62 and lateral sonars 63 and the rear sonar ECU 64B.

[0155] Additionally, hydraulic hoses and the like are arranged in the right region of the vehicle body 1. Therefore, by providing the rear sonar ECU 64B in the left region of the vehicle body, the rear sonar ECU 64B and the wiring connected to the rear sonar ECU 64B do not interfere with the hydraulic hoses and the like, which prevents damage to the wiring and also makes it easier to attach and detach the wiring.

[0156] Additionally, because the rear sonar ECU 64B is supported on the left lateral side surface of the vehicle frame 1E, it can be easily attached and detached from the outside of the vehicle 1. This makes it possible to retrofit the rear sonar 62 and side sonar 63, and also makes it easy to repair or replace the rear sonar ECU 64B.

[0157] There is a limit to the number of sonar sensors 60 that can be connected to the sonar ECU 64. For this reason, two sonar ECUs 64 are provided in this embodiment. If one sonar ECU 64 can control all of the sonar sensors 60, it is preferable that the one sonar ECU 64 be provided in the center of the aircraft 1. This allows for optimal wiring efficiency.

[0158] Furthermore, it is preferable that the total number of sonar sensors 60 to be installed be an integer multiple of the limited number of sonar sensors 60 that can be connected to the sonar ECU 64. In other words, it is preferable to provide as many sonar sensors 60 as possible within the limitations of the sonar ECU 64. This can improve the accuracy of obstacle detection.

[0159] Furthermore, if there is room for the number of sonar sensors 60 that can be installed, there is no need to have more front sonar sensors 61 than rear sonar sensors 62; they can be the same number. This improves the obstacle detection accuracy of the rear sonar sensors 62.

[0160] In the above explanation, a configuration example using the sonar sensor 60 as the obstacle detection device has been described, but the obstacle detection device is not limited to the sonar sensor 60, and any device can be used as long as it can detect obstacles.

[0161] For example, a laser sensor or a contact sensor can be used as the obstacle detection device. Alternatively, an imaging device may be used to capture images of the surroundings of the machine body 1, and obstacles may be detected by image analysis. Image analysis can be performed using a trained model generated by machine learning, or by any means using artificial intelligence.

[0162] [Detection by sonar sensor] 1 to 3 and 12 to 14, a configuration for detecting obstacles using a sonar sensor and travel control in accordance with the detected content will be described.

[0163] The sonar sensor 60 detects obstacles around the machine body 1, and during automatic traveling, the control unit 30 (see FIG. 5) controls the automatic traveling in accordance with the detected obstacles. Specifically, such control can be performed by a functional block such as an automatic traveling control unit or an obstacle response unit built into the control unit 30, which includes the automatic traveling microcomputer 6, etc., and further, these functional blocks may be provided separately from the control unit 30.

[0164] If an obstacle is detected when the vehicle 1 starts moving by unmanned automatic traveling (when unmanned automatic traveling starts), the start is suppressed and traveling does not start (transmission suppression mode). For example, when starting unmanned automatic traveling in forward direction, the detection results of the front sonar 61 and the side sonar 63 of the sonar sensors 60 are used, and if the front sonar 61 and the side sonar 63 detect an obstacle, the start is suppressed and traveling does not start. Also, when starting unmanned automatic traveling in reverse, the detection results of the rear sonar 62 and the side sonar 63 of the sonar sensors 60 are used, and if the rear sonar 62 and the side sonar 63 detect an obstacle, the start is suppressed and traveling does not start. At this time, the side sonar 63 detects the area around the boarding step (step 14A), which is the boarding area through which the driver passes when boarding, and in particular, detects people who are getting on or off the driver's unit 14.

[0165] During unmanned automatic driving, obstacles are detected, and when an obstacle is detected, control such as stopping the automatic driving is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during unmanned automatic driving, driving is stopped or the driving speed is reduced. For example, when the unmanned automatic driving vehicle 1 is driving straight ahead, the detection results of the front sonar 61 are used, and when the unmanned automatic driving vehicle 1 is driving backward, the detection results of the rear sonar 62 are used. When turning during unmanned automatic driving, the detection results of the lateral sonar 63 may be used in addition to the above, or only the detection results of the lateral sonar 63 in the turning direction may be used. When driving is stopped, the driving speed may be gradually reduced until the vehicle 1 is finally stopped. Obstacle detection may be performed during round-trip work driving along the internal round-trip path IPL, and obstacle detection may also be performed during outermost planting (outermost periphery work driving).

[0166] Furthermore, in the transmission suppression mode and the obstacle detection mode, if an obstacle is detected, the angle of the swash plate of the continuously variable transmission 9 is maintained in the neutral state. At this time, it is preferable that the engine speed is maintained without being reduced. This allows the vehicle to quickly start or resume traveling once it is confirmed that the detected obstacle does not impede traveling or once the obstacle is removed. Furthermore, if an obstacle is detected by the sonar sensor 60, an alarm may be issued to the vehicle. For example, the control unit 30 controls the voice alarm generating device 100 to issue an alarm. The alarm to the effect that an obstacle has been detected may be issued by a predetermined display pattern on the stacked light 71 or the center mascot 20 (described later), or may be issued on a remote control 90 or a mobile terminal carried by the vehicle, or on the information terminal 5, etc.

[0167] Furthermore, the control of travel using the detection results of the sonar sensor 60 may be performed not only in unmanned automatic travel but also in manned automatic travel or manual travel. In particular, the outer loop path ORL (see FIG. 4) is used for work travel by manned automatic travel or manual travel. There are many obstacles, such as water inlets, at the outermost periphery of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even in manned automatic travel or manual travel around the outermost periphery. Furthermore, during manned automatic travel or manual travel, travel control using the detection results of the sonar sensor 60 may be performed only in areas with many obstacles, such as water inlets. Furthermore, the vehicle may be configured to be able to detect whether or not a driver is in the driving unit 14. Even in manned automatic travel or manual travel, if it is not possible to detect whether or not a driver is in the driving unit 14, travel control using the detection results of the sonar sensor 60 may be performed. Whether or not a driver is in the driving unit 14 can be detected using the seat occupancy sensor 16A, etc.

[0168] As described above, the detection range of the sonar sensor 60 is set so as not to detect muddy surfaces. Because farmland conditions vary, even with this setting, there may be situations where muddy surfaces are easily detected. Here, since the vehicle 1 is stationary when unmanned autonomous driving begins, it is easy to determine whether a detected obstacle is a muddy surface. Based on this, when unmanned autonomous driving begins, the control unit 30 may determine whether an obstacle is a muddy surface if it detects one. If it determines that an obstacle is a muddy surface, it may correct (ignore) the detection result by indicating that no obstacle was detected. This allows the control unit 30 to control the autonomous driving by determining that a muddy surface is not an obstacle, thereby reducing the risk of unnecessary obstacle detections preventing the vehicle from starting, enabling smooth autonomous driving. The determination of whether a surface is muddy may be performed by an obstacle determination unit. The obstacle determination unit may be built into the control unit 30 or provided externally to the control unit 30.

[0169] Furthermore, at the start of unmanned automatic driving (transmission suppression mode), control may be performed assuming that an obstacle has been detected when the sonar sensor 60 detects only a moving object such as a moving person. A state in which it is necessary to suppress the start of unmanned automatic driving at the start of unmanned automatic driving is often a state in which a person is about to get on or off the driving unit 14. Therefore, by setting only moving objects such as people as the detection target (obstacles to be considered during automatic driving), false detections are suppressed, and appropriate control can be performed at the start of unmanned automatic driving. The obstacle determination unit determines whether or not an object is a moving object such as a person. The obstacle determination unit determines whether or not an object is an obstacle by image analysis or the like, or by inputting a captured image into learned data obtained by machine learning.

[0170] Furthermore, the sonar sensor 60 whose detection results are not used depending on the driving state may continue to detect obstacles, or may be put into an unused state, such as by being powered off.

[0171] The rear sonar 62 is supported by the seedling planting device 3, which rises and falls as the device travels for planting work. As a result, the seedling planting device 3 is in a lowered position during planting work, and the rear sonar 62 is in a position where it can easily detect the muddy surface. Furthermore, the device is in a forward movement during planting work, so there is little need to detect obstacles behind. For these reasons, the rear sonar 62 may be put into an unused state during forward movement of work, provided that the seedling planting device 3 is lowered. The lowered state of the seedling planting device 3 can also be detected by a sensor (one of the sensor group 1A shown in Figure 5) that detects the state of the lifting link 13a, and can also be determined by the position of the marker 19 and whether the soil leveling float 15 is on the ground.

[0172] Additionally, the rear sonar 62 may be controlled so that it only recognizes approaching objects as obstacles when reversing. In this case, if the seedling planting device 3 is in the raised position, obstacles located at a high height above the mud surface are more likely to be detected, making it easier to detect obstacles intruding behind the machine body 1. Whether an obstacle is approaching can be determined by the obstacle determination unit.

[0173] As described above, the horizontal sonar 63 has a narrower detection range in the horizontal direction than the other sonar sensors 60 so as not to erroneously detect the spare seedling support frame 17 as an obstacle. However, if the risk of erroneous detection is low depending on the placement positions of the spare seedling support frame 17 and the horizontal sonar 63, the detection range of the horizontal sonar 63 may be the same as or greater than that of the other sonar sensors 60.

[0174] Furthermore, the size of the detection range of the sonar sensor 60 may differ between the transmission suppression mode and the obstacle detection mode. For example, the size of the detection range of the sonar sensor 60 is larger in the transmission suppression mode than in the obstacle detection mode. As the detection range of the sonar sensor 60 increases, the vertical detection range also increases, making it easier to detect muddy surfaces. As described above, in the transmission suppression mode, the aircraft 1 is stationary, so post-detection control determines whether a muddy surface is present, and even if a muddy surface is detected, the detection result can be ignored in subsequent control. In contrast, in the obstacle detection mode, the aircraft 1 is moving, making it easier to detect muddy surfaces, but also making it difficult to determine whether a detected obstacle is a muddy surface. Therefore, in the obstacle detection mode, it is preferable to reduce the detection range to suppress detection of muddy surfaces.

[0175] When the machine body 1 travels for work on the internal round-trip path IPL (see Figure 4), it approaches the ridges as it travels. The ridges are higher than the mud surface and are easily detected by the sonar sensor 60. During automatic travel, the machine body 1 turns along a turning path generated with the ridges in mind, so there is no need for the sonar sensor 60 to detect the ridges more than necessary. Therefore, the size of the detection range of the sonar sensor 60 may be changeable as desired. For example, when the machine body 1 approaches the ridge within a predetermined distance during work travel on the internal round-trip path IPL, the closer the distance to the ridge, the shorter the detection range of the sonar sensor 60 will be controlled.

[0176] Additionally, the detection range of the sonar sensor 60 located on the inside of the turn may be increased during turning. For example, during forward travel, the detection range of one or more of the front sonar sensors 61 located on the inside of the turn may be increased. If the front sonar sensors 61 can detect obstacles in the area through which the vehicle 1 passes during turning, the risk of the vehicle 1 coming into contact with the obstacle can be sufficiently reduced. Therefore, the front sonar sensors 61 need only be configured to detect the trajectory of the front outermost end of the vehicle 1 as it turns. For example, if the front outermost end of the vehicle 1 is the front outermost end of the spare seedling storage device 17A, the trajectory of the front outermost end of the spare seedling storage device 17A should be included in the detection range. This reduces the risk of missed detection.

[0177] Similarly, when traveling in reverse, the detection range of the rear sonar 62 located on the inside of the turn may be increased. The outermost rear end of the vehicle 1 is the outermost rear end of the sliding plate guard 3B. Therefore, it is sufficient that the trajectory traced by the outermost rear end of the sliding plate guard 3B is included in the detection range. When turning on a ridge, an assistant worker or the like often waits in the field on the opposite side of the turning direction. In such a case, by adopting the above configuration, the detection range is expanded to the opposite side of the vehicle 1 from the position where the assistant worker is waiting, reducing the risk of the vehicle stopping due to an erroneous detection of the assistant worker as an obstacle.

[0178] Also, the sonar sensor 60 may be configured to be activated when in use, for example, when unmanned driving begins, but may also be configured so that the sonar sensor 60 is activated when the engine 2 is started to detect obstacles, but the detection results are not used until unmanned driving begins (until it is time to use it).When the detection results are used to control automatic driving, a notification to that effect is given by the voice alarm generating device 100 or the like.

[0179] As described above, the sonar sensor 60 may erroneously detect an object that does not interfere with the work travel as an obstacle. If the supervisor can confirm whether the object does not interfere with the work travel, it is preferable to start or continue the travel. Therefore, if the supervisor determines that the object does not interfere with the work travel, the detected obstacle may be temporarily not considered. For example, the remote controller 90 may be provided with a button operation that allows the detected obstacle to be temporarily not considered (ignored). The period for which the detected obstacle is ignored may be a predetermined time, or a separate button operation may be provided to resume consideration of the detected obstacle. Alternatively, the detected obstacle may be ignored only while the button operation is continued (a long press of the button). Alternatively, the period for which the detected obstacle is ignored may be a period for traveling a predetermined distance. These button operations may be hidden commands that are not disclosed as normal operations of the remote controller 90. Furthermore, the button operations may be complex to prevent operational errors. For example, an operation that is frequently performed and can be quickly undone if operated incorrectly may be operated with one button on the remote control 90, while an operation that cannot be easily undone once operated incorrectly, such as starting automatic driving, may be operated by simultaneously operating two or more buttons. One of the two or more buttons may be a function button.

[0180] Such an operation may be performed while referring to an audio announcement, or may be enabled only after the announcement is made.

[0181] A sensor other than sonar sensor 60 (one of the sensor group 1A shown in FIG. 5) may be provided separately, and this sensor may be capable of detecting the size of an obstacle. This sensor may be configured to analyze an image captured by an imaging device, or may be a laser sensor that irradiates the obstacle, and may be any sensor capable of detecting size. When sonar sensor 60 detects an obstacle, this sensor may be configured to detect the size of the obstacle, and if the size is less than a predetermined size, it may not be recognized as an obstacle.

[0182] Furthermore, the operation of the sonar sensor 60 may be stopped or started by operating the remote controller 90 or the information terminal 5, and the start or stop of whether or not to perform control in response to the detection of an obstacle may be selected.

[0183] Furthermore, when an obstacle is detected, the angle of the swash plate of the continuously variable transmission 9 is displaced to or maintained in neutral, and in this state, the sonar sensor 60 may not detect the obstacle, or may ignore the detected obstacle. Furthermore, after a predetermined period of time has elapsed, the detection and processing of the obstacle using the sonar sensor 60 may be resumed. At this time, if there are many obstacles to detect, such as when the vehicle is traveling along the edge of a paddy field, the detection and processing may not be resumed. Whether there are many obstacles may be determined from the position information and the field map, or by image analysis using an imaging device.

[0184] The detection and processing of obstacles may not be resumed automatically, but may be resumed only after a specific manual operation is performed. Alternatively, whether or not autonomous driving has started properly may be determined by image analysis using an imaging device, and the detection and processing of obstacles may be resumed when it is determined that autonomous driving has started properly.

[0185] [Sonar control when replenishing seedlings] 1 to 4 and 12 to 14, the control of the sonar sensor 60 during seedling replenishment will be described.

[0186] When the rice transplanter runs out of seedlings, it replenishes them. When replenishing seedlings, the machine 1 moves forward and moves to the edge of the seedling supply side SL. When seedling replenishing is complete, the machine 1 moves backward and returns to the travel route.

[0187] While seedlings are being supplied, work vehicles will be passing around the machine body 1. For this reason, it is preferable to stop the sonar sensor 60 from operating while seedlings are being supplied. Alternatively, it is preferable to ignore any obstacles detected by the sonar sensor 60 while seedlings are being supplied. Furthermore, even if an obstacle is detected during automatic driving, automatic driving will be terminated and the automatic driving setting information, etc. will be erased. If an obstacle is detected during seedling supply, automatic driving may not be terminated, but may be temporarily stopped. This allows work driving to be resumed quickly.

[0188] Then, when seedling supply is completed and the vehicle returns to its travel route, it is preferable to resume operation of at least the rear sonar 62 of the sonar sensors 60, or to perform processing that takes into account the detected obstacle. Furthermore, immediately after seedling supply is completed, there is a high possibility that a work vehicle will approach the vehicle 1. For this reason, the side sonar 63 may be activated when reversing after seedling supply is completed. Also, when reversing, there will be a ridge close to the front of the vehicle 1. For this reason, it is preferable to operate the front sonar 61 even when reversing, at least until the vehicle reaches the inner area IA of the field. Note that similar control may be performed not only when seedling supply is completed, but also when replenishing other materials.

[0189] [Detection of sonar sensor malfunction] A configuration for detecting a malfunction of the sonar sensor 60 will be described with reference to FIGS. 1 to 5 and 12 to 14. FIG.

[0190] The sonar sensor 60 may become unable to properly detect obstacles due to the adhesion of mud, etc. At the start of a journey, the operation of the sonar sensor 60 is checked, but if a malfunction occurs in the sonar sensor 60 while the vehicle is traveling, it is difficult to detect this.

[0191] Therefore, if the front sonar 61 does not detect a muddy surface while reversing, the sonar ECU 64 or the control unit 30 may determine that a malfunction has occurred in the front sonar 61. Even if the front sonar 61 detects an obstacle while reversing, control is performed so that the obstacle is not recognized as an obstacle. Furthermore, the front sonar 61 includes a muddy surface in its detection range, determines whether the obstacle is a muddy surface, and, if so, performs control so that the obstacle is not recognized as an obstacle. Therefore, if the front sonar 61 does not detect a muddy surface for a predetermined period of time while reversing, it can be determined that a malfunction has occurred in the front sonar 61.

[0192] When the position information indicates that the vehicle is approaching the edge of a rice levee, even if the levee comes within the detection range of the sonar sensor 60, if the sonar sensor 60, which detects obstacles ahead in the direction of travel, does not detect the obstacle, it can be determined that there is a malfunction in the sonar sensor 60.

[0193] If the detection ranges of the four front sonars 61 overlap at least partially, and only one of the front sonars 61 detects an obstacle, it can be determined that one of the front sonars 61 is malfunctioning.

[0194] When adjacent sonar sensors 60 are arranged close to each other and only one sonar sensor 60 detects an obstacle, it may be determined that the other sonar sensor 60 has a malfunction.

[0195] [Driving control during drug supply] The travel control during medicine supply will be described with reference to FIGS.

[0196] When the on-board chemical agent runs out, the rice transplanter replenishes it with chemicals. When chemical agent replenishment is required, the machine 1 moves backward and moves to the edge of the seedling supply side SL. When chemical agent replenishment is complete, the machine 1 moves forward and returns to the travel route.

[0197] When supplying chemicals, in the manned automatic driving mode, the vehicle remains in an automatic state, but turns under human operation and moves backward to bring the vehicle 1 close to the edge of the seedling supply side SL.

[0198] In unmanned automatic traveling, the machine 1 is temporarily stopped when transitioning from the turning path to the internal shuttle path IPL, and during that time, manual operation is performed to cause the machine 1 to move backward at a predetermined speed (slightly move closer) and move the machine 1 closer to the edge of the seedling supply side SL. This manual operation can be performed using the remote control 90, etc. Note that such manual operation can be accepted while traveling in the middle of a turn, and after the turn is completed, the machine 1 moves backward at a predetermined speed.

[0199] [Notification during automatic driving] A configuration for controlling notifications during automatic driving will be described with reference to FIGS. 1 to 5. FIG.

[0200] Immediately before the start of automatic operation of the unmanned automatic driving system, a notification screen is displayed on the information terminal 5 to prompt the operator to check whether the plant has run out of seedlings or chemicals. A sensor (one of the sensor group 1A shown in FIG. 5) may be provided to detect the remaining amount of seedlings or chemicals. If the plant has run out of seedlings or chemicals, the automatic driving system may not start, and at least one of the following may be notified: that the plant has run out of seedlings or chemicals; and / or a prompt to replenish the plantings or chemicals. Such notifications may be displayed on the information terminal 5, or may be audibly notified by the voice alarm generator 100, or may be notified by lighting the stacked light 71 or via the remote control 90. The above-described processing is performed when an operation to start automatic driving is performed using the remote control 90, and at least one of the following may be performed: a notification screen is displayed; a notification that the plant has run out of seedlings or chemicals; and / or a prompt to replenish the plantings or chemicals. Furthermore, abnormalities other than seedling shortage or drug shortage may also be checked, and in addition to displaying that an abnormality has occurred, a notification may be given urging the user to resolve or avoid the abnormality, or the procedure for doing so may be given.

[0201] Furthermore, when automatic travel begins, a notification may be given by a voice alarm or the like before the vehicle 1 starts moving. After that, the vehicle 1 may start moving after the notification has ended, or the vehicle 1 may start moving together with the notification.

[0202] Automatic travel can be set to either a seedling supply mode or a seedling supply non-supply mode. In the seedling supply mode, the vehicle 1 temporarily stops at the end of the internal shuttle path IPL just before the turning path to select whether or not to supply seedlings. If seedling supply is not required, travel is resumed by manually operating the remote control 90 during the temporary stop, and the vehicle 1 waits in a stopped state until the remote control 90 is operated. If seedling supply is required, a manual operation is performed to indicate that seedling supply is required, and the vehicle 1 first automatically travels a predetermined distance toward the ridge and stops. Subsequently, another manual operation using the remote control 90 can move the vehicle 1 to the edge of the seedling supply edge SL. In another embodiment, the seedling supply location may not be the seedling supply edge, but a specific seedling supply point on the periphery of the field. Furthermore, in the seedling supply mode, a route may be generated toward the seedling supply edge or seedling supply point, and the vehicle may automatically travel along that route.

[0203] Furthermore, even in the no-seedling-supply mode, the machine 1 temporarily stops at the boundary between the turning path and the internal shuttle path IPL to switch control. Even in the no-seedling-supply mode, it may be necessary to move the machine 1 to the edge of the seedling supply side SL due to an unexpected need for seedling supply or other circumstances. In this case, while the machine 1 is temporarily stopped, the machine 1 can be moved to the edge of the seedling supply side SL by manual operation using the remote control 90, etc. Alternatively, the machine 1 is gradually decelerated before being temporarily stopped, and during that time the machine 1 can be moved to the edge of the seedling supply side SL by manual operation using the remote control 90, etc.

[0204] After the vehicle 1 has stopped temporarily, it may automatically resume traveling after a predetermined time has elapsed, or it may require manual operation to resume traveling.

[0205] In addition, notifications other than those for abnormalities, such as notifications to simply move forward or backward, can also be disabled by setting.

[0206] Furthermore, when automatic driving starts, an operation check may be performed on the voice alarm generating device 100, etc. For example, when the automatic driving start / stop switch 7D is pressed, an operation check is performed based on whether or not the value of the current flowing through the voice alarm generating device 100, etc. is appropriate.

[0207] [Operation of operating devices for control during automated driving] The operation of the operating tool in the control during automatic driving will be described with reference to FIGS.

[0208] In unmanned automatic traveling, once traveling has started, basically no operator intervention is required, the main speed change lever 7A remains in the neutral position, and traveling and operation are controlled by the control unit 30.

[0209] In manned automatic driving, the driver operates the main shift lever 7A to start driving, and certain manual operations may be required when turning or performing work. In this case, the driver receives guidance provided by the control of the control unit 30 and performs operations in accordance with the guidance to start driving, turn, or perform work. For example, guidance is provided to operate the main shift lever 7A in the direction of travel relative to the direction of travel of the route. Guidance is provided by voice guidance or display on the information terminal 5, and includes guidance to prompt operation of the main shift lever 7A or the work device 1C. Furthermore, in manned automatic driving, notifications are provided at the start of driving, while reversing, and while turning.

[0210] In manned automatic traveling, the operation of shifting the main speed change lever 7A to the neutral position is necessary to start automatic traveling, and operations related to the operation of the work equipment 1C, such as lowering the seedling planting device 3, are necessary to continue automatic traveling. For example, the work equipment 1C that was put into a non-working state during a turn needs to be shifted to a working state after the turn. Therefore, guidance such as audio prompting these operations continues unless these operations are performed. For example, in outermost periphery planting work using manned automatic traveling, automatic traveling will not continue unless the seedling planting device 3 is manually lowered. Therefore, guidance prompting the main speed change lever 7A to the neutral position continues to be announced until the seedling planting device 3 is lowered.

[0211] It is preferable that guidance to return the main speed change lever 7A to the operating position when the main speed change lever 7A is operated to the neutral position during turning or reversing in manned automatic traveling, guidance to return the main speed change lever 7A to the neutral position when the main speed change lever is operated in the forward or reverse direction during unmanned automatic control, guidance to lower the seedling planting device 3 raised by the operator during automatic traveling, and guidance to raise and lower the seedling planting device 3 at the start of each edge during outermost planting work continue to be announced until an operation in accordance with the guidance is performed. Note that guidance to return the main speed change lever 7A to the operating position when the main speed change lever 7A is operated to the neutral position during turning or reversing in manned automatic traveling, guidance to return the main speed change lever 7A to the neutral position when the main speed change lever is operated in the forward or reverse direction during unmanned automatic control, and guidance to lower the seedling planting device 3 raised by the operator during automatic traveling are operations that contradict the preset automatic traveling, and if such operations are performed, guidance (warning) is provided to ensure that appropriate operations are performed to perform the set automatic traveling.

[0212] At this time, the voice guidance may be announced a predetermined number of times for a predetermined period of time, and only the guidance displayed on the information terminal 5 may continue until the above operation is performed.

[0213] The guidance to operate the main speed change lever 7A to the neutral position may be given when it is determined that the angle of the swash plate of the continuously variable transmission 9 is not in the neutral position, regardless of the operational position of the main speed change lever 7A. Also, when the angle of the swash plate of the continuously variable transmission 9 is determined to be in the neutral position and automatic travel is started with the main speed change lever 7A not in the neutral position, the angle of the swash plate of the continuously variable transmission 9 may be displaced to an angle corresponding to the operational position of the main speed change lever 7A. This allows the vehicle to travel at a speed that corresponds to the operational position of the main speed change lever 7A, and the vehicle speed can be adjusted to match the operation of the operator.

[0214] During manned automatic traveling, guidance is provided for the operation of the main shift lever 7A, etc., and traveling is performed based on the corresponding operation. However, during outermost planting work, when turning traveling (changing direction) connecting each side of the outer circular path ORL, forward and backward travel is switched without the need for operation by the driver. Therefore, even in manned automatic traveling, when traveling that does not require such operation, it is preferable not to provide guidance even if the traveling mode is switched. However, even when turning traveling connecting each side of the outer circular path ORL, the operation of the working device 1C may be configured to require manual operation, and in this case, guidance is provided to perform the operation related to the operation of the working device 1C.

[0215] When the main shift lever 7A is operated during manned automatic traveling, it is maintained in the direction of travel of the route during automatic traveling, and even if there is a reverse operation associated with a change of direction (turn) during automatic traveling, the main shift lever 7A is maintained in that position. Furthermore, if an actuator such as a motor that moves the operating position of the main shift lever 7A is provided, the operating position of the main shift lever 7A may be changed according to the traveling direction of the vehicle 1 (the angle of the swash plate of the continuously variable transmission 9). Similarly, when the traveling speed changes due to braking, the operating position of the main shift lever 7A may be changed according to the operation of the brake or the traveling speed (the angle of the swash plate of the continuously variable transmission 9). In this case, the operating status may be notified during, before, and after the operation of the actuator.

[0216] The start of automatic driving can occur when starting guidance to the starting point, when starting round-trip planting, when returning from material supply, when starting unmanned automatic driving on the inner circular route IRL, or when starting automatic driving on each side (a driving route connected to the turning area and approximately parallel to the outer periphery of the field) when performing outermost planting with manned automatic driving.

[0217] Furthermore, if the main speed change lever 7A is accidentally operated from the neutral position during unmanned automatic driving, notification and guidance is provided to prompt the user to return the main speed change lever 7A to the neutral position.

[0218] When manned automatic driving is to begin, if the conditions necessary for automatic driving are met, the control state transitions to the automatic driving permitted state. Automatic driving will only begin if the main shift lever 7A is operated in a predetermined direction in this automatic driving permitted state. Therefore, even if the main shift lever 7A is operated in a direction different from the predetermined direction in the automatic driving permitted state, the vehicle 1 will not move.

[0219] Guidance to the start point in manned automatic driving is performed by manual operation based on the guidance. Therefore, when guiding the start point in manned automatic driving, first a notification is given to operate the main shift lever 7A to the reverse side to move backward, and then a notification is given to operate the main shift lever 7A to the forward side to move forward to the start point S.

[0220] As a condition for starting or continuing manned automatic traveling, when automatic traveling starts from an automatic driving permitted state or when traveling resumes from a paused state during automatic traveling, the main shift lever 7A may be in a position other than the neutral position. Therefore, when starting point guidance starts, when reciprocating planting (traveling for planting work on the internal reciprocating path IPL) starts, when traveling resumes after seedling replenishment, before being automatically guided to the starting point of the internal reciprocating path IPL after reciprocating planting, etc., the driver operates the main shift lever 7A in a predetermined direction from the neutral position to resume automatic traveling.

[0221] In both manned and unmanned automatic driving, the main speed change lever 7A may be required to be in the neutral position before the start of automatic driving.

[0222] Manned automatic driving is started when manned automatic driving is selected by the mode selector switch 7E etc., and when predetermined conditions are met, the automatic driving start / stop switch 7D is pressed, and driving begins when the main shift lever 7A is operated in the forward direction. Also, unmanned automatic driving begins when predetermined conditions are met, and driving begins when the remote control 90 is operated, and driving does not begin with any operation other than the remote control 90.

[0223] In the manned automatic driving mode, automatic driving is started by operating the main speed change lever 7A. Also, in the manned automatic driving mode, the seedling planting device 3 is lowered manually after the turning is completed. Also, by operating the automatic driving start / stop switch 7D, the mode is switched to the manned automatic driving mode.

[0224] However, the raising and lowering of the seedling planting device 3 when turning for planting on the outermost periphery is operated according to the guidance. Even in this case, if it can be confirmed by image analysis using an imaging device that there is no problem in raising and lowering the seedling planting device 3, the raising and lowering of the seedling planting device 3 may also be controlled automatically.

[0225] The above guidance may be provided by various means such as audio guidance provided by a voice alarm or the like, or by display on the information terminal 5, such as the stacked light 71 or the remote control 90. Such guidance is controlled by a notification control unit or the like, and the notification control unit may be the control unit 30, may be built into the control unit 30, or may be provided separately from the control unit 30.

[0226] Since the outer circular route ORL travels around ridges and the like, it is provided a predetermined distance inward from the periphery of the field, and may be configured not to perform unmanned automatic traveling, or may be enabled. In this case, it is preferable to set the distance from the periphery of the field sufficiently greater than when restrictions are imposed on unmanned automatic traveling, to prevent unexpected situations from occurring even if unmanned automatic traveling is performed. In this way, by enabling unmanned automatic traveling on the outer circular route ORL as well, unmanned automatic traveling can be continued on the inner circular route IRL and the outer circular route ORL for work travel.

[0227] Here, the travel route including the outer circular route ORL is determined based on the first non-work travel along the periphery of the field. The non-work travel along the periphery of the field may be traveled close to the periphery of the field, or may be traveled along the periphery at a predetermined distance from the periphery of the field. When non-work travel is performed close to the periphery of the field, the outer circular route ORL is set a predetermined distance inward from the route on which the non-work travel was performed, and the inner circular route IRL and the internal round trip route IPL are set based on the outer circular route ORL. When non-work travel is performed a predetermined distance away from the periphery of the field, the route on which the non-work travel was performed is set as the outer circular route ORL, and the inner circular route IRL and the internal round trip route IPL are set based on the outer circular route ORL.

[0228] For example, when non-working travel is performed a predetermined distance away from the periphery of the field, a front marker (corresponding to an "adjacent marker") is used. By performing non-working travel so that the front marker is in contact with the periphery of the field (for example, a ridge), the vehicle will travel along the periphery of the field at a distance equal to the length of the front marker.

[0229] For example, the front marker can be configured to be switchable between three stages. The first stage is a stored state. The second stage is a state in which it protrudes by a normal length, which is a length that protrudes from the outermost edge of the planting section by the length of the rows. The third stage is a state in which it protrudes by a length that causes the machine body 1 to travel a predetermined distance from the periphery of the field when performing non-work travel with the front marker in contact with the periphery of the field (e.g., a ridge). Furthermore, by making the length of the front marker in the third stage variable, the predetermined distance can also be set arbitrarily. If the predetermined distance can be set arbitrarily, the vehicle speed when traveling on the outer circular path ORL can also be set according to the predetermined distance.

[0230] Furthermore, non-working travel along the perimeter of the field may be performed at a distance determined by the driver, taking into account manned automatic travel on the outer circular path ORL. This ensures that the necessary planting area is secured within the field and allows the predetermined distance to be set according to the driver's skill.

[0231] The specified distance can be the minimum distance traveled by the vehicle 1 from the detection of an abnormality, including an obstacle, until the vehicle 1 is stopped when the vehicle is traveling at a specified vehicle speed, or a distance plus a margin.

[0232] By performing non-work travel along the perimeter of the field, position information related to the perimeter of the field is acquired, and an outline map of the field (field map) and travel route are set based on the perimeter. Non-work travel along the perimeter of the field may be performed by continuously traveling along all sides that make up the field, and position information related to the continuous perimeter may be acquired, or position information related to each side that makes up the field may be acquired individually to generate a field map. In this way, even if travel is stopped during non-work travel along the perimeter of the field, travel can be restarted from the side where travel was stopped without having to start the non-work travel again from the beginning. If a field map is generated for each side, outermost perimeter planting can be performed for each side.

[0233] The outer circular path ORL is manned and automatically operated for work travel. In the manned and automatically operated outer circular path ORL, work travel is performed under the control of the automatic travel, and turning travel is performed between work travel on each side. When turning, the seedling planting device 3 needs to be raised and lowered, and this is done manually in accordance with the guidance. This configuration is not limited to this, and the raising and lowering of the seedling planting device 3 may also be automatically controlled, allowing the worker to choose whether to operate it manually or automatically. For example, the automatic control may raise the seedling planting device 3 before starting turning travel and lower the seedling planting device 3 after turning travel is completed.

[0234] The generation of the outline map of the field (field map), the setting of the inner area IA, the setting of the outer peripheral area OA, the setting of the travel route, and the adjustment of the distance from the outer periphery of the field to the outer circular route ORL are performed by the control unit 30. Alternatively, these processes may be performed by a travel route generation unit that is built into the control unit 30 or provided externally to the control unit 30.

[0235] [Control when seedlings or fertilizer run out] 1 to 5, the control when seedlings or fertilizer run out will be described.

[0236] Devices that supply various materials, such as the seedling planting device 3, fertilizer applicator 4, chemical sprayer 18, and sowing machine, may be provided with a sensor (one of the sensor group 1A shown in FIG. 5) that detects the remaining amount of each material. Below, we will explain the example of a seedling out sensor that detects the remaining amount of seedlings, but the sensor can also be applied to various materials, such as fertilizer, chemicals, and rice seeds.

[0237] When the seedling shortage sensor detects that the remaining amount of seedlings is below a predetermined amount, the control unit 30 may cause the information terminal 5, the voice alarm generating device 100, or the like to notify the fact.

[0238] Furthermore, when the seedling shortage sensor detects that the remaining number of seedlings is below a predetermined level at the start of work travel or when work travel resumes after a stop, the control unit 30 may control the vehicle not to travel. If planting work is performed when the remaining number of seedlings is insufficient, there is a possibility that missing plants will occur midway through the field. Therefore, by configuring the vehicle not to travel when there is such a possibility, the occurrence of missing plants can be suppressed.

[0239] If it is detected that the remaining amount of seedlings is below a predetermined amount along the travel path, the machine body 1 may be stopped, or the machine may be allowed to travel to the seedling supply side SL with the seedling planting device 3 raised. Alternatively, a seedling shortage sensor may be configured to detect a predetermined amount of seedlings remaining within the range required to return to the seedling supply side SL, and when this amount is detected by the seedling shortage sensor, the machine may continue working while traveling to the seedling supply side SL. Furthermore, depending on the position detected by the seedling shortage sensor, the machine may be configured to travel to other sides where seedlings can be supplied, not just the seedling supply side SL. When traveling to the seedling supply side SL or other sides during automatic travel, a travel route may be generated from that location, and the machine may automatically travel along that travel route.

[0240] Furthermore, even if the seedlings run out midway through the field, it is still necessary to travel to the seedling supply side SL to replenish the seedlings. Therefore, even if it is detected midway through the travel route that the remaining amount of seedlings is below a predetermined amount, work travel may continue up to the vicinity of the seedling supply side SL, for example, up to just before the turning area of ​​the internal shuttle route IPL.

[0241] A seedling-broken sensor (one of the sensor group 1A shown in FIG. 5) may be further provided to detect seedling breakage in each row. If seedling breakage occurs in any row during work travel after it is detected that the remaining seedlings have fallen below a predetermined amount along the travel path, the seedling planting device 3 may be raised and traveled. The seedling-broken sensor that detects seedling breakage may be configured, for example, to perform image analysis using an imaging device to determine seedling breakage when the seedlings have decreased below a threshold, or the captured image may be input into a machine-learned trained model to detect seedling breakage. The seedling-broken sensor that detects seedling breakage may also be a seedling-broken sensor (one of the sensor group 1A shown in FIG. 5) that detects the presence or absence of seedlings and is provided at the end of the seedling feeding section of the seedling-carrying table 21.

[0242] The movement to the seedling supply side SL can be performed using the slight movement function, but when the seedling planting device 3 is raised (empty operation), the speed limit for slight movement is lifted and the traveling speed can be faster than when slight movement is performed before and after the turning area. This allows the device to move quickly to the seedling supply side SL even if a decrease in the remaining seedlings is detected at a position far from the seedling supply side SL.

[0243] When automatic travel on the inner circular route IRL and the outer circular route ORL begins, travel will not begin if it is detected that the remaining amount of seedlings is below a predetermined amount. Furthermore, on each side of the inner circular route IRL and the outer circular route ORL, travel may also not begin if it is detected that the remaining amount of seedlings is below a predetermined amount when starting work travel after turning.

[0244] At least one of the points where it is detected that the remaining amount of seedlings is below a predetermined amount and the points where it is detected that seedlings have been cut off in each row may be displayed on the information terminal 5 or the like.

[0245] During automatic travel on the inner circular route IRL and the outer circular route ORL, if it is detected that the remaining amount of seedlings is below a predetermined amount, the machine 1 may stop once after completing work travel along each side, before or after turning travel. During this stop, it can be determined whether or not to replenish seedlings.

[0246] The system may be configured to detect blockages of seedlings or other materials, such as side row fertilizer, seed rice, or side row chemicals, as well as running out of fuel and remaining battery charge 73. When these are detected, the machine 1 may be stopped. For example, when a blockage of fertilizer or other materials occurs, it is difficult to determine which row is clogged in the side row chemicals, so fertilization cannot be stopped for each row, and it is appropriate to stop the machine 1. However, if possible, a sensor (one of the sensor group 1A shown in FIG. 5) may be provided to detect blockages of side row fertilizer, seed rice, or side row chemicals for each row. The battery 73 can be charged by increasing the engine speed. Therefore, the engine speed may be automatically increased when it is detected that the remaining charge of the battery 73 is below a predetermined level.

[0247] [Slip Judgment] A configuration for determining slippage and controlling running will be described with reference to FIGS. 1 to 5. FIG.

[0248] Depending on the state of the field, the machine body 1 may slip while traveling, causing the wheels 12 (machine body 1) to sink and hindering work traveling. For this reason, it is preferable to measure the slip ratio of the machine body 1.

[0249] The slip ratio is a state in which the vehicle 1 is not moving even though it is trying to move. Therefore, the slip ratio can be calculated from the state of the continuously variable transmission 9 and the vehicle position calculated by the positioning unit 8. Also, instead of the state of the continuously variable transmission 9, a rotation speed sensor of the rotating shaft provided on the wheel 12 (one of the sensor group 1A shown in FIG. 5) may be used.

[0250] If the slip ratio calculated in this way is equal to or greater than a predetermined value and this state continues for a predetermined time or longer, it is determined that the wheel 12 is sinking.

[0251] If it is determined that the wheels 12 are submerged, the vehicle 1 is temporarily stopped, and if the vehicle is in automatic driving mode, automatic driving is terminated. Also, if it is determined that the wheels 12 are submerged, a recovery operation may be performed, or if the submergence is not resolved even after the recovery operation, the vehicle 1 may be temporarily stopped. The recovery operation may be, for example, locking the differential to drive either the left or right wheel 12, or if the vehicle is turning, returning the steering wheel and engaging the side clutch, or slalom driving may be performed.

[0252] In addition, sunken areas on the travel route may be stored, the sunken areas may be recognized as obstacles, and the sunken areas may be reflected in the setting of the travel route. For example, the travel route may be set so as to bypass the sunken areas.

[0253] [Vehicle speed control when switching the work clutch] The seedling planting device 3 shown in Figures 1 and 2 is a specific example of the working device 1C. The seedling planting device 3 works in paddy fields. More specifically, the seedling planting device 3 plants seedlings along a predetermined row direction.

[0254] However, the present invention is not limited to this, and a specific example of the working apparatus 1C may be a seeding apparatus that performs seeding work along a predetermined row direction. That is, the working apparatus 1C may be a planting-type working apparatus that performs seedling planting work or seeding work along a predetermined row direction.

[0255] 15, the rice transplanter of this embodiment is equipped with a first clutch C1, a second clutch C2, a third clutch C3, and a fourth clutch C4. The first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 constitute an individual row clutch EC. The individual row clutch EC is an example of a work clutch that switches the drive state of the work implement 1C by turning on and off power transmission from the engine 2.

[0256] As shown in Figure 15, power from the engine 2 is distributed to each planting mechanism 22 via the individual row clutch EC. The individual row clutch EC is configured to allow the start and stop of operation by the seedling planting device 3 to be selected for each predetermined number of rows. More specifically, the individual row clutch EC is configured to allow the start and stop of operation by the seedling planting device 3 to be selected for each two rows.

[0257] However, the present invention is not limited to this, and the individual row clutch EC may be configured to be able to select whether to start or stop operation by the seedling planting device 3 for each row or for every three or more rows.

[0258] The individual row clutches EC will be described in detail below. The eight planting mechanisms 22 are arranged in four groups. The control unit 30 controls the on / off states of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. That is, the control unit 30 controls the on / off states of the individual row clutches EC. The control unit 30 is an example of a clutch control unit that controls the on / off states of the work clutches.

[0259] When the first clutch C1 is in the on state, the leftmost set of the four planting mechanisms 22 is driven. When the first clutch C1 is in the off state, the leftmost set of the four planting mechanisms 22 is stopped.

[0260] When the second clutch C2 is in the on state, the second set from the left of the four sets of planting mechanisms 22 is driven. When the second clutch C2 is in the off state, the second set from the left of the four sets of planting mechanisms 22 is stopped.

[0261] When the third clutch C3 is in the on state, the second set from the right of the four sets of planting mechanisms 22 is driven. When the third clutch C3 is in the off state, the second set from the right of the four sets of planting mechanisms 22 is stopped.

[0262] When the fourth clutch C4 is in the on state, the rightmost set of the four planting mechanisms 22 is driven. When the fourth clutch C4 is in the off state, the rightmost set of the four planting mechanisms 22 is stopped.

[0263] 15, the rice transplanter of this embodiment is equipped with a planting clutch C5. The planting clutch C5 is an example of a work clutch that switches the drive state of the work implement 1C by turning on and off the power transmission from the engine 2.

[0264] As shown in Figure 15, power from the engine 2 is distributed to each planting mechanism 22 via the planting clutch C5. The planting clutch C5 switches the drive state of the seedling planting device 3 by turning on and off the power transmission from the engine 2.

[0265] More specifically, the control unit 30 controls the on / off state of the planting clutch C5. When the planting clutch C5 is on, power from the engine 2 is transmitted to the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. If the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 are on at this time, the four planting mechanisms 22 are driven. This drives the seedling planting device 3.

[0266] Furthermore, when the planting clutch C5 is in the disengaged state, power from the engine 2 is not transmitted to any of the first clutch C1, second clutch C2, third clutch C3, and fourth clutch C4. As a result, the four planting mechanisms 22 stop. This causes the seedling planting device 3 to stop.

[0267] That is, when the planting clutch C5 is in the on state, the seedling planting device 3 is driven, and when the planting clutch C5 is in the off state, the seedling planting device 3 is stopped.

[0268] With the above configuration, the rice transplanter in this embodiment is configured so that the seedling planting device 3 starts operating when the planting clutch C5 is switched from the off state to the on state, and the seedling planting device 3 stops operating when the planting clutch C5 is switched from the on state to the off state.

[0269] 1 is a specific example of the working device 1C. The control unit 30 controls the driving of the lifting link 13a. The seedling planting device 3 is raised and lowered by driving the lifting link 13a. That is, the control unit 30 controls the raising and lowering of the seedling planting device 3. The control unit 30 is an example of a lifting control unit that controls the raising and lowering of the seedling planting device 3.

[0270] The control unit 30 is configured to raise the seedling planting device 3 when the drive of the seedling planting device 3 is stopped. This allows the rice transplanter to turn smoothly even when the rice transplanter is positioned on the edge of a ridge.

[0271] Furthermore, the control unit 30 is configured to lower the seedling planting device 3 when the drive of the seedling planting device 3 is started. This ensures that the seedling planting work by the seedling planting device 3 is carried out reliably.

[0272] Furthermore, the control unit 30 can execute deceleration control and speed-up control by controlling the traveling equipment 1D. Deceleration control is control to decrease the vehicle speed. Speed-up control is control to increase the vehicle speed. That is, the control unit 30 controls the vehicle speed. The control unit 30 is an example of a vehicle speed control unit that controls the vehicle speed.

[0273] The rice transplanter in this embodiment is an example of an automatically traveling working machine. When the rice transplanter is automatically traveling, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the planting clutch C5 are automatically controlled by the control unit 30.

[0274] There is a time lag between when control for engaging and disengaging the row clutch EC and the planting clutch C5 begins and when the drive state of the seedling planting device 3 actually switches. Therefore, if the traveling speed is too fast, the planting operation may not start or end at the appropriate position. To ensure proper planting work, it is preferable to reduce the traveling vehicle speed when engaging and disengaging the row clutch EC or the planting clutch C5. For example, when engaging and disengaging the row clutch EC or the planting clutch C5, the traveling vehicle speed is reduced to a predetermined vehicle speed.

[0275] It is also preferable to restore the traveling speed after the on / off operation of the row clutch EC or planting clutch C5 is completed. This allows the planting work to be started or ended appropriately, and allows the planting work and subsequent traveling to be carried out efficiently.

[0276] However, if the traveling speed is repeatedly switched in a short period of time, work may not be performed properly and smooth traveling may be hindered. Therefore, if the distance traveled by the machine 1 after the row clutch EC or planting clutch C5 is disengaged and before the row clutch EC or planting clutch C5 is engaged is less than a predetermined distance, the traveling speed may not be restored. Alternatively, if the time between the row clutch EC or planting clutch C5 being disengaged and the row clutch EC or planting clutch C5 being engaged is less than a predetermined time, the traveling speed may not be restored.

[0277] These predetermined distances and times can be set arbitrarily and can be changed according to the working conditions. The predetermined distances and times can also be set for each row. When decelerating or accelerating, it is preferable to avoid sudden changes in speed and to perform them gradually.

[0278] In addition, the function of reducing the traveling vehicle speed when the row clutch EC or the planting clutch C5 is turned on or off may be configured to be able to be disabled as desired.

[0279] In the following, vehicle speed control when the on / off state of each clutch EC is switched will be described using the example of automatic driving shown in Figure 16. Note that, in the following, the control for switching the on / off state of each clutch EC will be referred to as "switching control."

[0280] In the example shown in Figure 16, the rice transplanter first performs seedling planting work while traveling along the inner reciprocating path IPL. Next, the rice transplanter performs seedling planting work while traveling along the inner circular path IRL. Finally, the rice transplanter performs seedling planting work while traveling along the outer circular path ORL.

[0281] In this example, an obstacle OB is located on the outer periphery of the field. Therefore, the outer circuit route ORL is generated to bypass the obstacle OB. As a result, a part of the outer circuit route ORL extends toward the inner circuit route IRL.

[0282] As a result, when the rice transplanter travels along the inner circular path IRL, the two leftmost sets of the four planting mechanisms 22 pass through the area where seedling planting work is scheduled to take place when the rice transplanter travels along the outer circular path ORL. Therefore, the two leftmost sets of the four planting mechanisms 22 are stopped while passing through this area.

[0283] When the control unit 30 executes the switching control, the control unit 30 executes the deceleration control before the on / off state of each clutch EC is switched. After the machine 1 passes the switching point, the control unit 30 executes the acceleration control. The switching point is the machine position at the time when the control unit 30 executes the switching control.

[0284] That is, when the control unit 30 executes switching control, which is control for switching the on / off state of each row clutch EC, the control unit 30 executes deceleration control, which is control for reducing the vehicle speed, before the on / off state of each row clutch EC is switched.

[0285] Furthermore, after the vehicle 1 passes through the switching point, which is the vehicle position at the time when the control unit 30 executes the switching control, the control unit 30 executes the speed increase control, which is the control for increasing the vehicle speed.

[0286] More specifically, when the rice transplanter travels along the inner circular route IRL shown in Fig. 16, the machine body 1 first passes through position P1. The time at which this happens is defined as time t1.

[0287] Next, the machine body 1 passes through position P2 and then reaches position P3. At this time, the first clutch C1 and the second clutch C2 are switched from the on state to the off state under the control of the control unit 30. As a result, the two leftmost sets of the four planting mechanisms 22 stop.

[0288] Next, the machine body 1 passes through positions P4, P5, P6, and P7, and then reaches position P8. At this time, the first clutch C1 and the second clutch C2 are switched from the OFF state to the ON state under the control of the control unit 30. As a result, the drive of the two left-side sets of the four planting mechanisms 22 resumes.

[0289] After that, the aircraft 1 passes through positions P9 and P10.

[0290] That is, in this example, all four sets of planting mechanisms 22 are driven until the machine body 1 reaches position P3. Therefore, the rice transplanter plants eight rows of seedlings while traveling until the machine body 1 reaches position P3.

[0291] Also, when the machine body 1 is located between positions P3 and P8, the rice transplanter plants seedlings only in the four rows on the right side while traveling.

[0292] After the machine body 1 passes position P8, the rice transplanter plants eight rows of seedlings while traveling.

[0293] FIG. 17 shows the transition of the vehicle speed of the rice transplanter when the rice transplanter travels along the inner circular route IRL in the example shown in FIG.

[0294] The times when the aircraft 1 reaches positions P2, P3, P4, P5, P6, P7, P8, P9, and P10 are defined as times t2, t3, t4, t5, t6, t7, t8, t9, and t10, respectively.

[0295] Until time t1, the vehicle speed of the rice transplanter is the first vehicle speed V1. Then, at time t1, the machine body 1 reaches position P1. In this example, it is planned that switching control will be executed when the machine body 1 reaches position P3. Therefore, the control unit 30 executes deceleration control from time t1 to time t2. In this embodiment, the deceleration control is executed until the vehicle speed of the rice transplanter reaches a predetermined second vehicle speed V2. The second vehicle speed V2 is lower than the first vehicle speed V1.

[0296] As a result, the vehicle speed of the rice transplanter reaches the second vehicle speed V2 when the machine body 1 reaches the position P2. That is, the vehicle speed reaches the second vehicle speed V2 at time t2.

[0297] At time t3, the machine body 1 reaches position P3. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the ON state to the OFF state by the control of the control unit 30. That is, at this time, the control unit 30 executes the switching control.

[0298] As described above, the deceleration control is already performed in the period from time t1 to time t2. That is, the control unit 30 has already performed the deceleration control before the on / off state of each clutch EC is switched.

[0299] Position P3 is a switching point. Therefore, after the machine body 1 passes position P3, the control unit 30 executes the speed increase control from time t4 to time t5. In this embodiment, the speed increase control is executed until the vehicle speed of the rice transplanter reaches the vehicle speed before the execution of the deceleration control.

[0300] As a result, when the machine body 1 reaches the position P5, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. After that, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1 until time t6.

[0301] In this example, it is planned that the switching control will be executed when the machine body 1 reaches position P8, so the control unit 30 executes the deceleration control from time t6 to time t7.

[0302] As a result, the vehicle speed of the rice transplanter reaches the second vehicle speed V2 when the machine body 1 reaches the position P7. That is, the vehicle speed reaches the second vehicle speed V2 at time t7.

[0303] At time t8, the machine body 1 reaches position P8. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the OFF state to the ON state under the control of the control unit 30. That is, at this time, the control unit 30 executes the switching control.

[0304] As described above, the deceleration control is already performed in the period from time t6 to time t7. That is, the control unit 30 has already performed the deceleration control before the on / off state of each clutch EC is switched.

[0305] Furthermore, position P8 is a switching point, so the control unit 30 executes the speed increase control from time t9 to time t10 after the machine body 1 passes position P8.

[0306] As a result, when the machine body 1 reaches the position P10, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. After that, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.

[0307] In the example described above, after the machine body 1 passes through position P3, the control unit 30 executes the speed increase control.

[0308] However, in this embodiment, if a first point, which is a switching point, and a second point, which is also a switching point, are located on the driving route of the vehicle 1, and the vehicle 1 is scheduled to pass the second point after passing the first point, and the distance between the first point and the second point is less than a predetermined reference distance, the control unit 30 does not perform acceleration control from the time the vehicle 1 passes the first point until it reaches the second point.

[0309] 16, for example, a switching point, position P3, and a switching point, position P8, are located on the inner loop path IRL, which is the travel route of the machine 1. In addition, the machine 1 is scheduled to pass through position P8 after passing through position P3.

[0310] Therefore, if the distance between position P3 and position P8 is equal to or shorter than a predetermined reference distance, unlike the above example, the control unit 30 does not execute the speed increase control from when the machine body 1 passes position P3 until it reaches position P8. In this case, deceleration control may or may not be executed from when the machine body 1 passes position P3 until it reaches position P8. When deceleration control is executed, the vehicle speed of the rice transplanter may be lower than the second vehicle speed V2. Also, when deceleration control is executed, the rice transplanter may be configured to continue decelerating from position P1 to position P5, continue accelerating from position P5 to position P10, and then return to the first vehicle speed V1, which is the normal working speed.

[0311] In the above example, the on / off state of the row clutch EC is switched while the rice transplanter is traveling along the inner circular path IRL. However, the present invention is not limited to this, and the on / off state of the planting clutch C5 may be switched while the rice transplanter is traveling along the inner circular path IRL. When the control unit 30 executes switching control to switch the on / off state of the planting clutch C5, the control unit 30 may execute deceleration control to reduce the vehicle speed before the on / off state of the planting clutch C5 is switched.

[0312] In the above example, the first clutch C1 and the second clutch C2 are simultaneously switched from the on state to the off state when the machine body 1 reaches position P3. However, the present invention is not limited to this, and the first clutch C1 may be first switched from the on state to the off state, and then the second clutch C2 may be switched from the on state to the off state.

[0313] In the above example, the first clutch C1 and the second clutch C2 are simultaneously switched from the OFF state to the ON state when the machine body 1 reaches position P8. However, the present invention is not limited to this, and the second clutch C2 may be first switched from the OFF state to the ON state, and then the first clutch C1 may be switched from the OFF state to the ON state.

[0314] In the above example, when the rice transplanter travels along the inner circular path IRL, the on / off states of the first clutch C1 and the second clutch C2 are switched, and the third clutch C3 and the fourth clutch C4 are maintained in the on state. However, the present invention is not limited to this, and when the rice transplanter travels along the inner circular path IRL, the on / off state of any of the row clutches EC may be switched.

[0315] [Regarding the lifting control of the seedling planting device] The internal shuttle path IPL alternates between a straight path and a turning path, but at the end of the straight path, the control unit 30 switches the planting clutch C5 from on to off, and then the seedling planting device 3 rises. In this embodiment, the seedling planting device 3 is maintained in a lowered position while the machine body 1 travels a predetermined distance D1 from the machine body position at the time the planting clutch C5 is switched on and off. This configuration prevents the seedling planting device 3 from rising while seedlings are held by the planting claws of each planting mechanism 22, preventing floating seedlings.

[0316] In other words, the control unit 30 is configured to maintain the seedling planting device 3 in a lowered state while the machine body 1 travels a predetermined distance D1 from the machine body position at the time the control unit 30 switches the planting clutch C5 from the on state to the off state.

[0317] In another embodiment, the planting clutch C5 may be configured to be switched from the on state to the off state a predetermined distance D1 before the end position of the straight path.

[0318] Furthermore, the predetermined distance D1 is equal to or greater than the planting interval of the seedlings along the traveling direction of the machine body 1. In other words, the predetermined distance D1 is equal to or greater than the spacing between rows of plants.

[0319] Hereinafter, the lifting and lowering control of the seedling planting device 3 when the planting clutch C5 is switched from the on state to the off state will be described using the automatic travel shown in FIG. 18 as an example.

[0320] In the example shown in Figure 18, the rice transplanter performs seedling planting work while traveling along the internal reciprocating path IPL in the internal area IA. The machine body 1 then arrives at position P11. Position P11 is located at the boundary between the internal area IA and the outer peripheral area OA.

[0321] When the machine body 1 reaches position P11, the control unit 30 switches the planting clutch C5 from the on state to the off state. In other words, position P11 is the machine body position at the time when the control unit 30 switches the planting clutch C5 from the on state to the off state.

[0322] The machine body 1 then enters the outer peripheral area OA and reaches position P12. The distance traveled by the machine body 1 from position P11 to position P12 is a predetermined distance D1. Therefore, the control unit 30 keeps the seedling planting device 3 in a lowered state until the machine body 1 reaches position P12.

[0323] Then, after the machine body 1 passes through the position P12, the control unit 30 raises the seedling planting device 3.

[0324] The control unit 30 may be configured in a divided state for each function. For example, a functional section for controlling the clutch EC and a functional section for controlling the traveling equipment 1D may be provided separately, and the control unit 30 may be configured by these functional sections.

[0325] As described above, the control unit 30 controls the drive state, vehicle speed, and elevation of the seedling planting device 3 based on the position of the machine body 1. Here, in the control by the control unit 30, the position of any part of the rice transplanter may be treated as the position of the machine body 1. In other words, the control by the control unit 30 may be performed based on the position of any part of the rice transplanter. For example, the vehicle speed control by the control unit 30 may be performed based on the position of the positioning unit 8 or the position of the seedling planting device 3.

[0326] [Start and end timing of fertilization work] The fertilizer application device 4 (supply device) has a hopper 25 (storage unit) that stores fertilizer (chemicals and other agricultural materials), a delivery mechanism 26 that delivers the fertilizer from the hopper 25, and a fertilizer application hose 28 (hose) that transports the fertilizer delivered by the delivery mechanism 26 and discharges the fertilizer into the field. The fertilizer stored in the hopper 25 is delivered in predetermined amounts by the delivery mechanism 26 and sent to the fertilizer application hose 28, and is transported through the fertilizer application hose 28 by the delivery air of the blower 27 and discharged into the field from a furrow former 29. In this way, the fertilizer application device 4 supplies fertilizer to the field. The hopper 25 and the delivery mechanism 26 are mounted and supported on the machine frame 1E, and the furrow former 29 is provided at the lower end of the seedling planting device 3. The fertilizer application hose 28 extends between the payout mechanism 26 and the furrow former 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer application hose 28.

[0327] Fertilization work by the fertilizer applicator 4 is performed in conjunction with planting work. For example, as shown in FIG. 4, an internal shuttle path IPL is set in the internal area IA, and a turning path is set in the external area OA. The internal shuttle paths IPL are multiple parallel paths, and the turning path is a path connecting adjacent internal shuttle paths IPL. Planting work by the seedling planting device 3 is performed along the internal shuttle path IPL, and fertilization work by the fertilizer applicator 4 is also performed along the internal shuttle path IPL. On the other hand, planting work is not performed on the turning path in the external area OA, and fertilization work by the fertilizer applicator 4 is not performed on the turning path in the external area OA.

[0328] As the rice transplanter travels along the inner reciprocating path IPL while performing planting work in the inner area IA, it reaches the boundary area between the inner area IA and the outer peripheral area OA. This boundary area in the inner area IA is the "end position," and at this end position the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, when the planting mechanism 22 stops or the seedling planting device 3 rises, the feeding mechanism 26 stops and the fertilizing work by the fertilizing device 4 stops. This completes the planting and fertilizing work along one inner reciprocating path IPL in the inner area IA. The rice transplanter then moves to the outer peripheral area OA and turns around in the outer peripheral area OA to transition to the adjacent inner reciprocating path IPL.

[0329] When the rice transplanter completes its turning in the outer peripheral area OA, it moves back to the inner area IA and starts planting and fertilizing along the adjacent inner reciprocating path IPL. The boundary area between the inner area IA and the outer peripheral area OA within the inner area IA is the "start position," and at this start position the seedling planting device 3 descends and the planting mechanism 22 operates again. Generally, at the same time as the seedling planting device 3 descends or the planting mechanism 22 starts operating, the feeding mechanism 26 begins to operate and the fertilizing operation by the fertilizer applicator 4 begins.

[0330] However, there is a delay corresponding to the length of the fertilization hose 28 between when the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 and when it actually reaches the field. Therefore, at the start position, the timing at which the actual supply of fertilizer to the field starts is delayed from the timing at which the planting work begins, which could result in insufficient fertilization at the start position. Furthermore, at the end position, the timing at which the actual supply of fertilizer to the field stops is delayed from the timing at which the planting work ends. Additionally, if the rice transplanter stops at this end position, any fertilizer remaining in the fertilization hose 28 is discharged directly to the end position, which could result in excessive fertilizer being delivered at the end position. To address these issues, the following control is performed on the fertilization device 4 in this embodiment.

[0331] The control unit 30, which is the core of the rice transplanter's control system, controls the travel of the rice transplanter and the operation of various work devices 1C. Part of the work devices 1C includes a fertilizer application device 4. The positioning unit 8 acquires position information of the vehicle 1, i.e., the vehicle's position, based on positioning signals from navigation satellites. The control unit 30 can control the fertilizer application device 4 based on the vehicle's position calculated by the positioning unit 8 while the vehicle 1 is traveling. The control unit 30 is configured to operate the fertilizer application device 4 before the start of work travel when work travel starts from a preset start position, and to stop the fertilizer application device 4 before the end of work travel when work travel ends at a preset end position.

[0332] The time required from when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it is actually discharged onto the field (hereinafter referred to as the "required fertilizer transport time") varies depending on the wind speed of the transport air and the length of the fertilizer application hose 28. For this reason, the system may be configured so that the operator can set the required fertilizer transport time while operating the information terminal 5. Alternatively, the system may be configured so that the operator sets the length of the fertilizer application hose 28 and the wind speed of the transport air on the information terminal 5, and the required fertilizer transport time is automatically calculated by the control unit 30. The control unit 30 may also calculate the distance traveled by the rice transplanter from when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 until it is actually discharged onto the field (hereinafter referred to as the "required fertilizer transport distance"). In this case, the required fertilizer transport distance is calculated by multiplying the required fertilizer transport time by the traveling speed of the rice transplanter.

[0333] The starting position after turning is known, and the position of the rice transplanter is calculated by the positioning unit 8. The traveling speed is calculated from the amount of change in the vehicle position per unit time. In other words, the positioning unit 8 corresponds to a "speed detection unit" capable of detecting the traveling speed (velocity) of the vehicle body 1. The speed detection unit may be a rotation speed sensor (not shown) attached to the wheel 12, or a rotation speed sensor (not shown) attached to the continuously variable transmission 9. The time required for the location of the vehicle body 1 where the furrow former 29 is located to reach the starting position (hereinafter referred to as "first time") is calculated by dividing the distance between the starting position and the vehicle position by the traveling speed. The first time is calculated periodically while the rice transplanter is turning in the outer peripheral area OA toward the next internal round trip path IPL, and while the rice transplanter is moving from the outer peripheral area OA to the internal area IA after completing the turning. The first distance is calculated by multiplying the first time by the traveling speed. The first distance is the distance from the machine body 1 to the start position where the furrow former 29 is located (see FIGS. 19 and 20).

[0334] Furthermore, since the end position is known, the time required for the part of the machine body 1 where the furrow former 29 is located to reach the end position (hereinafter referred to as the "second time") is calculated by dividing the distance between the end position and the vehicle's position by the vehicle speed. The second time is calculated periodically while the rice transplanter is traveling through the internal area IA while performing planting work along the internal reciprocating path IPL. The second distance is calculated by multiplying the second time by the vehicle speed. The second distance is the distance required for the part of the machine body 1 where the furrow former 29 is located to reach the end position (see Figures 21 and 22).

[0335] As shown in FIGS. 19 and 20 , the first time is periodically calculated when the rice transplanter is turning in the outer peripheral area OA toward the next internal shuttle path IPL, or when the rice transplanter has completed its turning and is moving from the outer peripheral area OA to the internal area IA. When this first time becomes equal to or less than the required fertilizer transport time, the control unit 30 activates the delivery mechanism 26. Then, when the fertilizer transported along the fertilizer application hose 28 begins to be discharged, the furrow former 29 is located at the start position. In other words, the fertilization operation by the fertilizer application device 4 is accurately started at the start position. That is, the control unit 30 is configured to calculate the first time, which is the time it takes for the part of the machine body 1 where the furrow former 29 is located to reach the start position, based on the vehicle position (position information), and to operate the fertilizer application device 4 when the first time is equal to or less than the required fertilizer transport time (a preset threshold value). The control unit 30 also operates the fertilizer application device 4 so that the fertilizer transported along the fertilizer application hose 28 begins to be discharged at the start position. Alternatively, the control unit 30 may calculate a first distance, which is the distance from the location of the furrow former 29 on the machine body 1 to the starting position after the machine body 1 has turned, based on the vehicle position, and operate the fertilizer application device 4 if the first distance is less than or equal to the required fertilizer transport distance (a preset threshold value).

[0336] As shown in FIGS. 21 and 22 , while the rice transplanter is traveling through the internal area IA while performing planting work, the second time is periodically calculated. When this second time becomes equal to or less than the required fertilizer transport time, the control unit 30 stops the delivery mechanism 26. Then, when the fertilizer transported along the fertilizer application hose 28 is completely discharged, the furrow former 29 is located at the end position. In other words, the fertilization work by the fertilizer application device 4 is accurately completed at the end position. That is, the control unit 30 is configured to calculate the second time, which is the time it takes for the part of the machine body 1 where the furrow former 29 is located, to reach the end position based on the vehicle position, and to stop the fertilizer application device 4 when the second time is equal to or less than the required fertilizer transport time (a preset threshold value). Furthermore, the control unit 30 stops the fertilizer application device 4 so that the fertilizer transported along the fertilizer application hose 28 is completely discharged at the end position. Alternatively, the control unit 30 may calculate a second distance, which is the distance from the point on the machine body 1 where the furrow former 29 is located, to the end position based on the vehicle position, and stop the fertilizer application device 4 if the second distance is less than or equal to the required fertilizer transport distance (a preset threshold value).

[0337] While the field shown in FIG. 4 is rectangular, it is not always rectangular; for example, it may be trapezoidal or scalene. For example, as shown in FIG. 23, the boundary between the outer periphery area OA and the inner area IA may be inclined relative to the inner shuttle path IPL. When planting in the inner area IA, it is undesirable for seedlings to be planted in a state where they extend beyond the outer periphery area OA. Therefore, when the seedling planting device 3 straddles the boundary between the outer periphery area OA and the inner area IA, planting is performed only in the inner area IA by using the planting clutches provided for each row of the seedling planting device 3. The seedling planting device 3 as a work device is configured to be able to plant seedlings in a field row by row. In addition, in the fertilizer application device 4, the delivery mechanism 26 is provided for every two rows, but it may be provided for every row, or every three or more rows.

[0338] In the embodiment shown in Figure 23, the right side of the seedling planting device 3 is located in the inner area IA, and the further the machine body 1 moves forward, the greater the proportion of the portion of the seedling planting device 3 that is located in the inner area IA. Therefore, when the right end of the seedling planting device 3 enters the inside of the inner area IA, only the planting clutch at the right end of the seedling planting device 3 is in the transmission state, and as the machine body 1 moves forward, each planting clutch on the left side is switched to the transmission state in turn.

[0339] In the example shown in FIG. 23 , the start position of the planting operation differs for each planting row. Therefore, the control unit 30 calculates a first time, which is the time it takes for each planting row to reach the start position, and operates the delivery mechanism 26 of the fertilizer application device 4 for each planting row if the first time for each planting row is equal to or shorter than the required fertilizer transport time. It is also possible that the end position of the planting operation differs for each planting row. In this case, the control unit 30 calculates a second time, which is the time it takes for each planting row to reach the end position, and stops the delivery mechanism 26 of the fertilizer application device 4 for each planting row if the second time for each planting row is equal to or shorter than the required fertilizer transport time. That is, the control unit 30 is configured to operate or stop the fertilizer application device 4 for each planting row in conjunction with the row in which the seedling planting device 3 plants seedlings.

[0340] In the above-described embodiment, the start and end timings of the fertilization operation were described based on the end position of the rice transplanter's planting operation along the inner reciprocating path IPL and the start position after the rice transplanter has turned and traveled in the outer peripheral area OA toward the next inner reciprocating path IPL. However, this is not limiting. For example, the end position may be the end of one of the inner circular paths IRL in the outer peripheral area OA (the end just before the rice transplanter turns toward the next inner circular path IRL) or the end of the outer circular path ORL (the end just before the rice transplanter turns toward the next outer circular path ORL). While the rice transplanter is traveling while planting along the inner circular path IRL (or the outer circular path ORL), the second time is periodically calculated. Then, when the rice transplanter approaches the end position of the inner circular path IRL (or the outer circular path ORL) and the second time becomes equal to or shorter than the fertilizer transport required time, the control unit 30 may stop the delivery mechanism 26. Furthermore, when the start position is the beginning end of the next inner circular path IRL and the rice transplanter is turning in the outer peripheral area OA toward the next inner circular path IRL (or outer circular path ORL), the first time may be calculated periodically. Then, when the rice transplanter approaches the start position of the next inner circular path IRL (or outer circular path ORL) and the second time becomes equal to or less than the required fertilizer transport time, the control unit 30 may operate the feeding mechanism 26.

[0341] As described above, there is a delay corresponding to the length of the fertilizer application hose 28 between when the fertilizer is delivered from the hopper 25 by the delivery mechanism 26 and when it actually reaches the field. For this reason, if the traveling speed is too fast, fertilization of the field may not start or end at the appropriate time. To properly perform fertilization, the control unit 30 decelerates the machine 1 before operating or stopping the fertilizer application device 4 when the traveling speed is faster than a preset speed. At this time, the control unit 30 may decelerate the machine 1 to the preset speed or below the preset speed. Furthermore, when the traveling speed is slower than the preset speed, the control unit 30 may allow the machine 1 to travel at the current traveling speed until starting or stopping the fertilizer application device 4. Furthermore, when the traveling speed is below the preset speed, the control unit 30 may increase the machine 1's speed to an arbitrary speed that is easily synchronized with the timing of stopping the fertilizer application device 4 before operating or stopping the fertilizer application device 4.

[0342] In the above-described embodiment, the required fertilizer delivery time is set by the operator operating the information terminal 5. However, this is not limiting. For example, the drive rotation speed of the delivery mechanism 26 and the drive rotation speed of the blower 27 may be configured to change in conjunction with the vehicle speed. In this case, the required fertilizer delivery time may be periodically calculated by the control unit 30. In this case, the drive rotation speed of the delivery mechanism 26 and the drive rotation speed of the blower 27 may increase as the vehicle speed increases, thereby shortening the required fertilizer delivery time. The control unit 30 may start operating the delivery mechanism 26 at a position closer to the start position as the vehicle speed increases, or may stop the delivery mechanism 26 at a position closer to the end position as the vehicle speed increases in order to supply a slightly larger amount of fertilizer near the end position. In other words, the control unit 30 may be configured to change the timing of operating or stopping the fertilizer application device 4 based on the vehicle speed.

[0343] In the above-described embodiment, fertilizer is used as the agricultural material, but the agricultural material may be a liquid or granular chemical agent, or a liquid or granular fertilizer. In the above-described embodiment, the fertilizer applicator 4 is used as the supplying device, but the supplying device may be a chemical spraying device that sprays chemicals on the field. In the above-described embodiment, the seedling planting device 3 is used as the working device, but the working device may be, for example, a sowing device (including pinpoint direct sowing in the field). In other words, the working device may be capable of sowing seeds in rows in the field. "Seedlings" includes both pre-germinated seeds and germinated seedlings. "Sowing" refers to the general term for sowing pre-germinated seeds in the field and transplanting germinated seedlings in the field. In another embodiment, the fertilizer application hose 28 may be provided with a receiving section near the field to temporarily receive fertilizer, and the fertilizer may be intermittently supplied based on the position information of the vehicle 1.

[0344] [Neutral return control of the swash plate of the continuously variable transmission and engine start control] As shown in FIG. 24, the control unit 30 is connected to a brake detection unit 80, a key switch 81, a neutral sensor 82, an alarm device 83, and the like.

[0345] The brake detection unit 80 detects that a brake pedal 84 has been depressed. The brake pedal 84 operates a braking device 85 that brakes the wheels 12. The brake pedal 84 is provided in the driving unit 14. The brake pedal 84 is configured to be capable of being depressed from an initial position Pini to a maximum depression position Pmax, and is linked to the braking device 85 via a link mechanism (not shown).

[0346] The brake device 85 is provided in a transmission case 86 that houses an auxiliary transmission (not shown), an inter-section transmission (not shown), etc. The brake device 85 is provided with a brake pad (not shown) and a swing-type operating arm 85a that presses against the brake pad.

[0347] The brake detection unit 80 is provided with a depression start sensor 80a, a depression end sensor 80b, and a depression sensor 80c.

[0348] The depression start sensor 80a detects when the brake pedal 84 is depressed from the initial position Pini. In this embodiment, the depression start sensor 80a is configured by a magnetic sensor. However, the depression start sensor 80a may be configured by a sensor other than a magnetic sensor.

[0349] The depression end sensor 80b detects when the brake pedal 84 is depressed to the maximum depression position Pmax. In this embodiment, the depression end sensor 80b is configured by a limit switch. However, the depression end sensor 80b may be configured by a sensor other than a limit switch.

[0350] The depression sensor 80c detects whether the brake pedal 84 is depressed to an intermediate position Pmid between the initial position Pini and the maximum depression position Pmax. In this embodiment, the depression sensor 80c is configured as a magnetic sensor. However, the depression sensor 80c may be configured as a sensor other than a magnetic sensor.

[0351] As described above, the intermediate position Pmid is located between the initial position Pini and the maximum depression position Pmax, but is not limited to the central position between the initial position Pini and the maximum depression position Pmax. For example, the intermediate position Pmid can be set to a position that ensures a predetermined depression stroke from the initial position Pini.

[0352] The key switch 81 is used to start the engine 2. The key switch 81 is provided in the driving section 14.

[0353] The neutral sensor 82 detects that the speed change position of the continuously variable transmission 9 is in the neutral position. The neutral sensor 82 may be, for example, a sensor that detects that the main speed change lever 7A is in the neutral position, or a sensor that detects that the swash plate 9a of the continuously variable transmission 9 is in the neutral position.

[0354] When the brake detection unit 80 detects that the brake pedal 84 is depressed, the control unit 30 starts returning the swash plate 9a of the continuously variable transmission 9 to the neutral position before the brake pedal 84 reaches the maximum depression position Pmax. In this embodiment, when the depression sensor 80c detects that the brake pedal 84 has been depressed to the intermediate position Pmid, the control unit 30 starts returning the swash plate 9a of the continuously variable transmission 9 to the neutral position, and when the depression end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax, the control unit 30 finishes returning the swash plate 9a of the continuously variable transmission 9 to the neutral position.

[0355] Here, instead of the above-described configuration, the control unit 30 may start returning the swash plate 9a of the continuously variable transmission 9 to the neutral position when the depression start sensor 80a detects that the brake pedal 84 has been depressed from the initial position Pini, and may complete returning the swash plate 9a of the continuously variable transmission 9 to the neutral position when the depression sensor 80c detects that the brake pedal 84 has been depressed to the intermediate position Pmid.

[0356] Alternatively, instead of the above-described configuration, the brake detection unit 80 may be provided with a depression amount sensor (not shown) that detects the depression amount of the brake pedal 84, and the control unit 30 may return the swash plate 9a of the continuously variable transmission 9 to the neutral position as the depression amount of the brake pedal 84 detected by the depression amount sensor increases. In this case, the depression amount sensor may be configured by a potentiometer.

[0357] Alternatively, instead of the above-described configuration, a swing angle sensor may be provided to detect the swing angle of the operating arm 85a, and the control unit 30 may return the swash plate 9a of the continuously variable transmission 9 to the neutral position as the swing angle of the operating arm 85a detected by the swing angle sensor increases.

[0358] Alternatively, instead of the above-described configuration, when the brake detection unit 80 detects that the brake pedal 84 has been depressed, the control unit 30 may return the main shift lever 7A to the neutral position, and based on this, return the swash plate 9a of the continuously variable transmission 9 to the neutral position.

[0359] When the engine 2 is started by the key switch 81, the control unit 30 starts the engine 2 based on the start operation of the key switch 81 if the brake pedal end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax and the neutral sensor 82 detects that the gear position of the continuously variable transmission 9 is in the neutral position.

[0360] The notification device 83 notifies that the engine 2 will not start. Here, when the key switch 81 is used to start the engine 2, if the depression end sensor 80b does not detect that the brake pedal 84 has been depressed to the maximum depression position Pmax, or if the neutral sensor 82 does not detect that the gear position of the continuously variable transmission 9 is in the neutral position, the engine 2 will not start even if the key switch 81 is used to start the engine 2. Therefore, if the engine 2 will not start, the notification device 83 will notify the driver that the engine 2 will not start and will provide information on how to resolve the situation where the engine 2 will not start. The notification by the notification device 83 is made by voice, image (image display on the information terminal 5, etc.), or a combination of these.

[0361] The control unit 30 estimates the amount of wear of the braking device 85 (the brake pads) based on the driving information when the braking device 85 brakes the wheels 12. Here, the driving information is, for example, the rotation speed of the rear wheel 12B, the position information of the positioning unit 8, and the rotation speed of the output shaft of the continuously variable transmission 9.

[0362] The present rice transplanter may be configured so that the engine 2 can also be started using a remote control. By starting the engine 2 using the remote control, it is possible to prepare the positioning unit 8 and the like for operation and charge the battery 73. The present rice transplanter may be provided with a direct connection circuit or a mode (control mode) that allows only the engine 2 to be started even if an abnormality occurs in the electrical system.

[0363] 1, 2, and 3, a self-propelled vehicle is configured with a driving unit 2A having an engine 2 and an engine bonnet 2B covering the engine 2, which is provided in the front region of the vehicle body 1 having drivable front wheels 12A and rear wheels 12B, and a driver's unit 14, which is provided in the rear region of the vehicle body 1. The self-propelled vehicle has spare seedling storage devices 17A provided on both sides of the driving unit 2A, and is provided behind the driver's seat 16 and has a hopper 25 and a feeding mechanism 26, which constitute the fertilizer application device 4.

[0364] The left and right spare seedling storage devices 17A are supported by spare seedling support frames 17, which are erected on the engine frame 1F of the vehicle body frame 1E. Specifically, each spare seedling storage device 17A includes a four-tiered spare seedling tray 70 and a storage device frame 70a that extends in the vertical direction of the vehicle body toward the spare seedling support frame 17 relative to the spare seedling tray 70 and supports the four-tiered spare seedling tray 70. As shown in FIG. 1, the spare seedling support frame 17 includes left and right lower end portions 17a extending upward from both lateral sides of the engine frame 1F and upper end portions 17b that are horizontally supported above the left and right lower end portions 17a. The left and right lower end portions 17a are positioned lower than the upper end portions 17b. The storage device frame 70a of the left spare seedling storage device 17A is supported by the left lower end portion 17a. The storage device frame 70a of the right spare seedling storage device 17A is supported on the right lower side portion 17a. The four-tiered spare seedling loading trays 70 of the left and right spare seedling storage devices 17A are supported on the spare seedling support frame 17 via the storage device frames 70a. In this embodiment, the left and right spare seedling storage devices 17A have four-tiered spare seedling loading trays 70, but this is not limited to this. For example, they may have three or fewer tiers, or five or more tiers of spare seedling loading trays 70.

[0365] [Sonar control device, stacked light, receiver, battery] 2 and 3 , the front sonar ECU 64A as a sonar control device, a stacked light 71 that displays the control mode of the control unit 30 on the outside of the vehicle, and a receiver 72 that receives wireless command signals from a remote control 90 (remote control device), converts the received wireless command signals into electrical signals, and transmits them to the control unit 30 are provided on the right side of both sides of the vehicle. A battery 73 that supplies power to the sonar ECU 64, stacked light 71, and receiver 72 is provided on the side of both sides of the vehicle where the front sonar ECU 64A, stacked light 71, and receiver 72 are provided, i.e., the right side. In this embodiment, the front sonar ECU 64A, stacked light 71, receiver 72, and battery 73 are provided on the right side of the vehicle, but they may also be provided on the left side of the vehicle.

[0366] More specifically, the front sonar ECU 64A and the stacked light 71 are provided above the right spare seedling storage device 17A as shown in Figures 2 and 3. The receiver 72 is provided near the right end of the vehicle body in the upper front area of ​​the driver's section 14 as shown in Figures 2 and 3. The battery 73 is provided below the right spare seedling storage device 17A.

[0367] [Configuration of stacked lamp] As shown in Figures 2 and 3, the stacked light 71 is provided in a position near the lateral inside of the vehicle body in an area above the right spare seedling storage device 17A, which is the outer periphery of the mobile vehicle. The stacked light 71 is provided at a higher position than the topmost spare seedling tray 70 of the four upper and lower spare seedling trays 70 in the right spare seedling storage device 17A. The stacked light 71 is provided at a lower position than the antenna 8p of the positioning unit 8 so as not to interfere with reception by the positioning unit 8, and is also provided at a lower position than the antenna 72p of the receiving device 72 so as not to interfere with reception by the receiving device 72.

[0368] The stacked lamp 71 is supported so that its position can be changed between a usage position in which the longitudinal direction is aligned with the vertical direction of the vehicle body as shown by the solid line in Figure 1, and a storage position in which it is inclined with respect to the usage position when viewed from the side of the vehicle body as shown by the two-dot chain line in Figure 1, and the upper part is positioned lower than in the usage position. Specifically, as shown in FIGS. 1 and 28, a stacked light support member 74 is supported on the upper part of the right lower end portion 17a of the spare seedling support frame 17. As shown in FIG. 28, a connecting portion 71a formed on the lower part of the stacked light 71 is provided with a support shaft 71b and a positioning arm 71c. The stacked light 71 is supported on the stacked light support member 74 via the support shaft 71b by inserting the support shaft 71b into the support hole 74a of the stacked light support member 74 from the lateral outer side of the stacked light support member 74. As shown by solid lines in FIGS. 1 and 29, the stacked light 71 is swung around the support shaft 71b to an upright position relative to the stacked light support member 74, thereby assuming the usage position. As shown by two-dot chain lines in FIGS. 1 and 29, the stacked light 71 is swung around the support shaft 71b to an inclined position tilted toward the front of the vehicle body relative to the usage position, thereby assuming the storage position. When the stacked lamp 71 is in the usage position, the set bolt 74b is attached to the bolt hole of the positioning arm 71c from the lateral inside of the stacked lamp support member 74 through the bolt hole 74c of the stacked lamp support member 74, and the stacked lamp 71 is held in the usage position by the set bolt 74b. When the stacked lamp 71 is in the storage position, a receiving portion 75a formed on a cover 75 supported by the stacked lamp support member 74 receives and supports the free end side of the stacked lamp 71 from below, and the stacked lamp 71 is held in the storage position by the cover 75. The cover 75 is supported by the stacked lamp support member 74 and is configured to cover the support portion of the stacked lamp 71 and the front sonar ECU 64A from the lateral outside.

[0369] The stacked light 71 is provided on the outer periphery of the right spare seedling storage device 17A, which is the outer periphery of the mobile vehicle, but is not limited to this. For example, it may be provided above the hopper 25 of the fertilizer applicator 4. It may also be provided on both outer sides of the driver's unit 14 and supported via supports on handrails 76 (see FIGS. 1 and 2) located on the outer periphery at the rear of the mobile vehicle. In this case, it may be supported on each of the left and right handrails 76. In this embodiment, the stacked light 71 is supported on the spare seedling support frame 17, but this is not limiting, and a dedicated support frame for supporting the stacked light 71 may be provided. It is preferable to configure the stacked light 71 so that its mounting height can be changed.

[0370] In this embodiment, as shown in Figures 3, 28, and 29, the stacked lamp 71 has pink 71P, green 71G, and blue 71B indicator light units stacked one on top of the other. The pink 71P, green 71G, and blue 71B indicator light units are stacked in the order that the green 71G is located below the pink 71P and the blue 71B is located below the green 71G, but this is not limited to this. For example, the stacked lamps may be stacked in any order, such as having the pink 71P located between the green 71G and the blue 71B. Furthermore, the stacked lamp 71 is not limited to having three-color indicator light units, and may have two-color indicator light units or four or more colors of indicator light units.

[0371] As shown in Figures 1, 2, and 3, a center mascot 20 is provided in front of the driver's section 14. An indicator light section 20A that displays the control mode of the control unit 30 is formed on the upper part of the center mascot 20, which is easily visible from the driver's section 14. In this embodiment, the indicator light section 20A is equipped with red, green, amber right, and amber left indicator lights (not shown). In this embodiment, the indicator light section 20A is formed on the center mascot 20, but the indicator light section 20A may not be formed.

[0372] In this embodiment, the stacked light 71 and the indicator light unit 20A of the center mascot 20 are controlled by the control unit 30 to the display state shown in Fig. 30. The "●" mark shown in Fig. 30 indicates that the stacked light 71 and the indicator light unit 20A are lit, "-" indicates that the stacked light 71 and the indicator light unit 20A are extinguished, and "● (flashing)" indicates that the stacked light 71 is flashing.

[0373] A part of the display state of the indicator lamp unit 20A shown in FIG. 30 will now be described. In the indicator light section 20A, when the control unit 30 is in the manned automatic mode and automatic operation can be started, and when the control unit 30 is in the manned automatic mode and automatic operation can be resumed, the red, green, amber right and amber left lights are all lit.

[0374] In the indicator light section 20A, when the control unit 30 has selected the unmanned automatic mode and the automatic driving start condition is not satisfied, the red, green, amber right and amber left lights are all turned off.

[0375] A part of the display state of the stacked lamp 71 shown in FIG. 30 will now be described. In the stacked lamp 71, when the control unit 30 is in the manned automatic mode and automatic operation can be started, and when the control unit 30 is in the manned automatic mode and automatic operation can be resumed, all of the pink 71P, green 71G and blue 71B indicator light sections are turned off.

[0376] In the stacked light 71, when the control unit 30 is in the unmanned automatic mode and the automatic driving start condition is not satisfied, all of the pink 71P, green 71G, and blue 71B indicator light sections are turned off. When the control unit 30 is in the unmanned automatic mode and automatic driving can be started, and when the control unit 30 is in the unmanned automatic mode and automatic driving can be resumed, all of the pink 71P, green 71G, and blue 71B indicator light sections are turned on. When the control unit 30 is in the unmanned automatic mode and an obstacle is detected, and when the control unit 30 is in the unmanned automatic mode and GPS positioning is not possible, only the pink 71P indicator light section is turned on.

[0377] The stacked light 71 is used only in the unmanned automatic mode. None of the indicator light sections are lit while conditions are being adjusted for the start of automatic driving. During automatic driving, only the lowest indicator light section is lit. If automatic driving is permitted (such as when the automatic driving is paused or before starting point guidance), the three-color indicator light sections are lit. If automatic driving is disabled (obstacle detection, mechanical error), only the topmost indicator light section is lit. Since the information indicating that automatic driving is disabled is the most important, the indicator light section located at the highest position is lit when automatic driving is disabled. The stacked light 71 may be lit when the control unit 30 is selected for the attended automatic mode. In the stacked light 71, the combination of indicator light sections that are lit in accordance with the control mode and the combination of indicator light sections that are turned off in accordance with the control mode can be changed to combinations other than those shown in FIG. 30. The stacked light 71 may not display any information outside the automatic driving mode. Various displays by the stacked light 71 may be performed in conjunction with audio notifications, virtual screen notifications, etc. In the stacked lamp 71, an abnormality in the stacked lamp 71 can be detected by detecting the current (voltage) of the stacked lamp 71.

[0378] [Support for positioning unit, antenna and receiver] The receiving device 72 is connected to an antenna 72p that receives wireless command signals from a remote control 90 (remote control device). The receiving device 72 receives the wireless command signals via the antenna 72p. The positioning unit 8, antenna 72p, and receiving device 72 are supported on the upper side portion 17b of the spare seedling support frame 17, as shown in Figures 1, 2, and 3.

[0379] Specifically, as shown in Figures 1, 2, and 3, the upper end side portion 17b has a frame portion 17y extending in the width direction of the vehicle body at a location above and in front of the driver unit 14, and an arm portion 17t extending from both lateral ends of the frame portion 17y toward the lower end side portion 17a of the spare seedling support frame 17 and supported on the upper part of the lower end side portion 17a. As shown in Figure 25, a mounting base 77 is supported on the frame portion 17y, and the positioning unit 8 and the receiving device 72 are placed on the mounting base 77 while lined up in the width direction of the vehicle body and are fastened to the mounting base 77 by connecting bolts. As shown in Figures 2 and 3, the positioning unit 8 and the receiving device 72 are mounted and fixed side by side with the receiving device 72 positioned laterally outboard of the vehicle body relative to the positioning unit 8. As shown in FIG. 25, the antenna 72p of the receiving device 72 is configured to be supported by an antenna support portion 77a provided on the mounting base 77 while positioned in front of the receiving device 72. The antenna 72p is supported on the antenna support portion 77a in a detachable manner by attraction of a magnet (not shown) provided on the base portion of the antenna 72p. In this embodiment, a magnet is used, but this is not limiting. For example, a suction cup can be used. When the antenna 72p extends from the receiving device 72, the receiving device 72 may be configured to be detachable, thereby making the antenna 72p detachable.

[0380] As shown in Figures 25, 26, and 28, the extended end of the right arm 17t at the upper side 17b of the spare seedling support frame 17 is configured to be supported via a pivot shaft 78a on a support 78 formed on the right lower side 17a of the spare seedling support frame 17. The left arm 17t at the upper side 17b is configured to be supported on the lower side 17a in the same manner as the right arm 17t is supported on the right lower side 17a. The upper side 17b is configured to be supported on the left and right lower side parts 17a in a manner that allows it to swing around the pivot shaft 78a. The upper side portion 17b is swung about the pivot shaft 78a to change its position between an elevated position in which the frame portion 17y is positioned above the lower side portion 17a as shown by the solid line in Fig. 1, and a lowered position in which the frame portion 17y is positioned behind the lower side portion 17a as shown by the two-dot chain line in Fig. 1. When the upper side portion 17b is swung by holding the right arm portion 17t, the right arm portion 17t passes laterally inward of the stacked light 71, so that the stacked light 71 does not become an obstacle.

[0381] As shown by the solid lines in FIGS. 1 and 3 , when the upper end portion 17b is changed to the raised position, the antenna 72p, the receiver 72, and the positioning unit 8 are positioned in the raised use position, which is higher than the lower end portion 17a. As shown by the two-dot chain lines in FIGS. 1 and 3 , when the upper end portion 17b is changed to the lowered position, the receiver 72 and the positioning unit 8 are positioned in the lowered storage position, which is lower than the upper end of the lower end portion 17a and lower than the raised use position. When the receiver 72 and the positioning unit 8 are positioned in the lowered storage position, the up-down orientation of the receiver 72 and the positioning unit 8 is opposite to the up-down orientation when they are in the raised use position. When the receiver 72 and the positioning unit 8 are lowered to the lowered use position, the antenna 72p can be removed from the antenna support 77a to prevent the antenna 72p from hitting surrounding components and interfering with the downward swing of the upper end portion 17b. When the antenna 72p, the receiving device 72, and the positioning unit 8 are in the raised use position, as shown in Fig. 26, by attaching a set bolt 79 between the arm portion 17t and the first bolt hole 78b of the support portion 78, the upper end side portion 17b is held in the raised position by the set bolt 79, and the antenna 72p, the receiving device 72, and the positioning unit 8 can be held in the raised use position. When the receiving device 72 and the positioning unit 8 are in the lowered storage position, as shown in Fig. 27, by attaching a set bolt 79 between the arm portion 17t and the second bolt hole 78c of the support portion 78, the upper end side portion 17b is held in the lowered position by the set bolt 79, and the receiving device 72 and the positioning unit 8 can be held in the lowered storage position.

[0382] [Notification device] 1, 3, and 31, the voice alarm generating device 100, which serves as an alarm device for notifying the driver of the control executed by the control unit 30, is provided in a position above and in front of the driver's section 14 with its sound generating unit 100a facing the driver's section 14. The lower end of the voice alarm generating device 100 is located above the upper end of the driver's seat 16, the upper end of the steering wheel 10, and the upper end of the engine bonnet 2B. In this embodiment, the voice alarm generating device 100 is employed as the alarm device, but this is not limiting. For example, various alarm devices can be employed, such as devices that issue alarms by sound or light, or devices that issue alarms by image or text.

[0383] 1, 3 and 31, the voice alarm generating device 100 is provided below the positioning unit 8 in a state where it is covered from above by the positioning unit 8. The positioning unit 8 prevents rainwater, car wash water, etc. from splashing on the voice alarm generating device 100 from above.

[0384] The voice alarm generating device 100 is supported on a spare seedling supporting frame 17 as shown in FIG. Specifically, as shown in Figures 1 and 31, a mounting base 77 is provided at the upper side 17b of the spare seedling support frame 17, on which the positioning unit 8 is mounted and fixed, and is supported by a frame portion 17y at the upper side 17b. A support member 101 extends downward from the mounting base 77. A voice alarm generating device 100 is supported inside a box portion 101a formed at the bottom of the support member 101. The voice alarm generating device 100 is supported on the upper side 17b of the spare seedling support frame 17 via the support member 101 and the mounting base 77.

[0385] In this embodiment, the voice alarm generating device 100 is controlled by the control unit 30 and generates a voice alarm as shown in Fig. 32. In this embodiment, the voice alarm generating device 100 generates a voice alarm to notify the control executed by the control unit 30 as shown in Fig. 32, as well as a voice alarm to notify the traveling of the self-propelled vehicle and a voice alarm to notify the seedling planting device 3. Note that [CH] shown in Fig. 32 is a channel.

[0386] During turning, reversing, and unmanned automatic control, a voice alarm continuously notifies the operator when the main gear lever (operated to neutral, operated forward or backward) or when the planting section is down (at the start of each side of the outermost periphery if the operator raises it during automatic operation). In the case of manned automatic operation, a voice alarm is sounded to operate the gear lever in the direction of travel along the route. If the forward and backward travel temporarily switches (backs up) due to the flow (such as when turning) between the start of automatic operation and the start of the next automatic operation, the voice alarm does not prompt the operator to operate the main gear lever accordingly. In the case of unmanned automatic operation, if the main gear lever is suddenly operated to a position other than neutral, a voice alarm is sounded to prompt the operator to return the main gear lever to neutral. If the operator is out of seedlings or fertilizer (materials), automatic operation remains disabled. In this case, the voice alarm generator 100 notifies the operator of the situation and prompts the operator to take action. The voice alarm generator 100 checks for any abnormalities when the automatic operation start switch is turned on and operated. If an abnormality is detected, the robot will be prevented from entering automatic operation, and will be notified of how to resolve or avoid the abnormality (prompting manual work). When in automatic operation, a voice alarm will be used to notify the robot before it starts moving. The alarm will then stop and the robot will start moving, or it will move along with the alarm. Notification means include a voice alarm generator 100, stacked light 71, and center mascot 20, as well as remote controls, smartphones, mobile devices, virtual machines, work equipment lights, alarm sounds, and vibrations.

[0387] Voice alarm generators 100 may be installed behind the driving unit 14, above the hopper 25, on the top of the seedling tray 21, on the handrail 76, etc., so that the front voice alarm generator 100 activates when moving forward and the rear voice alarm generator 100 activates when moving backward. Voice alarm generators 100 may also be installed on all four sides of the driving unit 14: in front, behind, left, and right. The voice alarm generators 100 may also be installed inside the case of the positioning unit 8. The voice alarm generators 100 may also be enclosed in a dedicated case, which may have a hollow section to ensure sufficient sound transmission to the surrounding area. For ease of wiring, the voice alarm generators 100 may also be installed between the battery side on the left and right sides of the machine. It is preferable to configure the voice alarm generators 100 so that a malfunction is notified via the remote control.

[0388] [Remote control] This rice transplanter is equipped with a remote control 90 shown in FIG. 33, which can be used to remotely control the rice transplanter. The remote control 90 has seven buttons and two indicators. In this specification, the term "button" should be interpreted broadly and includes various operating devices such as switches and keys, as well as software and hardware buttons. The first button 90a is a power ON / OFF button. The second button 90b, when pressed once, pauses the machine 1 while maintaining the automatic driving mode. Furthermore, when pressed simultaneously with the function button 90g, the second button 90b stops the machine 1 and ends the automatic driving mode. The engine is not stopped at this time. The third button 90c, when pressed once, accelerates the machine 1, and when pressed simultaneously with the function button 90g, moves the machine 1 forward at a slow speed. The fourth button 90d slows down the machine body 1 when pressed alone, and moves the machine body 1 backward at a slow speed when pressed simultaneously with the function button 90g. The fifth button 90e starts automatic driving when pressed simultaneously with the function button 90g. The sixth button 90f starts planting work when pressed simultaneously with the function button 90g. The first indicator 90x indicates the remaining battery charge, and when the battery charge becomes low, the display color changes from green to red. The second indicator 90y indicates whether communication is on or off. In other words, the second indicator 90y indicates that the remote control 90 has been operated. The second indicator 90y can also display an indication that an operation via the remote control 90 has been accepted by the rice transplanter's control system.

[0389] The functions of each button that are realized by simultaneously pressing the function button 90g may also be realized by long pressing or double pressing of each button. The first button 90a, which is a power button, may also be configured to stop the vehicle 1. To temporarily stop the vehicle 1 while it remains in the autonomous driving mode, the second button 90b is pressed once. The vehicle 1 may be stopped and the autonomous driving mode may be ended by long pressing or double pressing of the second button 90b. When the engine is stopped for idling stop, the engine may be restarted by operating a button on the remote control 90. The functions realized by simultaneously pressing the function button 90g and each button, the functions of each button, and the functions of each button realized by single pressing of each button may be interchanged. In this embodiment, the remote control 90 has seven buttons and two indicators, but the number of each may be changed as desired.

[0390] When a cradle for the remote control 90 or a connector capable of data communication with the remote control 90 is installed in the driving unit 14, the remote control 90 can exchange data with the information terminal 5 and the control unit 30. If the battery of the remote control 90 is rechargeable, it can be charged via the cradle. In this case, if the cradle has a cover that is waterproof both when the remote control 90 is attached and when it is not attached, the remote control 90 will not be damaged by water when the rice transplanter is washed. By exchanging data between the remote control 90 and the information terminal 5, operation guides and operation results of the remote control 90 can be displayed on the touch panel 50. In addition, at least one of the information terminal 5, the control unit 30, and the remote control 90 may be provided with a function that manages the distance between the remote control 90 and the machine body 1 and issues a warning if the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote control 90 may be provided with a function that issues a warning if a communication failure occurs between the information terminal 5 or the control unit 30 and the remote control 90. It is also possible to adopt a configuration in which a specific operation (such as a demonstration mode operation) on the remote controller 90 causes the rice transplanter to autonomously perform a predetermined sequential operation.

[0391] The remote control 90 can be configured in various forms. For example, a mobile phone or a tablet computer can be used as the remote control 90 by installing an appropriate program on it.

[0392] [Information terminal] The information terminal 5 is provided in the driver's section 14 so that an operator (including the driver, supervisor, etc.) seated in the driver's seat 16 can manually operate, visually confirm, and audibly confirm the information. The information terminal 5 has a network computer function. As shown in FIG. 34 , a touch panel 50 and a hardware button group 5a consisting of multiple operation keys are incorporated into the housing 5A. Furthermore, substantially the same operation keys are displayed on the touch panel 50 as a software button group 50a. When the display content of the touch panel 50, for example, a map screen or a route screen, is enlarged by operating the enlarge key, the software button group 50a is erased, but the operation of the software button group 50a can be replaced by the hardware button group 5a. Therefore, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation by the operator is required, the corresponding operation key in the software button group 50a is flashed or lit to alert the operator. At that time, if an operation key of the hardware button group 5a is also valid, the corresponding operation key of the hardware button group 5a will flash or light up.Since the rice transplanter is basically used outdoors, the characters displayed on the touch panel 50 are displayed in black on a white background whenever possible.

[0393] [Graphic interface for information terminals] This rice transplanter can automatically travel to plant seedlings in a field. The information required for this is displayed on the touch panel 50 of the information terminal 5. This information terminal 5 is equipped with a graphic interface for displaying information to the worker and for the worker to input operations via the touch panel 50. At this time, an icon replicating the rice transplanter is displayed on the touch panel 50 to indicate the traveling status of the rice transplanter. This rice transplanter can travel automatically with or without a human, so the shape or color, or both, of the rice transplanter icon changes in each case. The worker inputs various commands while being guided by the information displayed on the screen of the touch panel 50. During automatic traveling, the following processes are carried out: (1) Sensor and remote control check processing, (2) Preparatory processing, (3) Map creation process, (4) Route creation process, (5) Work travel setting processing, (6) Driving assistance processing, The above steps are carried out, and the information required for each process is displayed on the information terminal 5.

[0394] [Sensor and remote control check processing] This rice transplanter is equipped with four front sonars 61, two rear sonars 62, and two side sonars 63 (collectively referred to as sonar SU) as object detection sensors. A sensor check is performed at regular intervals to check whether any of the sonar SUs are malfunctioning. During the sensor check, an operator walks around the rice transplanter holding a reflector that acts as a simulated obstacle. The sonar check here detects malfunctions caused by foreign objects such as mud or water droplets adhering to the sonar SUs, and if any sonar SUs are malfunctioning, the operator removes the foreign objects.

[0395] In addition to sonar SUs, object detection sensors include laser sensors, electromagnetic wave sensors, and camera sensors. Alternatively, two types of object detection sensors may be combined. Furthermore, when using these object detection sensors, particularly camera sensors, to detect objects, it is advantageous to use machine learning as the object detection algorithm. Therefore, the following description is not limited to sonar SUs and can also be applied to other object detection sensors.

[0396] The sensor check control system that controls this sensor check is shown in Figure 35. The functional elements used in this sensor check are the aircraft position calculation unit 311 incorporated in the control unit 30, the obstacle detection unit 641 incorporated in the sonar ECU 64, the touch panel 50 of the information terminal 5 as a graphic display, and the sonar management unit 51 as a sensor management unit incorporated in the information terminal 5.

[0397] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The obstacle detection unit 641 detects obstacles based on detection signals from the sonar SU. The sonar management unit 51 manages sonar operation checks. The sonar management unit 51 includes a sonar check execution unit 51a and a validity determination unit 51b as sensor check execution units. The sonar check execution unit 51a executes sonar check processing when predetermined conditions are met. The validity determination unit 51b records (enables) an operation confirmation flag indicating that the operation of all sonar SUs has been confirmed through the sonar check processing. Furthermore, the validity determination unit 51b determines (validity determination) whether to maintain (enable) or cancel (invalidate) the recorded operation confirmation flag.

[0398] An example of the control flow for sonar check is shown in Figure 36. In this flow, the rice transplanter heads to the field by manual driving, then automatically drives within the field to plant seedlings, and when the work is finished, it leaves the field by manual driving.

[0399] First, the main switch is turned ON to start the rice transplanter (#S01). This causes the initial processing of the control system to be performed, and the validity determination unit 51b sets the operation confirmation flag (simply referred to as "flag" in Figure 36) to "0" (#S02). The sonar management unit 51 outputs an initial sonar check request command (initial sensor check request command) (#S03), and asks the operator via the screen of the touch panel 50 whether or not to perform a sonar check (#S04). When the operator instructs that a sonar check should be performed (#S04 Yes branch), the sonar check process is executed (#S05).

[0400] The flow of the sonar check process is shown in Figure 37. First, the sonar management unit 51 displays a screen such as that shown in Figure 38 on the touch panel 50, requesting the operator to sequentially place dummy reflectors within the detection range of each sonar SU (#C1). This screen shows the actual installation location and detection range of each sonar, allowing the operator to easily grasp the installation location and detection range of each sonar. The operator begins positioning the dummy reflectors so that ultrasonic waves from each sonar SU are reflected by the dummy reflectors and the reflected waves are received by the sonar SU (#C2). A check screen showing the sonar check status shown in Figure 39 is displayed, and when the sonar SU receives (confirms) the reflected waves from the dummy reflectors (#C3 Yes branch), a small check symbol CI1 is displayed as a first visual symbol at the sonar position to be operated on the check screen (#C4). At the same time, a notification device may notify the operator of the operation confirmation using sound, light, or vibration. In this case, if sound is used, it is advisable to assign a different tone to each sonar SU. If light is used, a stacked light or an information terminal 5 can be used. If this sonar check operation is performed using a remote control 90 or a mobile phone, the vibration function of the remote control or mobile phone can be used to notify the operation check. This type of operation check work is performed sequentially for each sonar SU.

[0401] When the operation of all sonar SUs is confirmed (#C5 Yes branch), a large check symbol CI2 is displayed as a second visual symbol within the illustration of the aircraft on the check screen (#C6). The display of this check symbol CI2 lets the operator know that the sonar check process has been completed. The completion of this sonar check process can also be notified by sound, light, or vibration. When the operation of all sonar SUs is confirmed, the validity determination unit 51b sets the operation confirmation flag (simply referred to as flag in Figure 37) to "1" (#C7).

[0402] Instead of issuing a notification for each individual sonar SU operation check, an operation check notification may be issued when the operations of all sonar SUs are confirmed.

[0403] To position the pseudo-reflector, an operator may hold the pseudo-reflector and circle around the rice transplanter, or an operator may use the driving unit 14 to manipulate a fishing rod-like control stick to which the pseudo-reflector is attached to move the pseudo-reflector around. Alternatively, the pseudo-reflector may be attached to a drone, and the drone may be flown so that the pseudo-reflector circles around the rice transplanter.

[0404] Returning to the flow of FIG. 36, when the rice transplanter is manually driven toward the entrance / exit of the field, the rice transplanter checks whether it has reached the vicinity of the field based on the machine position calculated by the machine position calculation unit 311 (#S06). If the operator cancels the sonar check in step #S04 (#S04 No branch), the sonar check process is not performed and the process jumps to step #S06. If the machine position has reached the vicinity of the field (#C6 Yes branch), a pre-operation sonar check request command (pre-operation sensor check request command) is issued, so the process first checks whether the operation confirmation flag is disabled, i.e., whether the operation confirmation flag is set to "0" (#S07). If the operation confirmation flag is set to "0" (#S07 Yes branch), a sonar check must be completed before automatic driving begins. Here, the sonar management unit 51 again asks the operator via the screen of the touch panel 50 whether or not to perform a sonar check (#S08). When the operator gives an instruction to perform a sonar check (#S08 Yes branch), the sonar check process is executed (#S09). When the sonar check process is completed, the system waits for the driving mode to be switched from manual driving mode to automatic driving mode (#S10). If the operation confirmation flag is set to "1" in the check in step #S07, or if the operator cancels this sonar check in step #S08 (#S08 No branch), the sonar check process is not performed and the system jumps to step #S10.

[0405] When the driving mode is switched to automatic driving mode (#S10 Yes branch), a check is made to see if the operation confirmation flag is set to "0" (#S11). If the operation confirmation flag is set to "0" (#S11 Yes branch), sonar check processing is forcibly carried out (#S12). Once sonar check processing is complete, automatic work driving becomes possible (#S13). If sonar check processing has already been carried out since the rice transplanter was started and the operation confirmation flag is set to "1" (#S11 No branch), automatic work driving becomes possible immediately (#S13).

[0406] When automatic driving begins, a check is made to see if the driving mode can be switched from automatic to manual driving mode (#S14). If the driving mode has been switched to manual driving mode (#S14 Yes branch), the operator is asked whether automatic driving is being temporarily suspended or whether automatic driving is being terminated due to the completion of field work (#S15). If automatic driving has been terminated (#S15 End branch), the operation confirmation flag is set to "0" (#S16) and the system transitions to manual driving (#S17). If automatic driving has been suspended (#S15 Interrupt branch), the operation confirmation flag is not set to "0" and the system transitions directly to manual driving (#S17).

[0407] When the mode switches to manual driving, a check is made to see if the driving mode can be switched to automatic driving mode (#S18), and if the rice transplanter has left the field (#S19). When the mode is switched to automatic driving mode (#S18 Yes branch), the process jumps to step #S11, where the status of the operation confirmation flag is checked. When the rice transplanter leaves the field (#S19 Yes branch), the operation confirmation flag is set to "0" (#S20). Furthermore, when the rice transplanter's main switch is turned OFF (#S21 Yes branch), this routine ends.

[0408] In addition to the above, the resetting (disabling) of the operation confirmation flag, which replaces the content of the operation confirmation flag that has been set (enabled) to "1" with "0," may also be performed when the set expiration date expires. Alternatively, except for during automatic driving at night, the operation confirmation flag may be disabled when the date for enabling the operation confirmation flag is moved up (when the date changes). It is also convenient to provide a setting that does not disable the operation confirmation flag when automatic driving is performed in one field unless the vehicle leaves the field, or a setting that does not disable the operation confirmation flag when automatic driving is performed in multiple predetermined fields.

[0409] Although not shown in Figure 36, when a work end command is given to end the work, the operation confirmation flag is canceled (disabled), but when a work interruption command is given to interrupt the work, the operation confirmation flag is maintained.

[0410] Along with the sonar check described above, an operation check of the remote control 90 is also performed. Note that if it is selected not to use the remote control 90, this remote control check can be omitted. In one example of a remote control check, buttons to be operated on the remote control 90 are displayed in sequence on the touch panel 50 of the information terminal 5. The operation check progresses as the corresponding buttons are operated accordingly. When the operation of all buttons is confirmed, the operation check ends. At this time, it is convenient if a visual symbol indicating the completion of operation of each button or the completion of operation of all buttons is displayed on the touch panel 50, as in the sonar check. The operation check flag indicating the completion of the operation check of the remote control 90 can also be disabled using the same method as for disabling the operation check flag in the sonar check described above.

[0411] The check processes (sonar check, remote control check, stack light check, voice alarm check, etc.) that are performed before the start of automatic driving may be able to be canceled by confirming the operator's intention. Also, cancellation of such check processes may be limited to automatic driving with a human operator.

[0412] [Preparation Processing] In the preparation process, four warning screens (respectively labeled (a), (b), (c), and (d)) shown in FIG. 40 are displayed in sequence. Screen (a) is a warning screen that prohibits automatic driving along cliffs or waterways when the machine body 1 is tilted beyond the allowable range. Screen (b) is a warning screen that requests that an operator must get into the driver's unit 14 to perform manned automatic driving when automatically driving seedling planting work along the outermost perimeter of a field. Screen (c) is a warning screen that requests that a new map be created rather than reusing the previous map. Screen (d) is a warning screen that prohibits automatic driving if the field has deformed beyond the allowable range or if there is an obstacle to driving within the field. Each screen has a "Confirm" button, and pressing the "Confirm" button displays the next screen.

[0413] These warning screens for preparation before autonomous driving are displayed each time the autonomous driving mode is selected, but they may also be displayed at predetermined time intervals or each time the date changes. Furthermore, when the same operator performs autonomous driving, these warning screens may be configured to be displayed continuously in an animated manner without pressing the "Confirm" button. While FIG. 40 shows four warning screens displayed individually on the touch panel 50, these warning screens can be combined as desired. For example, screen (a) and screen (b) may be combined to form a single warning screen.

[0414] Generally, various processes that are performed while information is displayed on the touch panel 50 are advanced to the next process by pressing the "Next" button, but in the process of displaying this warning screen, screen transitions using the "Next" button are disabled until all warning screens have been displayed and the "Confirm" button has been pressed. Therefore, the worker cannot advance to the next process unless he or she has confirmed all warning screens. However, if it is work on the same day or for a short period of time, or if it is determined that the same worker is performing the work, it is possible to include control that allows this "Confirm" operation to be omitted.

[0415] [Map selection process] The map selection process in the rice transplanter will be described. FIG. 41 is a functional block diagram showing the functional units in the map selection process. As shown in FIG. 41, in the map selection process in this embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is provided with a machine position calculation unit 311, and the information terminal 5 is provided with a display device 551 (touch panel 50), a map information storage unit 552, a map information display unit 553, an input area determination unit 554, an input position information calculation unit 555, a thumbnail display unit 556, an operation determination unit 557, an area calculation unit 558, and a notification unit 559. Each functional unit is constructed of hardware, software, or both, with a CPU as a core component, in order to perform processes related to map selection.

[0416] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information consisting of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In this embodiment, the altitude information corresponds to the height of the aircraft 1 (the height of the positioning unit 8) which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space based on such GPS information.

[0417] The map information storage unit 552 stores map information indicating the shape of the work site based on location information indicating the location of the work site and time information indicating the time when the map information was created. The shape of the work site is the shape of the field where the rice transplanter performs planting work, and corresponds to the outer shape of the field. In this embodiment, information indicating the outer shape of the field is treated as map information. The location of the work site is the location of the field, and may be the location of the outer periphery of the field or the location of the entrance / exit through which the rice transplanter enters and exits the field. It may also be the location of the center of the field. Furthermore, the time information indicating the time when the map information was created may be a timestamp indicating the time when the above-mentioned location information was acquired, or may be a timestamp indicating the time when the map information was stored in the map information storage unit 552. The map information includes location information that specifies the location of the above-mentioned field using latitude information, longitude information, altitude information, etc., as well as time information that specifies the time when the map information was created.

[0418] The display device 551 has a display screen. In this embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5. In this embodiment, the touch panel 50 also serves as the display screen. Therefore, unless otherwise specified, the display screen will be described as the touch panel 50.

[0419] The map information display unit 553 displays on the touch panel 50 map information extracted from the map information stored in the map information storage unit 552 based on the machine position, location information, and time information. As described above, the map information storage unit 552 stores map information, and the map information includes location information and time information. The machine position is the position of the machine 1 in real space calculated by the machine position calculation unit 311, and specifically, the current position of the rice transplanter. The map information display unit 553 extracts, from the map information stored in the map information storage unit 552, map information that indicates the outline shape of the field including the current position of the rice transplanter and has the latest timestamp based on the time information, and displays the extracted map information on the touch panel 50. As a result, when the rice transplanter is in the field, it is possible to automatically display the latest map information indicating the shape of the field on the touch panel 50.

[0420] 42 shows map information relating to the field in which the rice transplanter is currently located, displayed on the touch panel 50. For ease of understanding, in FIG. 42, the map information displayed by the map information display unit 553 is shown as map information 5531. In addition, in FIG. 42, an image 560 of the rice transplanter is also shown at a position corresponding to the current position of the rice transplanter in the map information 5531. Furthermore, in FIG. 42, map information 5532 showing the shapes of fields within a predetermined distance from the field corresponding to the map information 5531 is also shown. It is preferable that the map information display unit 553 also extracts the map information 5532 from the map information storage unit 552 and displays it on the touch panel 50.

[0421] In addition, if the rice transplanter is not present in the field or if there is no map information corresponding to the current position of the rice transplanter, it is advisable to display map information showing the shape of the field adjacent to or nearby the current position of the rice transplanter on the touch panel 50.

[0422] In Fig. 42, map information 5531 is displayed below (behind) image 560. That is, the rice transplanter is located in the field corresponding to map information 5531. In such a case, it is preferable to provide indicator 5533 so as to surround the outer edge of map information 5531. Although not shown in Fig. 42, information indicating the date and time when map information 5531 was created and the area of ​​the field corresponding to map information 5531 may also be displayed on touch panel 50.

[0423] Returning to FIG. 41 , the input area determination unit 554 determines an input area in the map information displayed on the display screen where an operational input has been made by the user. As described above, in this embodiment, the map information is displayed on the touch panel 50. The user is the worker. In this embodiment, the operational input corresponds to an input made by the worker touching the touch panel 50 with his / her finger. Therefore, the input area corresponds to an area on the touch panel 50 where the worker's finger has touched. Therefore, the input area determination unit 554 determines, in the map information displayed on the touch panel 50, an area on the touch panel 50 where the worker's finger has touched when the worker has touched the touch panel 50 with his / her finger to make an input.

[0424] The input position information calculation unit 555 calculates, as input position information, position information in the map information corresponding to the input area determined by the input area determination unit 554. The input area determined by the input area determination unit 554 is the area on the touch panel 50 that is touched by the operator's finger when the operator touches the touch panel 50 on which the map information is displayed with his / her finger to perform input. Meanwhile, the map information is information that indicates the shape of the field, and there is a correlation between the coordinates on the map information and the position information of the field. Therefore, the input position information calculation unit 555 calculates the position of the field that corresponds to the area in the map information displayed on the touch panel 50 that is touched by the operator's finger. The position information, which is information indicating this position, corresponds to the input position information.

[0425] The thumbnail display unit 556 extracts map information stored in the map information storage unit 552 based on the input position information and displays it as a thumbnail on the touch panel 50. The input position information is calculated and transmitted by the input position information calculation unit 555. The thumbnail display unit 556 extracts map information of a field including the position indicated by the transmitted input position information from the map information stored in the map information storage unit 552. Displaying it as a thumbnail on the touch panel 50 means displaying it in a reduced size on the touch panel 50. Here, the map information is displayed at a smaller size than the map information displayed by the map information display unit 553. Therefore, the thumbnail display unit 556 displays the map information extracted from the map information storage unit 552 on the touch panel 50 at a smaller size than the map information displayed by the map information display unit 553. At this time, the touch panel 50 displays multiple pieces of map information extracted by the thumbnail display unit 556, each having different time information, together with the map information displayed by the map information display unit 553.

[0426] In other words, the map information storage unit 552 stores multiple pieces of map information in a stacked state (layer storage) for each piece of time information, and the thumbnail display unit 556 displays the layer-stored map information (multiple pieces of map information) as thumbnails based on the input position information calculated by the input position information calculation unit 555.

[0427] At this time, all map information that at least partially overlaps (has overlapping portions) with the selected field (field based on the input position information calculated by the input position information calculation unit 555) may be configured to be displayed.

[0428] 43 shows an example in which the operator selects map information 5532 that shows a different shape of a field from the field in which the rice transplanter is located. In this case, the periphery of the selected map information 5532 is surrounded by an indicator 5533, clearly indicating that the map information 5532 has been selected. Furthermore, map information 5534, 5535, and 5536 stored as layers for this map information 5532 are displayed as thumbnails.

[0429] At this time, it is preferable that the thumbnail display unit 556 also displays work information indicating information about work performed in the work area based on the map information displayed as a thumbnail. The information about work performed in the work area based on the map information is information indicating the details of planting work previously performed by the rice transplanter in the field corresponding to the map information displayed on the touch panel 50. Specifically, this information corresponds to the date and time when the planting work was performed, the work conditions, etc. Therefore, the thumbnail display unit 556 displays, along with the map information displayed in a reduced size on the touch panel 50, the date and time and the work conditions, etc. of planting work previously performed in the field corresponding to the map information. As a result, for example, if a worker is interested in the map information displayed as a thumbnail, by touching the map information, it is possible to display an enlarged version of the map information extracted from the map information storage unit 552, replacing the map information touched by the worker.

[0430] Figure 43 also shows an example of displaying work information for map information displayed as thumbnails. That is, when map information 5534 is selected by operating cursor 5537 while map information is displayed as thumbnails, information indicating the date and time when map information 5534 was created and the area of ​​the field corresponding to map information 5534 are displayed on touch panel 50 (not shown in Figure 43). Of course, instead of operating with cursor 5537, map information 5534 may also be operated by directly touching it with a finger.

[0431] The thumbnail display section 556 may also display the name of the field, the field area (using units unique to each country, such as the shakkanho system), and an image of the area around the field, along with the map information displayed in a reduced size on the touch panel 50. Furthermore, the name of the worker who performed the previous work, the work time, etc. may also be displayed.

[0432] Here, when the worker performs an operation input on the touch panel 50, the worker's finger may touch multiple pieces of map information 5538, 5539, as shown in Fig. 44. In this embodiment, in such a case, it is possible to appropriately determine which piece of map information has been selected and display it on the touch panel 50. This will be described below.

[0433] Returning to FIG. 41 , the operation determination unit 557 determines whether or not the input area spans at least two or more pieces of map information when multiple pieces of map information are displayed on the touch panel 50. An example of a case where multiple pieces of map information are displayed on the touch panel 50 is shown in FIG. 44 . The input area is determined by the above-described input area determination unit 554 and is the area where the operator has performed an operation input on the touch panel 50. The operation determination unit 557 determines whether or not such an operation input spans at least two or more pieces of map information, that is, whether or not the area on the touch panel 50 touched by the operator overlaps with multiple pieces of map information.

[0434] When the input area spans at least two or more pieces of map information, the area calculation unit 558 calculates the area of ​​the input area in each piece of map information. Whether the input area spans at least two or more pieces of map information can be identified by transmitting the determination result of the operation determination unit 557 described above to the area calculation unit 558. When the area touched by the worker on the touch panel 50 overlaps with multiple pieces of map information, the input area in each piece of map information corresponds to the area touched by the worker for each piece of map information. Therefore, when the area touched by the worker on the touch panel 50 overlaps with multiple pieces of map information, the area calculation unit 558 calculates the area of ​​the area touched by the worker for each piece of map information.

[0435] Specifically, the area of ​​area 5541, as shown in FIG. 44, where input area 5540 related to the operator's operation input and map information 5538 located below (behind) input area 5540 overlap is calculated, and the area of ​​area 5542, where input area 5540 related to the operator's operation input and map information 5539 located below (behind) input area 5540 overlap is calculated.

[0436] In this case, the input area determination unit 554 determines that the map information with the largest input area among at least two or more pieces of map information is the map information to which the operation input has been made. That is, it determines that the operator has made the operation input to the map information with the largest area among the areas of the multiple pieces of map information calculated by the area calculation unit 558. In the example of FIG. 44 , the area of ​​area 5541 is compared with the area of ​​area 5542, and it is determined that the operation input has been made to map information 5538 having area 5541 with the larger area. This makes it possible to properly detect the operation input by the operator even if the operator has mistakenly made the operation input across multiple pieces of map information.

[0437] Here, as described above, the touch panel 50 may display map information from the map information display section 553 and reduced map information from the thumbnail display section 556. Also, as shown in Fig. 44, multiple pieces of map information may be displayed from the map information display section 553. In such a case, if the multiple pieces of map information include map information created much earlier than the present, there is a possibility that when a worker refers to such map information during planting work, the information may be too old and cause problems.

[0438] Therefore, it is preferable that the notification unit 559 is configured to calculate the elapsed time since the map information was created based on time information related to the map information displayed on the touch panel 50, and notify the user that the map information needs to be recreated in accordance with the elapsed time. The time information related to the map information is a timestamp indicating the date and time when the map information was created. The elapsed time since the map information was created is the time from when the map information was created to the present. Recreating the map information means recreating the map information. Therefore, the notification unit 559 refers to the timestamp indicating the date and time when the map information was created, displayed on the touch panel 50, and calculates the time from when the map information was created to the present. If the calculated time is longer than a preset time (e.g., three months), the notification unit 559 may issue a notification urging the user to recreate the map information. This notification may be made by display on the touch panel 50 or by audio. This makes it possible to notify the user of the risk of changes to the field. Furthermore, if a longer time (e.g., one year) than a preset time (e.g., three months) has passed, it is preferable to notify (warn) the risk of field changes more strongly than in the case of a preset time (e.g., three months), and to more strongly urge the re-creation of map information.

[0439] The notification unit 559 may also be configured to acquire disaster information indicating disasters that have occurred in the work area in the past, and, if it is determined that the work area based on the map information has been affected since the map information was created based on the disaster information and time information related to the map information displayed on the touch panel 50, to notify the user that the map information needs to be recreated. Disasters that have occurred in the work area in the past include disasters that occurred after the previous work, such as earthquakes, typhoons, and wind and flood damage. Information about the occurrence of such disasters can be acquired, for example, via a management server or the web. The notification unit 559 references the disaster information and a timestamp indicating the date and time the map information displayed on the touch panel 50 was created, and determines whether a disaster has occurred in the work area indicated by the map information between the time the map information was created and the present, i.e., whether the work area has been affected. If a disaster has occurred in the work area between the time the map information was created and the present, the notification unit 559 may issue a notification urging the user to recreate the map information. This notification may be displayed on the touch panel 50 or may be made by voice.

[0440] Furthermore, for example, if the manager of the map information, the manager of the work area, or the manager of the workers has changed since the map information was created up to the present, the notification unit 559 may be configured to issue a notification to encourage the creation of new map information. In such a case, it is preferable to include in the map information information that can identify the manager of the map information, the manager of the work area, the manager of the workers, etc.

[0441] In the above embodiment, the display screen is described as being the touch panel 50, but the display screen does not have to be the touch panel 50. In such a case, the operator can input operations by operating a cursor on a touch pad or the like, for example.

[0442] In the above embodiment, the input area determination unit 554 was described as determining the map information of the largest input area when the worker inputs multiple areas as the map information on which the worker performed the operational input. However, it may be configured to determine the map information of the area (position) touched first, regardless of the area, as the map information on which the worker performed the operational input, or to determine the most recent map information among multiple pieces of map information as the map information on which the worker performed the operational input. Furthermore, it may be configured to allow the worker to select all work locations within a predetermined range centered on the input area as selection candidates. Furthermore, it may be configured to include in the map information usage frequency information indicating how frequently the map information is used, and to display the most frequently used map information at the top of the map information displayed as thumbnails.

[0443] In the above embodiment, it was described that the thumbnail display unit 556 also displays work information indicating information about work performed at the work site based on the map information displayed in the thumbnail, but it may also be configured not to display the work information.

[0444] In the above embodiment, the notification unit 559 notifies the user that map information needs to be recreated in accordance with the amount of time that has elapsed since the map information was created. However, the notification unit 559 may be configured not to notify the user that map information needs to be recreated. Furthermore, the notification unit 559 may be configured so that a functional unit other than the notification unit 559 calculates the amount of time that has elapsed.

[0445] In the above embodiment, it was explained that the notification unit 559 notifies the user to recreate the map information when it is determined that a work site based on the map information has been affected by a disaster. However, it is also possible to configure the notification unit 559 not to notify the user to recreate the map information even when the work site has been affected by a disaster.

[0446] The map information displayed on the touch panel 50 may be configured so that field information can be added. This field information can be added, for example, by a smartphone, the information terminal 5, a management server, a remote control, or by voice input. It is also preferable to configure the map information so that it can be sorted by each field information item (date and time, field area, field name, user key, etc.).

[0447] In the above embodiment, it has been described that map information is stored in the map information storage unit 552, but it is also possible to configure the map information so that the operator can delete it via the touch panel 50. In this case, it becomes possible to deal with cases where the detection accuracy (GPS sensitivity) of the machine position when the map information was created was poor or where the shape of the field has changed due to land readjustment or the like.

[0448] It is also preferable to configure the map information storage unit 552 so that multiple pieces of map information can be integrated into one piece of map information. This makes it possible to easily integrate and handle overlapping map information. Furthermore, even if the shape of the field is changed due to land readjustment or other reasons, it is not necessary to reacquire map information. Furthermore, even if the supply points for materials used in work are limited and it is necessary to manage the field as essentially one field, this can be easily handled.

[0449] [Field shape acquisition process] The field shape acquisition process in the rice transplanter will now be described. Figure 45 is a block diagram showing the functional units in the field shape acquisition process. As shown in Figure 45, in the field shape acquisition process in this embodiment, information and data are sent and received between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is provided with a machine position calculation unit 311, and the information terminal 5 is provided with a display device 551 (touch panel 50), a position information calculation unit 571, a map information creation unit 572, and a travel path generation unit 573. Each functional unit is constructed of hardware or software, or both, with a CPU as its core component, in order to perform processes related to field shape acquisition.

[0450] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information consisting of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the aircraft position calculation unit 311. In this embodiment, the altitude information corresponds to the height of the aircraft 1 (the height of the positioning unit 8) which is the sum of the geoid height and the altitude. The aircraft position is the position of the aircraft 1 in real space, and is indicated by latitude information, longitude information, and altitude information. The aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space based on such GPS information.

[0451] When traveling through each of the multiple areas separated along the perimeter of the work area, the position information calculation unit 571 calculates position information based on the vehicle position and the position of the rear end of the vehicle 1 on the outer perimeter when starting to travel through one area. The perimeter of the work area is the outer perimeter of the field where the rice transplanter performs planting work, and corresponds to the inner perimeter of the ridges that divide the field. For example, if the outer shape of the field is polygonal, the multiple areas separated along the perimeter of the work area correspond to each side of the polygon. Furthermore, if the outer shape of the field has at least an arc-shaped portion, the field may be divided into multiple areas, with the arc-shaped portion considered as one area. Of course, even if the outer shape is polygonal, it may also be divided into multiple areas by dividing one side.

[0452] For ease of understanding, the following description will be given assuming that the outline of the field shown in Figure 46 is a rectangle, with each side constituting one area. Therefore, the multiple areas separated along the periphery of the work site correspond to the four sides of the field having a rectangular outline. In the following description, these four sides will be referred to as outer periphery portions 591-594, respectively.

[0453] The start of travel in one area refers to the time when the rice transplanter starts traveling in each of the outer peripheral portions 591-594. The machine position is the position of the rice transplanter and is calculated by the machine position calculation unit 311 described above. The position of the rear end of the outer peripheral side of the machine 1 corresponds to the right sliding plate guard 3B when traveling counterclockwise in each of the outer peripheral portions 591-594 of the field in FIG. 46, and corresponds to the left sliding plate guard 3B when traveling clockwise. Therefore, when starting travel in each of the outer peripheral portions 591-594 of the field, the position information calculation unit 571 calculates position information based on the position of the rice transplanter calculated by the machine position calculation unit 311 and the position of the sliding plate guard 3B.

[0454] Specifically, the position information calculation unit 571 stores in advance the deviation between the position of the positioning unit 8 and the position of the sliding plate guard 3B, and calculates the position information by adding or subtracting the deviation from the positioning unit 8 to the sliding plate guard 3B corresponding to the direction of travel of the rice transplanter in the field (counterclockwise or clockwise) to the machine position.

[0455] Furthermore, when travel in one area ends, the position information calculation unit 571 calculates position information based on the machine body position and the position of the front end of the outer periphery of the machine body 1. The end of travel in one area refers to when the rice transplanter finishes travelling in each of the outer periphery sections 591-594. The position of the front end of the outer periphery of the machine body 1 corresponds to the right-side spare seedling storage device 17A (the right end of the right-side spare seedling storage device 17A) when travelling counterclockwise through each of the outer periphery sections 591-594 of the field in Figure 46, and corresponds to the left-side spare seedling storage device 17A (the left end of the left-side spare seedling storage device 17A) when travelling clockwise. Therefore, when the rice transplanter finishes traveling in each of the outer peripheral portions 591-594 of the field, the position information calculation unit 571 calculates position information based on the position of the rice transplanter calculated by the machine position calculation unit 311 and the position of the spare seedling storage device 17A.

[0456] Specifically, the position information calculation unit 571 stores in advance the deviation between the position of the positioning unit 8 and the position of the spare seedling storage device 17A, and calculates the position information by adding or subtracting the deviation from the positioning unit 8 to the spare seedling storage device 17A corresponding to the direction of travel of the rice transplanter in the field (counterclockwise or clockwise) to the machine position.

[0457] The rice transplanter is provided with a work unit that can be raised and lowered relative to the machine body 1 and performs ground work. The work unit that performs ground work is the seedling planting device 3. In this case, the position information calculation unit 571 preferably determines the start of travel as the time when the seedling planting device 3, which is in the raised position, is lowered, and the end of travel as the time when the seedling planting device 3, which is in the lowered position, is returned to the raised position. The time when the seedling planting device 3, which is in the raised position, is lowered is the time when the planting mechanism 22 of the seedling planting device 3 approaches the planting surface (field scene) of the field so that seedlings can be planted thereon, and the soil leveling float 15 touches the ground. The descent of the seedling planting device 3 can be detected by a sensor provided on the soil leveling float 15, or by detecting the position of the operation lever 11 that controls the raising and lowering of the seedling planting device 3.

[0458] The point at which the seedling planting device 3 is returned from its lowered state to its raised position is the point at which the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field and the ground leveling float 15 is separated from the planting surface. This raising of the seedling planting device 3 can also be detected by providing a sensor on the ground leveling float 15, or by detecting the position of the operation lever 11 that raises and lowers the seedling planting device 3.

[0459] In this way, the position information calculation unit 571 determines the start of travel as the point when the planting mechanism 22 of the seedling planting device 3 is brought close to the planting surface of the field so that seedlings can be planted on the planting surface and the leveling float 15 touches the ground, and determines the end of travel as the point when the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field and the leveling float 15 separates from the planting surface, thereby enabling the position information calculation unit 571 to appropriately calculate position information.

[0460] It is also possible to configure the position information calculation unit 571 so that it cannot calculate the position information unless the planting mechanism 22 descends (the soil leveling float 15 touches the ground). The start and end of calculation by the position information calculation unit 571 may be determined based on other conditions or a combination of multiple conditions in addition to the soil leveling float 15 touching the ground (for example, whether the planting clutch is on or off, the marker action position, the link sensor, the rotor is on or off, etc.).

[0461] Here, for example, when traveling counterclockwise around the outer circumferential portion 591, the machine body 1 may repeatedly start and stop when approaching the intersection of the outer circumferential portion 591 and the outer circumferential portion 592 (traveling while making fine adjustments to the machine body position). In such a case, the planting mechanism 22 of the seedling planting device 3 may also repeatedly rise and fall. As described above, the position information calculation unit 571 determines the start of travel as the time when the seedling planting device 3, which is in the raised position, is lowered, and determines the end of travel as the time when the seedling planting device 3, which is in the lowered position, is returned to the raised position. However, if traveling while making fine adjustments as described above, there is a possibility that multiple unintended start and end positions of travel may be detected while traveling around the outer circumferential portion 591, for example.

[0462] Therefore, if the distance traveled by the rice transplanter 1 from the position at the start of the previous run to the position at the start of the next run is less than a preset distance, the position information calculation unit 571 may invalidate the position at the start of the previous run. In other words, if the distance traveled by the rice transplanter from when the seedling planting device 3 in the raised position is lowered, returned to the raised position, and then lowered again is less than a preset distance (e.g., several tens of centimeters), it is likely that the rice transplanter was traveling while making fine adjustments, and therefore the position at the start of the previous run may be invalidated. In such a case, the position at the end of the previous run due to the seedling planting device 3 being returned to the raised position before the start of the previous run may also be invalidated.

[0463] Specifically, as shown in FIG. 47, if the rice transplanter travels from the seedling planting device 3 in the raised position at T=1 to the lowered state, to the seedling planting device 3 being returned to the raised position at T=2, and then from the raised position to the lowered state at T=3, the travel distance 5991 is greater than a predetermined distance (e.g., several tens of centimeters), so the position at the start of the previous travel at T=1 is not invalidated. On the other hand, if the rice transplanter travels from the seedling planting device 3 in the raised position at T=3 to the lowered state at T=4, and then to the seedling planting device 3 in the raised position being returned to the lowered state at T=5 to travel along the outer periphery 592, the travel distance 5992 is less than a predetermined distance (e.g., several tens of centimeters), so the position at the start of the previous travel at T=3 is invalidated. In this case, it is also preferable to invalidate the position at the end of the travel when the seedling planting device 3 was returned to the raised position at T=2, just before the invalidated T=3.

[0464] Furthermore, the position information calculation unit 571 may calculate position information based on the position where a first line 596 virtually extending from the center of gravity position 595 of the machine body 1 along the width direction of the machine body 1 intersects with a second line 597 virtually extending from the most protruding portion of the machine body 1 along the length direction of the machine body 1 in the width direction of the machine body 1, during the period from the start to the end of travel in one area. The period from the start to the...

Claims

1. A travel route management system for a work machine that can automatically travel on a farm, a supply edge setting unit that sets a specific edge consisting of one or more edges of the outline of the farm as a material supply edge for materials consumed by the work machine; a round-trip route creation unit that creates a round-trip route including a plurality of straight routes extending toward the material supply side; a supply travel control management unit that manages supply travel control for bringing the work machine close to the material supply side, A travel route management system in which, in the supply travel control, automatic travel by the work machine along the straight route is interrupted, the supply travel is performed by manual travel, and after the materials have been supplied to the work machine, the automatic travel is resumed toward the next straight route.

2. A travel route management system for a work machine that can automatically travel on a farm, a supply edge setting unit that sets a specific edge consisting of one or more edges of the outline of the farm as a material supply edge for materials consumed by the work machine; a round-trip route creation unit that creates a round-trip route including a plurality of straight routes extending toward the material supply side; a supply control management unit that manages the material supply travel of the work machine in a front approach mode in which the front end of the work machine is brought close to the material supply edge, or in a rear approach mode in which the rear end of the work machine is brought close to the material supply edge.

3. a material supply management unit that determines the supply timing of the material; The travel route management system according to claim 2, wherein the front approach mode or the rear approach mode is selected depending on the type of the material to be replenished.

Images