Work equipment

Abstract

To allow an operator to check notification during a time not receiving operation and execute appropriate operation.SOLUTION: A work machine includes an automatic travel control part 75 for controlling a travel control part 312 to automatically travel on a prescribed travel route in a field based on an own car location, an operation tool 1B for controlling the travel control part 312 by manual operation, and a notification part (5, 100) for executing prescribed notification. When a prescribed condition is established during the automatic travel, the automatic travel control part 75 temporarily stops the automatic travel and stops a machine body, and when operation is made onto the operation tool 1B during the temporary stop, transfers from the temporary stop state to another state. When temporarily stopping, the automatic travel control part 75 does not receive the operation to the operation tool 1B during a prescribed first time, and the notification part (5, 100) notifies an operator of a prescribed guidance during the first time.SELECTED DRAWING: Figure 33

Description

Technical Field

[0001] The present invention relates to a working machine that performs operations while automatically traveling on a work site such as a farm field.

Background Art

[0002] As disclosed in Patent Document 1, a work vehicle (working machine) performs operations such as planting work while traveling in a farm field (work site). Further, the work vehicle (working machine) performs work travel by automatic travel. The work vehicle (working machine) calculates a travel route and performs automatic travel along the travel route based on its own position calculated using GNSS (Global Navigation Satellite System) or the like.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In such a work vehicle (working machine), further improvement in convenience during automatic work travel is required.

Means for Solving the Problems

[0005] To achieve the above objective, a work machine according to one embodiment of the present invention comprises a traveling device, a traveling control unit that controls the traveling device, a satellite antenna that receives satellite signals from a satellite, a satellite positioning unit that outputs positioning data corresponding to the vehicle's position based on the satellite signals, an automatic traveling control unit that controls the traveling control unit to automatically travel along a predetermined travel path in a field based on the vehicle's position, an operating tool that controls the traveling control unit by human operation, and a notification unit that provides predetermined notifications. The automatic traveling control unit temporarily stops the automatic travel and stops the machine when predetermined conditions are met during automatic travel, and when an operation is performed on the operating tool during the temporary stop, it transitions from the temporary stop state to another state. When the automatic traveling control unit is temporarily stopped, it does not accept any operation on the operating tool for a predetermined first hour, and the notification unit provides predetermined guidance during the first hour.

[0006] Various notifications are provided during automated driving. Furthermore, if automated driving is temporarily paused, notifications include various warnings and guidance on operations to resume automated driving or transition to a different state. Operators, such as workers and drivers, can perform operations based on these notifications. However, if operations are performed incorrectly without checking the notifications, inappropriate driving may occur that goes against the operator's intentions.

[0007] With the above configuration, the operator can check for notifications while the system is not accepting input and perform operations appropriately. Furthermore, an implement according to one embodiment of the present invention comprises a traveling device, a traveling control unit that controls the traveling device, a satellite antenna that receives satellite signals from a satellite, a satellite positioning unit that outputs positioning data corresponding to the vehicle's position based on the satellite signals, an automatic traveling control unit that controls the traveling control unit to automatically travel along a predetermined travel path in a field based on the vehicle's position, and an implement that performs work using materials. The automatic travel includes a reciprocating work run in which work is performed while automatically traveling along a reciprocating travel path between two opposing outer perimeters in the field. The automatic traveling control unit can be controlled in a pre-set material replenishment mode or a material replenishment-free mode. The material replenishment mode can accept a human operation to switch between temporarily suspending the automatic travel at at least one of the outer perimeter ends of the reciprocating travel path and transitioning to a material replenishment operation, or continuing the reciprocating work run. The material replenishment-free mode allows the automatic travel to continue even at at least one of the outer perimeter ends of the reciprocating travel path. Furthermore, in the no-supply-materials mode, the automatic driving control unit may continue the automatic driving and transition to turning driving at the end point on the outer peripheral side of at least one of the round-trip driving paths. Furthermore, the system may be further equipped with an operating device that controls the driving control unit through human operation, and the automatic driving control unit may be configured not to accept any operation of the operating device for a predetermined first hour if it has stopped temporarily. The system may also include a notification unit that provides predetermined notifications, and during the first hour, the notification unit may provide guidance regarding the operation to transition to the replenishment operation and the operation to continue the round-trip operation. Furthermore, in the material replenishment mode, if the operation described above is performed on the operating device while the vehicle is temporarily stopped, the driving control unit may, in response to the operation, drive the vehicle toward the outer perimeter of one of the vehicles. Furthermore, in the material replenishment mode, the automatic driving control unit may restart the automatic driving if the operation is not performed for a second time longer than the first time after a temporary pause, and if the operating device is operated after a temporary pause, the driving control unit may control the driving device in accordance with the operation on the operating device. Furthermore, a work machine according to one embodiment of the present invention comprises a traveling device, a traveling control unit that controls the traveling device, a satellite antenna that receives satellite signals from a satellite, a satellite positioning unit that outputs positioning data corresponding to the vehicle's position based on the satellite signals, an automatic traveling control unit that controls the traveling control unit to automatically travel along a predetermined travel path in a field based on the vehicle's position, an operating tool that controls the traveling control unit by human operation, and a work machine that performs work using materials. The automatic travel includes a reciprocating work run in which work is performed while traveling along a reciprocating travel path between two opposing outer perimeters in the field, a specific side of the field is set as a material supply side, and the automatic traveling control unit can accept a human operation to either temporarily suspend the automatic travel at the end point of the reciprocating travel path on the material supply side and switch to either replenishing the materials or continuing the reciprocating work run. If no operation to switch to the replenishment operation is performed on the operating tool for a predetermined time after the temporary suspension, the reciprocating work run is resumed. Furthermore, the aforementioned manual operation may be performed remotely. The operating device may also be a main gear shift lever for adjusting the vehicle speed. Furthermore, the system may be further equipped with a notification unit that provides predetermined notifications, and the notification unit may provide predetermined guidance when the system is temporarily paused. Furthermore, the guidance may also be a warning that the automated driving function has been temporarily suspended.

[0008] Furthermore, the guidance may include at least one of the following: the content of operations that can be performed on the control device while the automatic driving is temporarily suspended, and the state of the automatic driving.

[0009] This configuration allows users to properly check necessary operations and information, and provides assistance for performing appropriate operations.

[0010] Furthermore, the aforementioned other state may include at least one of the following: a state in which automatic driving is resumed, and a state in which the driving control unit can be controlled in response to the operation of the operating tool.

[0011] This configuration allows for proper operation to resume automated driving or to switch to manual driving.

[0012] Furthermore, the automatic driving control unit may restart the automatic driving if no operation is performed for a second period longer than the first period after the temporary stop, and may cause the driving control unit to control the driving device in accordance with the operation of the operating device if the operating device is operated after the temporary stop.

[0013] With such a configuration, since the automatic driving is automatically restarted by notifying a predetermined time, the automatic driving can be easily restarted. Furthermore, by performing an operation with an operating tool as necessary, it is possible to shift to manual driving. As a result, it is possible to efficiently shift to a necessary state.

[0014] In addition, it includes a working device that performs work using materials, and the automatic driving includes a reciprocating work driving that performs work while automatically driving along a reciprocating driving route between two opposite outer peripheries in the field. The automatic driving control unit temporarily stops the automatic driving at an end point on at least one of the outer periphery sides of the reciprocating driving route. When an operation on the operating tool is performed during the temporary stop, the driving control unit may drive the aircraft body toward the one outer periphery according to the operation.

[0015] With such a configuration, by performing a predetermined operation during the temporary stop of the automatic driving, the aircraft body can be driven toward the outer periphery. As a result, it is possible to easily perform driving for replenishing materials such as seedlings at the outer periphery.

[0016] In addition, when the automatic driving is completed, the notification unit may provide guidance to prompt returning the operating tool to the neutral position.

[0017] As a condition for shifting to automatic driving again after the automatic driving is completed, it may be necessary to return the operating tool to the neutral position. According to the above configuration, it is possible to guide the operation for shifting to automatic driving and appropriately shift to automatic driving.

[0018] In addition, the notification unit may include at least one of a voice alarm generator and an information terminal.

[0019] With such a configuration, it is possible to improve the possibility of confirming the notification in the driver's seat.

Brief Description of the Drawings

[0020] [Figure 1] Side view of a rice transplanter capable of autonomous driving. [Figure 2] Plan view of a rice transplanter capable of autonomous driving. [Figure 3] Front view of a rice transplanter capable of autonomous driving. [Figure 4] Schematic diagram for explaining the working travel of the rice transplanter. [Figure 5] Functional block diagram showing the control system of the rice transplanter. [Figure 6] Plan view of a remote control. [Figure 7] Plan view of an information terminal. [Figure 8] Functional block diagram showing functional parts related to map selection processing and field shape acquisition processing. [Figure 9] Functional block diagram showing functional parts related to route creation. [Figure 10] Schematic diagram for explaining the connecting turn. [Figure 11] Schematic diagram for explaining the connecting turn. [Figure 12] Functional block diagram showing functional parts related to invalidation processing of stop instruction. [Figure 13] Diagram showing the traveling mode when the stop instruction is invalidated. [Figure 14] Functional block diagram showing functional parts related to border crossing determination processing. [Figure 15] Explanatory diagram of the boundary line. [Figure 16] Explanatory diagram of border crossing determination. [Figure 17] Functional block diagram related to route search and supplementary route setting. [Figure 18] Explanatory diagram showing an example of the traveling route in route search. [Figure 19] Explanatory diagram showing line feed on the touch panel. [Figure 20] Explanatory diagram of turning travel that does not require a supplementary route. [Figure 21] Explanatory diagram for explaining an example of using reverse during turning travel. [Figure 22] This is an explanatory diagram illustrating the turning maneuver that is supplemented by the complementary path. [Figure 23] This is an explanatory diagram showing a special area set up near the entrance / exit. [Figure 24] This is a functional block diagram of the control system for performing work and driving in a special area using a remote control. [Figure 25] This is an explanatory diagram showing the power distribution to the planting mechanism and the control of each row clutch. [Figure 26] This diagram illustrates a travel path from a non-working travel path, which involves a long straight-line forward movement, to a work travel path. [Figure 27] This diagram illustrates a travel route from a non-working route, which involves a long straight-line drive in reverse, to a work-related route. [Figure 28] This diagram illustrates an example of the amplification function for long-distance driving while moving forward. [Figure 29] This diagram illustrates an example of the amplification function for long-distance driving in reverse. [Figure 30] This is a functional block diagram illustrating the configuration of the functional section for implementing the amplification function during long-distance driving. [Figure 31] This diagram illustrates a configuration for implementing amplification during long-distance travel in irregularly shaped fields. [Figure 32] This diagram illustrates an example of a turning function specifically designed for high-load fields. [Figure 33] This is a functional block diagram illustrating the configuration of a functional unit for implementing a manual operation control function. [Figure 34] This diagram illustrates the manual operation control function according to a time chart. [Figure 35] This is a functional block diagram illustrating the configuration of the functional unit for implementing the automatic driving stop function. [Modes for carrying out the invention]

[0021] The following describes rice transplanters used for working in fields.

[0022] For the sake of clarity, in this embodiment, unless otherwise specified, "front" (direction of arrow F in Figure 1) means the front in the longitudinal direction (travel direction) of the aircraft, and "rear" (direction of arrow B in Figure 1) means the rear in the longitudinal direction (travel direction) of the aircraft. Furthermore, the left-right direction or lateral direction refers to the transverse direction (aircraft width direction) perpendicular to the longitudinal direction of the aircraft, that is, "left" (direction of arrow L in Figure 2) and "right" (direction of arrow R in Figure 2) mean the left and right directions of the aircraft, respectively.

[0023] [Overall structure] As shown in Figures 1 to 3, the rice transplanter is a ride-on type with a four-wheel drive system. The system 1 includes a parallel four-link link mechanism 13 that is vertically swingable and connected to the rear of the system 1, a hydraulic lifting link 13a that swings the link mechanism 13, a seedling planting device 3 that is rollably connected to the rear end region of the link mechanism 13, a fertilizer applicator 4 that is installed from the rear end region of the system 1 to the seedling planting device 3, and a pesticide spraying device 18 provided in the rear end region of the seedling planting device 3. The seedling planting device 3, fertilizer applicator 4, and pesticide spraying device 18 are examples of working equipment.

[0024] The machine body 1 is equipped with wheels 12, an engine 2 (corresponding to the "power source"), and a hydraulic continuously variable transmission 9, which is the main transmission, as the mechanism for propulsion. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and changes the driving force (rotational speed) output from the engine 2 by adjusting the angles of the motor swash plate and the pump swash plate. The wheels 12 have steerable left and right front wheels 12A and non-steerable left and right rear wheels 12B. 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, work equipment, etc. via the continuously variable transmission 9, etc.

[0025] The seedling planting device 3 is configured, for example, as an 8-row planting type. The seedling planting device 3 includes a seedling tray 21, an 8-row planting mechanism 22, etc. This seedling planting device 3 can be changed to a 2-row, 4-row, 6-row planting type, etc., by controlling each row clutch (not shown).

[0026] The seedling tray 21 is a base on which eight rows of mat-shaped seedlings are placed. The seedling tray 21 moves back and forth in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped seedlings, and the vertical feeding mechanism 23 feeds each mat-shaped seedling on the seedling tray 21 vertically at a predetermined pitch toward the lower end of the seedling tray 21 each time the seedling tray 21 reaches the left or 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 planting rows. Each planting mechanism 22 receives driving force from the engine 2 when the planting clutch (not shown) is switched to the transmission state, and cuts off one seedling (also called a planted seedling) from the lower end of each mat-shaped seedling placed on the seedling tray 21 and plants it in the muddy soil after leveling. As a result, when the seedling planting device 3 is in operation, seedlings can be taken from the mat-shaped seedlings placed on the seedling tray 21 and planted in the muddy soil of the paddy field.

[0027] As shown in Figures 1 to 3, the fertilizer application device 4 (supply device) includes a hopper 25 (storage section) for storing granular or powdered fertilizer (chemicals and other agricultural materials), a dispensing mechanism 26 for dispensing fertilizer from the hopper 25, and a fertilizer application hose 28 (hose) for transporting the fertilizer dispensed by the dispensing mechanism 26 and discharging it into the field. The fertilizer stored in the hopper 25 is dispensed in predetermined amounts by the dispensing mechanism 26 and sent to the fertilizer application hose 28, where it is transported through the fertilizer application hose 28 by the airflow from the blower 27 and discharged into the field from the furrower 29. In this way, the fertilizer application device 4 supplies fertilizer to the field. The hopper 25 and the dispensing mechanism 26 are mounted and supported on the machine frame 1E, and the furrower 29 is provided at the lower end of the seedling planting device 3. The fertilizer hose 28 extends from the dispensing mechanism 26 to the furrowing device 29, and when fertilizer is supplied from the hopper 25 to the field, it passes through the fertilizer hose 28.

[0028] The blower 27 operates using power from the battery 73 mounted on the machine 1 and generates a conveying airflow that transports the fertilizer dispensed by each dispensing mechanism 26 toward the mud surface of the field. 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 the supply is stopped, by intermittently operating the blower 27, etc.

[0029] Each fertilizer hose 28 guides the fertilizer, which is transported by the airflow, to each furrower 29. Each furrower 29 is positioned on each leveling float 15. Each furrower 29 moves up and down together with each leveling float 15, and when the leveling float 15 is in contact with the ground during operation, it forms a fertilizer furrow in the muddy part of the paddy field and guides the fertilizer into the furrow.

[0030] As shown in Figures 1 to 3, the machine body 1 is equipped with an operating unit 14 in the rear area. The operating unit 14 includes a steering wheel 10 for steering the front wheels, a main transmission lever 7A for adjusting the vehicle speed by shifting gears of the continuously variable transmission 9, a sub-transmission lever 7B for shifting gears of the sub-transmission, a work operation lever 11 for raising and lowering the seedling planting device 3 and switching its operating state, an information terminal 5 with a touch panel that displays (notifies) various information to the operator and accepts input of various information, and an operator's seat 16 for the operator (driver / worker). The sub-transmission lever 7B is used to switch the vehicle speed between the work speed during work and the travel speed during movement. For example, movement between fields is performed at the travel speed, and planting work is performed at the work speed. Furthermore, a spare seedling storage device 17A for storing spare seedlings is supported by a spare seedling support frame 17 in front of the operating unit 14.

[0031] An accelerator lever 7F may also be provided as an operating device for controlling the vehicle speed. The vehicle speed is controlled according to a map scheduled by the angle of the swashplate of the continuously variable transmission 9 and the engine speed, mainly according to the operating position of the main transmission lever 7A. Here, depending on the field conditions and work situation, there are cases where it is desirable to increase only the engine speed while maintaining the vehicle speed, or to decrease the engine speed considering fuel efficiency, etc. In such cases, the engine speed is increased or decreased by the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, the engine speed can be increased or decreased from the current engine speed while maintaining the angle of the swashplate of the continuously variable transmission 9. Furthermore, a potentiometer (not shown) for detecting the operating position of the accelerator lever 7F may also be provided.

[0032] As described above, the engine speed is basically determined according to the operating position of the main transmission lever 7A. However, regardless of the engine speed determined in this way, this engine speed will increase or decrease according to the value detected by the potentiometer on the accelerator lever 7F. For example, when driving at the engine speed determined according to the operating position of the main transmission 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.

[0033] 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.

[0034] [Autonomous driving] The operation of a rice transplanter in a field using automated driving will be explained using Figure 4, with reference to Figures 1 to 3.

[0035] The rice transplanter in this embodiment can be selectively operated manually or automatically. Manual operation and automatic operation are selected by switching the automatic / manual selector switch 7C. Manual operation is performed by the operator manually operating the steering wheel 10, main gear lever 7A, sub-gear lever 7B, work operation lever 11, and other operating tools. Automatic operation is performed by the rice transplanter automatically controlling the movement and work along a preset travel path. Automatic operation can be performed by a manned automatic operation (manned automatic operation mode) which requires the operator to be on board, or by an unmanned automatic operation (unmanned automatic operation mode) which does not require the operator to be on board. In manned automatic operation, the operator performs some operations according to guidance provided by the rice transplanter, while the rice transplanter automatically controls other movements associated with driving and work. In unmanned automatic operation, the operator is not required to be on board, but the operator may be on board during unmanned automatic operation. Furthermore, in unmanned automatic driving, the driver initiates the automatic driving start operation, for example, using the remote control 90 (see Figure 6) described later, which starts the work drive under automatic control and performs the pre-set work drive 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.

[0036] When a rice transplanter is about to perform planting work, the operator first manually drives the transplanter along the outer perimeter of the field without performing any operations. This outer perimeter drive generates the outer shape of the field (field map), dividing the field into an outer region OA and an inner region IA. At this time, an entrance / exit E for the transplanter to enter the field is set, and one or more designated sides of the outer perimeter of the field are set as seedling supply sides SL for supplying the transplanter with mat-shaped seedlings, fertilizer, chemicals, fuel, etc.

[0037] When the field map is generated, the travel path for the rice transplanter is set. In the internal area IA, an internal round-trip route IPL is generated, which connects multiple paths roughly parallel to one side of the field with a turning path. The internal round-trip route IPL is a travel path that covers the entire internal area IA from the starting point S to the ending point G. When the internal round-trip route IPL is generated, a guide start area GA is generated near the entrance / exit E. By stopping the rice transplanter within this guide start area GA, the rice transplanter can automatically move to the starting point S of the internal round-trip route IPL. A dedicated travel path is set for the start point guidance from the guide start area GA, but multiple travel paths may be set. Depending on the shape of the field, it may be difficult to guide the start point from the stopping position. Setting multiple travel paths is preferable as it increases the likelihood of appropriate start point guidance regardless of the stopping position.

[0038] In the outer perimeter area (OA), two travel paths are generated that circle within the perimeter area (OA) along the outer edge of the field: the inner circumferential path (IRL) and the outer circumferential path (ORL). By performing work runs along the inner circumferential path (IRL) and the outer circumferential path (ORL), the entire work run in the outer perimeter area (OA) is completed. After the work run (reciprocal work run) on the inner round-trip path (IPL) is completed, movement to the starting point of the inner circumferential path (IRL) is performed by traveling along a separately set travel path. If the shape of the field is complex, it may be necessary to separate the endpoint of the inner round-trip path (IPL) from the starting point of the inner circumferential path (IRL). In such cases, a travel path including a path parallel to any one side of the field may be provided as a travel path to move from the endpoint of the inner round-trip path (IPL) to the starting point of the inner circumferential path (IRL).

[0039] When automatic driving is performed, with the driving path generated in this manner, the rice transplanter first enters the field from the entrance / exit E, moves to the guidance start area GA and stops. Once automatic driving is started in the guidance start area GA, the rice transplanter reverses once and then moves to the starting point S (starting point guidance), and then automatically drives along the internal round-trip path IPL in the internal area IA until it reaches the ending point G. The driving speed during unmanned automatic driving is controlled according to the maximum speed of the driving speed set in advance. In addition, the driving speed during automatic driving at the starting point guidance may be the driving speed corresponding to the set driving speed, but since it often travels in the outer perimeter area OA of the field, the automatic driving at the starting point guidance may be performed at a lower predetermined driving speed.

[0040] The fertilization operation by the fertilizer applicator 4 is performed in conjunction with the planting operation. For example, as shown in Figure 4, an internal reciprocating path IPL is set in the internal region IA, and a rotating path is set in the outer region OA. The internal reciprocating path IPL consists of multiple parallel paths, and the rotating path is a path that connects adjacent internal reciprocating paths IPL. The planting operation by the seedling planting device 3 is performed along the internal reciprocating path IPL, and the fertilization operation by the fertilizer applicator 4 is also performed along the internal reciprocating path IPL. On the other hand, no planting operation is performed in the rotating path in the outer region OA, and the fertilization operation by the fertilizer applicator 4 is not performed in the rotating path in the outer region OA.

[0041] As the rice transplanter travels along the internal reciprocating path IPL while planting in the internal area IA, it reaches the boundary area between the internal area IA and the outer area OA. This boundary area in the internal area IA is the "end position," at which point the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, the feeding mechanism 26 stops simultaneously with the stopping of the planting mechanism 22 or the rising of the seedling planting device 3, and the fertilization work by the fertilizer applicator 4 stops. This completes the planting and fertilization work along one internal reciprocating path IPL in the internal area IA. After this, the rice transplanter moves to the outer area OA and rotates in the outer area OA to move to the adjacent internal reciprocating path IPL.

[0042] Once the turning maneuver is complete in the outer perimeter area OA, the rice transplanter moves back to the inner area IA and begins planting and fertilizing operations along the adjacent inner reciprocating path IPL. The boundary area between the inner area IA and the outer perimeter area OA is the "starting position," and at this starting position, the seedling planting device 3 descends and the planting mechanism 22 starts operating again. Generally, the feeding mechanism 26 starts moving simultaneously with the descent of the seedling planting device 3 or the start of operation of the planting mechanism 22, and the fertilizing operation by the fertilizing device 4 begins.

[0043] Once the work run in the inner area IA is completed, the work run in the outer area OA is performed. First, the rice transplanter is manually moved to the starting point of the inner circular path IRL, and then performs the work run along the inner circular path IRL by unmanned automatic driving. Next, the rice transplanter is manually moved to the starting point of the outer circular path ORL, and then performs the work run along the outer circular path ORL by manned automatic driving (circular work run). In manned automatic driving, the machine automatically drives along the driving path at the manually controlled vehicle speed, and the working equipment is manually operated according to the guidance (driving assist). Also, when turning, the machine 1 is automatically paused at a predetermined position, and once the necessary working equipment is manually operated according to the guidance, the machine automatically drives to turn. With the above work runs, the planting work for the entire field is completed.

[0044] Furthermore, the internal round-trip route IPL and the inner loop route IRL may be operated not only by unmanned automated driving, but also by manned automated driving or manual driving. Similarly, the outer loop route ORL may be operated not only by manned automated driving, but also by manual driving or by unmanned automated driving. Moreover, the movement from the end point G of the internal round-trip route IPL to the inner loop route IRL may be performed not only by manual driving, but also by manned or unmanned automated driving. Likewise, the movement from the end point of the inner loop route IRL to the outer loop route ORL may be performed not only by manual driving, but also by manned or unmanned automated driving.

[0045] Furthermore, for manned automatic driving, the conditions for starting automatic driving are that at least a driver is on board and the main gear lever 7A is in the neutral position. When the conditions for starting are met, automatic driving starts when the main gear lever 7A is moved in the direction of travel. In the above-mentioned field travel path, manned automatic driving is performed when working on the outer circular path ORL, but it may also be performed on other travel paths. In addition, during manned automatic driving, the raising and lowering of the seedling planting device 3 is performed by automatic control. For example, during working on the inner reciprocating path IPL or the inner circular path IRL, the raising and lowering of the seedling planting device 3 is performed by automatic control. However, when working on the outer circular path ORL, the lowering of the seedling planting device 3 is performed by manual operation. Specifically, when the machine body 1 reaches the turning position of the outer circular path ORL, the seedling planting device 3 is raised by automatic control. Once the turn is complete in that state, the machine 1 stops, and the seedling planting device 3 is lowered manually, allowing the automated operation to continue. The outer circular route ORL has a higher probability of obstacles being present in the surrounding area than other routes. To ensure smooth operation, when operating on the outer circular route ORL, the lowering of the seedling planting device 3 is performed manually only after it has been confirmed that there are no obstacles.

[0046] Furthermore, unmanned automatic operation is initiated when the remote control 90 is operated, and the machine performs work automatically along a pre-set route. In the aforementioned field routes, unmanned automatic operation can be performed during work on the internal reciprocating route (IPL) and the inner circular route (IRL). Even during unmanned automatic operation, the raising and lowering of the seedling planting device 3 is performed automatically.

[0047] [Control System] Next, the control system of the rice transplanter will be explained using Figure 5, with reference to Figures 1 to 3.

[0048] The control unit 30, which forms the core of the rice transplanter's control system, controls the movement of the rice transplanter and the operation of various work devices 1C. When manually operated, the control unit 30 controls the machine according to the operation of various operating tools 1B performed by the driver, and when automatically operated, it acquires the machine's position and controls the machine according to its position.

[0049] Therefore, the control unit 30, which includes the microcontroller 6 for automatic driving, 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 group of sensors 1A for detecting various states of the rice transplanter, various operating tools 1B, various working devices 1C, and driving equipment 1D including the front wheels 12A for steering and a continuously variable transmission 9. The mode selector switch 7E, which is one of the operating tools 1B, is a switch for selecting one of three modes: manual driving mode for manual driving, manned automatic driving mode for automatic driving with an operator, or unmanned automatic driving mode for automatic driving without an operator.

[0050] Sensor group 1A includes a sonar sensor 60 as an example of an obstacle detection device that detects obstacles around the aircraft 1. The sonar sensor 60 consists of, for example, four front sonars 61 that detect obstacles in the area in front of the aircraft 1, two rear sonars 62 that detect obstacles in the area behind the aircraft 1, and two lateral sonars 63 that detect obstacles in the area to the sides of the aircraft 1. Note that the obstacle detection device is not limited to a sonar sensor 60; any device that can detect obstacles can be used. For example, a laser sensor or a contact sensor can be used as an obstacle detection device. Alternatively, the obstacle detection device may be configured such that the area around the aircraft 1 is photographed by an imaging device, and obstacles are detected by image analysis. Image analysis can be performed using a trained model generated by machine learning, or by any means using artificial intelligence.

[0051] Various operating devices 1B include, for example, the main gear lever 7A, sub-gear lever 7B, accelerator lever 7F, steering wheel 10, and remote control 90 mentioned above. Various work devices 1C include, for example, the work operation lever 11. The receiving device 72, which receives wireless command signals from the remote control 90 (remote control device) and converts the received wireless command signals into electrical signals and transmits them to the control unit 30, is located on the right side of the self-propelled vehicle.

[0052] The seedling planting device 3 shown in Figures 1 and 2 is a specific example of the work device 1C. The seedling planting device 3 performs work in a paddy field. More specifically, the seedling planting device 3 performs seedling planting work along a predetermined row direction.

[0053] The present invention is not limited thereto, and a specific example of the work device 1C may include a seeding device that performs seeding work along a predetermined row direction. That is, the work device 1C may be a planting and sowing system work device that performs seedling planting work or seeding work along a predetermined row direction.

[0054] The positioning unit 8 outputs positioning data for calculating the position and bearing of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A (corresponding to the "satellite positioning unit") that receives radio waves from Global Navigation Satellite System (GNSS) satellites, and an inertial measurement module 8B (corresponding to the "vehicle bearing measurement unit") that detects the tilt and acceleration of the three axes of the aircraft 1. The inertial measurement module 8B may be built into the positioning unit 8, or it may be provided separately. Furthermore, the satellite positioning module 8A and the inertial measurement module 8B may be provided individually and together functionally constitute the positioning unit 8.

[0055] In manual driving mode, the control unit 30 controls the driving equipment 1D according to the operation of the operating tool 1B and the settings of the information terminal 5, thereby controlling the vehicle speed and steering amount to control the driving. The control unit 30 also controls the operation of the work device 1C according to the operation of the operating tool 1B and the settings of the information terminal 5.

[0056] In manned or unmanned automatic driving mode, the control unit 30 calculates the map coordinates (own position) of the vehicle 1 based on satellite positioning data sequentially 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 work device 1C according to its position along the driving route. The control unit 30 then calculates the driving position along the driving route based on its own position and controls the driving equipment 1D and the work device 1C according to the driving position along the driving route and the settings of the information terminal 5. In this way, the control unit 30 controls the work driving in automatic driving mode.

[0057] Furthermore, the control unit 30 controls the vehicle speed to be reduced and acceleration and deceleration to be performed more gradually in the manned automatic driving mode compared to the unmanned automatic driving mode. This allows for efficient work driving in the unmanned automatic driving mode and ensures that the ride comfort of the driver is not compromised in the manned automatic driving mode.

[0058] The engine speed is controlled by an engine speed control microcontroller (corresponding to or built into the control unit 30, etc.) according to the operating position of the main transmission lever 7A during manual driving, and according to the control of the automatic driving ECU (automatic driving microcontroller 6) during automatic driving.

[0059] The control unit 30 can have any configuration as long as it can achieve the above-described functions, and may be composed of multiple functional blocks. Furthermore, some or all of the functions of the control unit 30 may be implemented using software. The software program is stored in any memory unit and executed by a processor such as an ECU or CPU in the control unit 30, or by a separately provided processor.

[0060] [Remote control] This rice transplanter is equipped with a remote control 90 shown in Figure 6, 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 elements such as switches and keys, as well as software buttons and hardware buttons. The first button 90a is a power ON / OFF button. The second button 90b, when pressed alone, temporarily stops the machine 1 while maintaining the automatic driving mode. Furthermore, when the second button 90b is pressed simultaneously with the function button 90g, the machine 1 stops and the automatic driving mode ends. The engine does not stop in this case. The third button 90c, when pressed alone, accelerates the machine 1, and when pressed simultaneously with the function button 90g, the machine 1 moves forward at a slow speed. The fourth button 90d, when pressed alone, decelerates the machine 1, and when pressed simultaneously with the function button 90g, it causes the machine 1 to move slowly in reverse. The fifth button 90e, when pressed simultaneously with the function button 90g, starts automatic driving. The sixth button 90f, when pressed simultaneously with the function button 90g, starts planting work. The first indicator 90x shows the battery level, and when the battery level is low, the display color changes from green to red. The second indicator 90y indicates the ON / OFF status of communication. 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 the operation by the remote control 90 has been received by the rice transplanter's control system.

[0061] The functions of each button, which are achieved by simultaneously pressing the function button 90g, may also be configured to be achieved by long-pressing or double-pressing each button. Furthermore, the first button 90a, which is the power button, may be configured to stop the machine 1. To temporarily stop the machine 1 while it remains in automatic driving mode, the second button 90b is pressed once. Long-pressing or double-pressing the second button 90b may stop the machine 1 and exit automatic driving mode. If the engine is stopped for idling stop, the engine may be restarted by pressing a button on the remote control 90. Note that the functions achieved by simultaneously pressing the function button 90g and each button, the functions of each button, and the functions achieved by single-pressing each button may be swapped. In this embodiment, the remote control 90 had seven buttons and two indicators, but the number of each may be changed arbitrarily.

[0062] When a cradle for the remote control 90, or a connector capable of data communication with the remote control 90, is installed in the operating unit 14, the remote control 90 becomes capable of exchanging 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 is equipped with a cover that is waterproof whether the remote control 90 is attached or not, it 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 instructions 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 to manage the distance between the remote control 90 and the machine body 1 and issue 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 to issue a warning if a communication failure occurs between the information terminal 5 or the control unit 30 and the remote control 90. Furthermore, it is possible to adopt a configuration in which the rice transplanter autonomously performs pre-set sequential operations through specific operations on the remote control 90 (such as demonstration mode operation).

[0063] The remote control 90 can be configured in various forms. For example, it can be used as the remote control 90 by installing the appropriate program on a mobile phone or tablet computer.

[0064] [Information terminal] The information terminal 5 is installed in the driver's unit 14 so that it can be manually operated, visually confirmed, and audibly confirmed by an operator (including the driver and supervisor) seated in the driver's seat 16. The information terminal 5 has network computer functionality. As shown in Figure 7, the housing 5A incorporates a touch panel 50 and a group of hardware buttons 5a consisting of multiple operation keys. Furthermore, substantially the same operation keys are displayed on the touch panel 50 as a group of software buttons 50a. When the display content of the touch panel 50, such as the map screen or route screen, is enlarged by operating the zoom key, the group of software buttons 50a is erased, but operations on the group of software buttons 50a can be replaced by the group of hardware buttons 5a. For this reason, the positions of each operation key in the group of software buttons 50a and the group of hardware buttons 5a correspond to each other. When key operation by the operator is required, the corresponding operation key in the group of software buttons 50a is indicated by flashing or lighting up. In this case, if the operation keys on the hardware button group 5a are also valid, the corresponding operation keys on the hardware button group 5a will blink 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.

[0065] [Graphic interface for information terminals] This rice transplanter can perform seedling planting work in the field by automatically driving. The necessary information 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 operator and for the operator to input operations via the touch panel 50. At that time, an icon resembling the rice transplanter is displayed on the touch panel 50 to indicate the driving status of the rice transplanter. This rice transplanter can perform automatic driving with a person on board and automatic driving without a person on board, so the shape, color, or both of the rice transplanter icon are changed in each case. The operator inputs various commands while being guided by the information displayed on the screen of the touch panel 50. The following processes are performed during automatic operation: (1) Sensor and remote control check process, (2) Preparation process, (3) Map creation process, (4) Route creation process, (5) Operation driving setting process, (6) Driving assist processing, These processes are carried out, and the information necessary for each process is displayed on the information terminal 5.

[0066] [Operation of control devices during autonomous driving] Figures 1 to 5 will be used to explain the operation of the control devices during autonomous driving.

[0067] In unmanned automated driving, once driving begins, operator intervention is generally not required. The main gear lever 7A remains in the neutral position, and driving and operation are controlled by the control unit 30.

[0068] In manned automated driving, the vehicle starts moving when the driver operates the main gear lever 7A, and certain manual operations may be required when turning or performing tasks. In this case, the driver receives guidance from the control unit 30 and starts moving, turns, or performs tasks by performing operations according to the guidance. For example, guidance is given to operate the main gear lever 7A in the direction of travel relative to the direction of travel along the route. Guidance is provided by voice guidance, display on the information terminal 5, etc., and includes guidance prompting the operation of the main gear lever 7A and the work device 1C. Furthermore, in manned automated driving, notifications are given when starting to move, while reversing, and while turning.

[0069] In manned automated driving, setting the main gear lever 7A to the neutral position is necessary to start automated driving, and operations related to the operation of the work device 1C, such as lowering the seedling planting device 3, are necessary to continue automated work driving. For example, if the work device 1C is in a non-working state during a turn, it is necessary to switch it to a working state after the turn. Therefore, voice guidance or other prompts to these operations will continue until these operations are performed. For example, in outermost planting work by manned automated driving, automated driving will not continue unless the seedling planting device 3 is lowered by manual operation. Therefore, guidance prompting the main gear lever 7A to the neutral position will continue until the seedling planting device 3 is lowered.

[0070] It is preferable that guidance to return the main transmission lever 7A to the operating position when it is operated to the neutral position during turning or reversing in manned automatic driving, guidance to return the main transmission lever 7A to the neutral position when it is operated in the forward or backward direction during unmanned automatic control, guidance to lower the seedling planting device 3 that has been raised by the operator during automatic work driving, and guidance to raise or lower the seedling planting device 3 at the starting end of each side during outermost perimeter planting work are provided until an operation in accordance with the guidance is performed. In addition, guidance to return the main transmission lever 7A to the operating position when it is operated to the neutral position during turning or reversing in manned automatic driving, guidance to return the main transmission lever 7A to the neutral position when it is operated in the forward or backward direction during unmanned automatic control, and guidance to lower the seedling planting device 3 that has been raised by the operator during automatic work driving are operations that contradict the pre-set automatic driving, and if such operations are performed, guidance (warning) will be provided so that an operation appropriate for performing the set automatic driving is performed.

[0071] In this case, the voice guidance may be broadcast a predetermined number of times for a predetermined duration, and the guidance displayed on the information terminal 5 may continue until the above operation is performed.

[0072] Manned automatic driving is initiated when the automatic driving start / stop switch 7D is pressed after the manned automatic driving mode has been selected via the mode selector switch 7E or the like and the predetermined conditions have been met, and driving begins when the main gear lever 7A is operated in the forward direction. Unmanned automatic driving is initiated when the predetermined conditions have been met, and driving begins when the remote control 90 is operated, and driving will not begin with any operation other than the remote control 90.

[0073] In manned automatic driving mode, automatic driving is started by operating the main gear lever 7A. Also, in manned automatic driving mode, the seedling planting device 3 is lowered manually after the turn is completed. Furthermore, the system switches to manned automatic driving mode by operating the automatic driving start / stop switch 7D.

[0074] However, the raising and lowering of the seedling planting device 3 during rotation when planting on the outermost perimeter is operated according to guidance. Even in this case, if it can be confirmed through 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 performed by automatic control.

[0075] In addition to voice guidance provided by voice alarms, etc., and displays on the information terminal 5, the above guidance may also be communicated by various means such as stacked lights 71 or remote controls 90 installed on the top of the aircraft body 1. Such guidance is controlled by a notification control unit, etc., which may be the control unit 30, built into the control unit 30, or provided separately from the control unit 30.

[0076] [Detection by sonar sensor] Figures 1 to 3 and Figure 5 illustrate the configuration for detecting obstacles using sonar sensors and the driving control based on the detected obstacles.

[0077] The sonar sensor 60 detects obstacles around the aircraft 1, and during automatic driving, the control unit 30 controls the automatic driving according to the detected obstacles. Specifically, such control can be performed by a functional block such as an automatic driving control unit or an obstacle response unit built into the control unit 30, which includes an automatic driving microcontroller 6, and these functional blocks may be provided separately from the control unit 30.

[0078] When the machine 1 starts moving under unmanned automatic driving conditions (start of unmanned automatic driving), if an obstacle is detected, the start is suppressed and driving does not begin (start suppression mode). For example, when starting unmanned automatic driving in the forward direction, the detection results of the front sonar 61 and lateral sonar 63 of the sonar sensor 60 are used, and if the front sonar 61 and lateral sonar 63 detect an obstacle, the start is suppressed and driving does not begin. Similarly, when starting unmanned automatic driving in the reverse direction, the detection results of the rear sonar 62 and lateral sonar 63 of the sonar sensor 60 are used, and if the rear sonar 62 and lateral sonar 63 detect an obstacle, the start is suppressed and driving does not begin. In this case, the lateral sonar 63 detects the area around the boarding / alighting step (step 14A), which is the boarding area that the driver passes through when boarding, and in particular, it detects a person attempting to get on or off the driver's unit 14.

[0079] During unmanned automatic driving, obstacle detection is performed, 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, the driving is stopped or the vehicle speed is reduced. For example, when the machine 1 is driving straight during unmanned automatic driving, the detection result of the front sonar 61 is used, and when the machine 1 is driving backward during unmanned automatic driving, the detection result of the rear sonar 62 is used. In addition, when turning during unmanned automatic driving, the detection result of the lateral sonar 63 may also be used, or the detection result of only the lateral sonar 63 in the turning direction may be used. When driving is stopped, the vehicle speed may be gradually reduced until the machine 1 finally comes to a stop. Obstacle detection may also be performed during reciprocating work driving on the internal reciprocating path IPL, and furthermore, obstacle detection may also be performed during outermost planting (outermost work driving). Furthermore, the control of driving using the detection results of the sonar sensor 60 may be performed not only in the case of unmanned automatic driving, but also in the case of manned automatic driving or manual driving. In particular, the outer circular route ORL (see Figure 4) is used for work driving by manned automatic driving or manual driving. There are many obstacles such as water inlets on the outermost perimeter of the field. Therefore, obstacle detection using the sonar sensor 60 may also be performed during work driving on the outermost perimeter by manned automatic driving or manual driving.

[0080] [Seedling supply] Figures 1 to 5 will be used to explain seedling supply and pesticide supply.

[0081] The rice transplanter replenishes seedlings when it runs out. During seedling replenishment, the machine 1 moves forward to the seedling replenishment position at the edge of the ridge of the seedling replenishment area SL. Once seedling replenishment is complete, the machine 1 reverses and returns to its travel path.

[0082] Automatic driving can be set to either a seedling replenishment mode or a seedling replenishment mode. In seedling replenishment mode, the machine 1 temporarily stops and automatic driving is paused to select whether or not to replenish seedlings at the end position (end point) of the internal reciprocating path IPL before the turning path or in the vicinity of the end area. If seedling replenishment is not required, the automatic driving is resumed when the remote control 90 is manually operated during the temporary stop, and the machine turns towards the next internal reciprocating path IPL, and the machine 1 waits in a stopped state until the remote control 90 is operated. If seedling replenishment is required, a manual operation indicating that seedling replenishment is required causes the machine 1 to first automatically move straight towards the ridge for a predetermined distance at a predetermined speed and stop. After that, another manual operation using the remote control 90 allows the machine 1 to move closer to the edge of the ridge on the seedling replenishment side SL. At this time, the machine 1 travels at a predetermined speed only while, for example, a predetermined button on the remote control 90 is pressed. In an alternative embodiment, the seedling supply location (supply position) may not be a seedling supply edge, but rather a specific seedling supply point (supply position) on the periphery outside the field. Also, in seedling supply mode, a route may be generated towards the seedling supply edge or seedling supply point, and the vehicle may automatically travel along the route.

[0083] Furthermore, the function that replenishes seedlings in the seedling replenishment mode as described above may be referred to as the "quick resupply function" or simply "quick resupply," and the driving involved in the quick resupply function may be referred to as "quick resupply driving."

[0084] Furthermore, operations related to seedling replenishment may be performed by the remote control 90, but may also be performed by other operating devices 1B. For example, when seedling replenishment is not required, after operating a predetermined operating device 1B such as a switch for starting automatic travel (automatic start operating device (not shown)), the main shift lever 7A may be operated in the direction of travel to restart automatic travel and perform turning. Also, when seedling replenishment is required, the machine 1 may be moved closer to the edge of the seedling replenishment side SL in accordance with the operation by operating the main shift lever 7A in the direction of travel. Note that when operating unmanned automatic travel, there may be no passenger in the driver's unit 14, so it is preferable to perform the operation by the remote control 90.

[0085] Furthermore, while the above explanation focused on the case of supplying seedlings, the "quick move" function can also be used when supplying other materials at the material supply location on the seedling supply side SL, not just for seedlings.

[0086] Furthermore, even in the no-seedling-supply mode, the machine 1 temporarily stops at the boundary between the turning path and the internal reciprocating path IPL to switch control. Even in the no-seedling-supply mode, there may be cases where it is necessary to move the machine 1 closer to the edge of the seedling-supply side SL due to unexpected seedling replenishment or other circumstances. In this case, while the machine 1 is temporarily stopped, it can be moved closer to the edge of the seedling-supply side SL by manual operation using the remote control 90 or the like. Alternatively, the machine 1 can be gradually decelerated before it temporarily stops, and during that time, it can be moved closer to the edge of the seedling-supply side SL by manual operation using the remote control 90 or the like.

[0087] Furthermore, after the aircraft 1 has temporarily stopped, it may automatically resume driving after a predetermined time has elapsed, but manual operation may be required to resume driving.

[0088] During manned automated driving, the operation of the main gear lever 7A is guided, and driving is performed based on the corresponding operation. However, in the outermost planting work, turning (changing direction) connecting each side of the outer circular path ORL switches between forward and reverse without requiring driver operation. Therefore, even in manned automated driving, it is preferable not to provide guidance when driving does not require such operation, even if the driving mode switches. However, even in turning (changing each side of the outer circular path ORL), the operation of the work device 1C may be configured to require manual operation, in which case guidance is provided indicating that operation of the work device 1C should be performed.

[0089] [Control measures in case of seedling shortage, fertilizer shortage, etc.] Figures 1 to 5 will be used to explain how to control situations such as seedling shortages and fertilizer shortages.

[0090] Devices that supply various materials, such as seedling planting devices 3, fertilizer devices 4, chemical spraying devices 18, and seeders, may be equipped with sensors (one of sensor group 1A) to detect the remaining amount of each material. The following explanation will use a seedling depletion sensor for detecting the remaining amount of seedlings as an example, but it can also be applied to various materials such as fertilizers, chemicals, and rice seeds.

[0091] When the seedling shortage sensor detects that the remaining amount of seedlings is below a predetermined amount, the control unit 30 may have the information terminal 5 or the voice alarm generator 100, etc., notify the system of this fact.

[0092] Furthermore, if the seedling depletion sensor detects that the remaining amount of seedlings is below a predetermined amount at the start of work travel or when work travel is resumed after stopping, the control unit 30 may control the vehicle to prevent travel. If planting work is carried out with insufficient seedlings, there is a possibility that missing plants will occur in the middle of the field. Therefore, by configuring the vehicle to not travel in such a situation, the occurrence of missing plants can be suppressed.

[0093] If it is detected that the remaining amount of seedlings falls below a predetermined amount along the travel path, the machine 1 may stop, or it may travel to the seedling replenishment side SL with the seedling planting device 3 raised. Alternatively, based on the detection by the seedling depletion sensor, the amount of seedlings needed to travel to the next seedling replenishment side SL may be calculated, and if a predetermined amount within the range necessary to return to the seedling replenishment side SL is detected, the machine may continue traveling to the seedling replenishment side SL while continuing its work. Furthermore, if the amount of seedlings is insufficient, the machine may not enter the next work path, and the operator may be notified of this fact via an information terminal 5 or a notification device such as a remote control 90. In addition, depending on the location detected by the seedling depletion sensor, the machine may travel to other sides where seedling replenishment is possible, not limited to the seedling replenishment side SL. During automatic travel, movement to the seedling replenishment side SL or other sides may be automatic travel along a travel path generated from that location.

[0094] The seedling break sensor, which detects when a seedling has been cut, may be configured such that, for example, an image analysis device determines that a seedling has been cut when the number of seedlings falls below a threshold, or it may detect seedling break by inputting the captured images into a machine learning-trained model. Alternatively, the seedling break sensor, which detects when a seedling has been cut, may be a seedling break sensor (one of the sensor group 1A) that detects the presence or absence of seedlings and is provided at the end of the seedling feeding section of the seedling tray 21.

[0095] The quick-movement function can be used to move to the seedling supply side SL, but when the seedling planting device 3 is raised (empty operation), the speed limit for quick-movement is removed, and the vehicle speed can be faster compared to quick-movement performed before and after the turning area. This allows for quick movement to the seedling supply side SL even if a decrease in the remaining seedling quantity is detected at a location far from the seedling supply side SL.

[0096] Similarly, the rice transplanter replenishes its onboard chemicals when they run out. During chemical replenishment, the machine 1 moves in reverse, bringing it close to the edge of the seedling supply area SL. Once chemical replenishment is complete, the machine 1 moves forward and returns to its travel path.

[0097] During pesticide replenishment, in manned automatic operation mode, the machine 1 is turned and reversed by human operation while maintaining the automatic state, bringing it close to the edge of the SL (steam locomotive) on the seedling supply side.

[0098] In unmanned automatic operation, when moving from the turning path to the internal reciprocating path IPL, the machine 1 temporarily stops, and during this time, human operation is performed, causing the machine 1 to reverse at a predetermined speed (slightly move closer), bringing the machine 1 closer to the edge of the seedling supply path SL. This human operation can be performed using a remote control 90 or the like. Such human operation can be accepted while the machine is in the middle of turning, and after the turn is completed, the machine 1 will reverse at the predetermined speed.

[0099] [Map selection process] The map selection process in a rice transplanter will be explained using Figures 1 to 5 and Figure 8. The functional block diagram in Figure 8 includes the functional units related to the map selection process. 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 equipped with a machine position calculation unit 311, and the information terminal 5 is equipped with a display device 551 (touch panel 50), a map information storage unit 552, and a map information display unit 553. Each functional unit is constructed using hardware, software, or both, with a CPU as the core component, in order to perform the processing related to map selection.

[0100] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. A 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 (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 the latitude information, longitude information, and altitude information. Based on this GPS information, the aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space.

[0101] The map information storage unit 552 stores map information indicating the shape of the work area based on location information indicating the location of the work area and time information indicating the time the map information was created. The shape of the work area refers to the shape of the field where the rice transplanter performs planting work, and corresponds to the shape of the outer outline of the field. In this embodiment, information indicating the shape of the outer outline of such a field is treated as map information. The location of the work area refers to the location of the field, which may be the location of the outer perimeter of the field, or the location of the entrance / exit E into and out of the field where the rice transplanter enters and exits. Furthermore, it may be the location of the central part of the field. In addition, the time information indicating the time the map information was created may be a timestamp indicating the time the above-mentioned location information was acquired, or a timestamp indicating the time the map information was stored in the map information storage unit 552. The map information includes location information that defines the location of the field using latitude information, longitude information, altitude information, etc., as well as time information that defines the time the map information was created. Furthermore, location information in map data can be generated based on coordinates derived from the work area, X and Y coordinates from a specific reference point, etc., instead of using longitude and latitude information from positioning.

[0102] 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.

[0103] 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, it is 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 shows the shape of the outer outline 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, the latest map information showing the shape of the field can be automatically displayed on the touch panel 50.

[0104] [Field shape acquisition process] The field shape acquisition process in a rice transplanter will be explained using Figures 1 to 5 and Figure 8. The functional block diagram in Figure 8 includes the functional units related to the field shape acquisition process. In the field shape acquisition 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 equipped with a machine position calculation unit 311, and the information terminal 5 is equipped 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 with a CPU as the core component, using hardware, software, or both, in order to perform the processing related to field shape acquisition.

[0105] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. A 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 (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 the latitude information, longitude information, and altitude information. Based on this GPS information, the aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space.

[0106] When the position information calculation unit 571 travels through each of the multiple regions demarcated along the outer perimeter of the work area, it calculates position information based on the machine's position and the position of the rear end on the outer perimeter side of the machine 1 at the start of travel in one region. The outer 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 demarcate the field. The multiple regions demarcated along the outer perimeter of the work area correspond to, for example, each side of the polygon if the outer shape of the field is polygonal. Also, if the outer shape of the field has at least an arc-shaped part, the arc-shaped part may be considered as one region, and the field may be divided into multiple regions. Of course, even if the outer shape is polygonal, one side may be divided into multiple regions.

[0107] Here, the rice transplanter is equipped with a work unit that can be raised and lowered relative to the machine body 1 to perform work on the ground. The work unit that performs work on the ground is the seedling planting device 3. In this case, it is preferable for the position information calculation unit 571 to define the time when the seedling planting device 3, which is in the raised position, is lowered as the start of travel, and the time when the seedling planting device 3, which is in the lowered position, is returned to the raised position as the end of travel. The time when the seedling planting device 3, which is in the raised position, is lowered is when the planting mechanism 22 of the seedling planting device 3 is brought closer to the planting surface (field surface) of the field so that seedlings can be planted, and the leveling float 15 touches the ground. The lowering of the seedling planting device 3 can be detected by providing a sensor (one of the sensor group 1A) on the leveling float 15, or it can be done by detecting the position of the work operation lever 11 that performs the raising and lowering operation of the seedling planting device 3.

[0108] Furthermore, the point at which the seedling planting device 3, which is in a lowered state, is returned to the 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 leveling float 15 is separated from the planting surface. This raising of the seedling planting device 3 can be detected by installing a sensor (one of the sensor group 1A) on the leveling float 15, or by detecting the position of the work operation lever 11 that controls the raising and lowering of the seedling planting device 3.

[0109] In this way, the position information calculation unit 571 can appropriately calculate position information by defining 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, and the land leveling float 15 touches the ground, and 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 land leveling float 15 is separated from the planting surface.

[0110] Returning to Figure 8, the map information creation unit 572 creates map information showing the shape of the work area based on the location information. The location information is calculated by the location information calculation unit 571 described above and transmitted to the map information creation unit 572. The map information showing the shape of the work area is a map showing the shape of the field, formed by continuously connecting coordinates consisting of latitude and longitude information indicated by the location information acquired when the rice transplanter travels around the perimeter of the field. Therefore, the map information creation unit 572 creates a map showing the shape of the field, formed by continuously connecting coordinates consisting of latitude and longitude information indicated by the location information calculation unit 571. Since such map information can be created using known methods, the explanation is omitted. Here, map information in the process of being created will also be simply described as map information.

[0111] [Route creation process] The route creation process in a rice transplanter will be explained using Figures 9 to 11, with reference to Figures 1 to 5.

[0112] The target route for automated driving consists of an internal round-trip route (IPL) for planting seedlings in the internal area IA of the field, a circular route for planting seedlings in the outer area OA of the field, and a starting point guidance route for moving from the guidance start area GA, which is set near the entrance / exit E, to the starting point (work start point) S of the internal round-trip route IPL. The outer area OA of the field is the area where seedling planting is performed by driving along the circular route, and the internal area IA is the area that remains inside the outer area OA. The route creation process here includes a round-trip route creation process, a seedling replenishment route creation process, a circular route creation process, and a starting point guidance route creation process.

[0113] The functional units necessary for various processes related to route creation are built into the information terminal 5, as shown in Figure 9. This information terminal 5 is connected to the control unit 30, which houses functional units such as the vehicle position calculation unit 311, the driving control unit 312, and the work control unit 313, via communication lines such as an on-board LAN. The control unit 30 is also connected to the driving equipment 1D and the work device 1C. The functional units built into the information terminal 5 are the reference edge setting unit 521, the round-trip route creation unit 522, the driving direction determination unit 523, the supply edge setting unit 531, the supply control management unit 532, the loop route creation unit 524, the driving mode management unit 525, the starting point setting unit 541, and the starting point guidance route creation unit 542.

[0114] The reference edge setting unit 521 sets one side of the outer shape of the farm (field, etc.), which is the work area of ​​the rice transplanter, as the reference edge. The round-trip path creation unit 522 creates an internal round-trip path IPL that includes multiple straight paths extending in a predetermined direction from the reference edge. The travel direction determination unit 523 sets the travel direction in the internal round-trip path IPL. The supply edge setting unit 531 sets a specific side of the farm's outer shape as the material supply edge for the materials consumed by the rice transplanter. The supply control management unit 532 manages supply travel control in conjunction with the travel control unit 312 to bring the rice transplanter closer to the material supply edge from the end region of the straight path of the internal round-trip path IPL that is traveling toward the material supply edge, or from the start region of the next straight path to be traveled, or both regions. The circular path creation unit 524 creates at least one circular path in the outer perimeter of the farm based on the travel trajectory in the outer shape calculation travel that travels along the boundary line of the field in order to calculate the farm's outer shape. The operation mode management unit 525 allows selection of the operation mode for the circular route from manned automatic operation, unmanned automatic operation, and manual operation. The start point setting unit 541 sets the start point S for work operation using the internal round-trip route IPL. The start point guidance route creation unit 542 creates a start point guidance route SGL to automatically guide the rice transplanter that meets the guidance conditions to the start point S.

[0115] As mentioned above, the program that implements the functionality related to route creation is installed on the information terminal 5. Various processes proceed based on the content displayed on the screen of the touch panel 50 of the information terminal 5 and the operations performed on the touch panel 50.

[0116] During route creation in the internal area IA, the selection of the reference edge for planting and the planting direction are performed. Edges that are candidates for the planting reference edge are assigned numerical values. The operator selects the desired edge as the reference edge and then chooses whether the planting direction is parallel or perpendicular to the reference edge. This planting direction becomes the direction of the straight path during reciprocal travel in the internal area IA. In reciprocal travel, a path is used that combines a straight path and a turning path, but this straight path is not limited to a straight line; it may be a large curve or a meandering path.

[0117] Regarding the selection of planting direction, once a reference side is selected, the system may be configured to automatically select a planting direction that minimizes the number of round trips during the back-and-forth movement. Alternatively, for the first selection in the same or a similar field, the system may be configured to set the planting direction parallel to the longest side of the field as the default, and for subsequent planting direction selections, the result of the previous selection may be set as the default.

[0118] The field shape is not limited to rectangles; it can also be a trapezoid, a rhombus, or any other quadrilateral, or even a triangle or a polygon with five or more sides. Therefore, the reference side is not limited to the four sides of a rectangle; a side where opposite sides are not parallel may be selected. If a curved side is selected as the reference side, a travel path may be set along that side, or a path that gradually becomes straighter may be set. On the other hand, in such cases, the error will be large, so it may be necessary to prevent the selection of such a side as the reference side.

[0119] During reciprocating operations in the internal area IA, seedling replenishment is required during the operation. Note that seedling replenishment here can be interpreted as replenishment of other materials (chemicals, fertilizers, fuel, etc.). To replenish seedlings, the rice transplanter must interrupt its reciprocating movement and approach the ridge, but it is possible to automatically stop the rice transplanter at a position where it is possible to approach the ridge for seedling replenishment. Whether or not to perform this automatic stop for approaching the ridge (automatic stop at the seedling replenishment edge) can be selected through this screen. Furthermore, the edge where seedling replenishment is performed is the field edge that intersects with the straight path during reciprocating movement, and this edge can also be selected through this screen. One edge or two edges can be selected. Also, in irregularly shaped fields, two adjacent edges may be candidates for the replenishment edge.

[0120] When a field is unique, the candidate material supply route must be selectable from all available field routes. Therefore, when such unique fields are considered, the system is configured to allow selection of the material supply route from all available field routes.

[0121] Even during circular planting operations along the outer perimeter route, seedling replenishment may be necessary. In this case, the machine 1 can be automatically stopped at the edge of the field. If the machine 1 is more than a predetermined distance from the edge of the field, it will be moved to the edge of the field before being automatically stopped. Upon automatic stopping, a notification prompting replenishment will be issued.

[0122] Regarding the selection of the seedling supply side, the system may be configured such that the seedling supply side in the circular planting run is preferably automatically determined once the reference side is selected, or it may be configured such that the reference side is preferably automatically determined after the seedling supply side has been selected.

[0123] In seedling replenishment, the front of the machine 1 generally needs to approach the ridge (replenishment area), so it moves forward towards the ridge before or during a turn. After replenishment, it moves backward and turns to enter the next straight path. When turning to enter the next straight path, it is convenient to use control with a fixed turning radius. In this case, the machine 1 reverses back to the position where the normal turning of the original straight path would occur, and from there enters the next straight path with a normal turning. In pesticide replenishment, the rear of the machine 1 needs to approach the ridge, so a turning-reverse-ridge approaching maneuver is used, where the machine turns and then reverses. After replenishment, it moves forward to enter the next straight path. All of these seedling replenishment maneuvers can also be remotely controlled using a remote control 90 or the like.

[0124] If seedling replenishment is performed near a deformed ridge, the machine 1 may approach the ridge during the turning maneuver performed when returning to the next straight path after seedling replenishment. In such turning maneuvers, the turning start position is set further away from the ridge or the turning radius is changed compared to normal turning maneuvers.

[0125] If automatic stopping for seedling replenishment is selected, the machine will automatically travel in a straight line to the outer perimeter area (also called the headland) OA on the replenishment side. For this automatic travel, an extended path is used, which is generated by extending the straight path of the internal reciprocating path IPL. While traveling along this extended path, no planting, sowing, or fertilizing operations are performed, and the machine 1 automatically stops at a processing position close to the ridge.

[0126] If refueling is performed without selecting automatic stop, the machine can approach the ridge by manual operation or interrupt control using the remote control 90 while the seedling planting device 3 is rising before or during a turn. In this case, automatic operation cannot be resumed unless the machine 1 is manually driven to the next starting point after refueling. Of course, if refueling is not required, there is no need to select automatic stop. Examples of cases where refueling is not required include when dense seedlings or long (roll) mat seedlings are used, or when a direct seeding device is installed instead of the seedling planting device 3. Regardless of refueling, the machine 1 may be set to stop before or during a turn by operation using the remote control 90.

[0127] When remote control is performed using a remote control 90 or the like, the remaining amount of replenishment materials can be checked using a remaining amount sensor rather than visually by the operator, and the detection result or material depletion can be transmitted to the remote control 90, or a configuration can be adopted to notify the surroundings by voice. If a material depletion (material shortage) is detected by the remaining amount sensor, the machine can be automatically stopped. Such automatic stopping and notification of material depletion (material shortage) can be performed not only during work in the internal area IA, but also during work in the outer area OA. In this case, the system may be configured to create a material replenishment route to the material replenishment location.

[0128] The remaining quantity sensor can be configured as a machine learning model that takes images captured by a camera as input and outputs the remaining quantity of materials such as seedlings. Furthermore, if the remaining quantity can be estimated, the position at which to automatically stop for material replenishment can also be estimated. Based on this estimated position, an automatic stop for material replenishment can be scheduled. This reservation can be made automatically or manually, and the reservation can be canceled manually.

[0129] If the remaining amount of materials can be estimated, a determination is made as to whether it is possible to travel to the next resupply location with the estimated remaining amount. Based on this determination, the machine 1 stops to replenish its materials, and the expected location for commencing the resupply run is announced.

[0130] In this embodiment, work travel (circular planting travel) in the outer peripheral area OA is performed along an inner circular route IRL located inside the outer peripheral area (headland) OA, and an outer circular route ORL located outside the outer peripheral area OA. Travel along the inner circular route IRL is called inner circular travel or inner circular travel, and travel along the outer circular route ORL is called outer circular travel or outer circular travel. In map creation, the maps are created to substantially match the travel trajectory of the machine 1. The inner circular route IRL is the route between the inner round-trip route IPL and the outer circular route ORL. Inner circular travel and outer circular travel can be performed with or without a human operator, automatically or automatically.

[0131] In this embodiment, the outer loop route ORL is defined to operate as a manned automatic route even when it is automated. However, since the outer loop route ORL is based on the driving trajectory of the teaching run for map creation, and this run is performed with the seedling planting device 3 in a lowered state, there is little possibility of problems occurring even with unmanned automatic operation. For this reason, the system may be configured to allow unmanned automatic operation to be selected for the outer loop route ORL as well. Furthermore, since the inner loop route IRL and the outer loop route ORL are set as separate routes, the algorithm tends to become complex, but a connecting route between the two routes may be provided from the beginning. Alternatively, a route may be provided that guides the system from the endpoint of the inner loop route IRL towards the starting position of the outer loop route ORL at the end of the IRL.

[0132] In this embodiment, in order to provide sufficient space for turning during reciprocating travel, the circular path formed in the outer peripheral area OA is defined as a two-loop circular path. However, depending on the model and the number of work rows, a one-loop circular path may be sufficient. Therefore, the configuration may be such that it is possible to select a circular path that is a one-loop circular path. However, when the circular path is a one-loop circular path, it is preferable to use a reversing path or a connecting straight path that exceeds the working width to connect two angled turning paths for the turning path used in reciprocating travel. In this case, when traveling on the connecting straight path, travel control is performed to follow the circular path, but special measures are taken, such as expanding the allowable range of boundary crossing detection that defines the distance from the ridge. Furthermore, a turning retry function is also adopted that gradually turns by making multiple reversals using reverse, etc., if there is a risk of interference with the ridge during turning.

[0133] In the route creation process, a normal turn (180-degree turn) or a U-shaped turn (a turn where the vehicle moves straight to approach the ridge, then reverses, performs the normal turn, and finally moves forward to enter the next work starting point) is usually employed based on a predetermined trajectory. However, for specific purposes such as dry planting, or when the work width is narrower than the space required for turning along the ridge, turning methods such as those shown in Figures 10 and 11 may be used.

[0134] Figures 10 and 11 illustrate the special turning routes (turning paths) described above. Figure 10 shows an example of a connecting turn. This connecting turn is a movement that moves from one straight path to the next straight path after the adjacent straight path. This connecting turn consists of a first turning path (labeled Q1 in Figure 10) that makes a nearly 90-degree turn, a straight path (labeled Q3 in Figure 10), and a second turning path (labeled Q2 in Figure 10). The length of the straight path is calculated according to the position of the destination straight path. Figure 11 shows an example of a reverse turn. A reverse turn is used when moving from a straight path to an adjacent path by turning, and the space for that turning (distance to the ridge: width of the outer perimeter area OA) is small. The counter-turn shown in Figure 11 consists of a first turning path (labeled R1 in Figure 11), a reverse counter-turn path (labeled R2 in Figure 11), and a second turning path (labeled R3 in Figure 11). The first turning path and the reverse counter-turn path enable a type of driving called a counter-turn, and by increasing the number of counter-turns, the space required for turning can be reduced.

[0135] [Interruption / termination of autonomous driving, postponement of the driving line, resumption of autonomous driving after interruption] If a situation arises that makes automatic driving difficult during automatic driving, automatic driving will be interrupted or terminated, and driving control will switch to manual. If automatic driving is terminated, it will not be possible to resume work using automatic driving, but if automatic driving is interrupted, it will be possible to resume work using automatic driving. During automatic driving, the history of the automatic driving performed (such as the travel route completed) is recorded. When automatic driving is resumed after an interruption of automatic driving, either at the same machine position or after manual driving, the machine position where automatic driving was interrupted and the ID of the travel route at that machine position are read from memory, etc. If the interruption position and the resumption position are different, and the interruption position and the resumption position are on the same line, it is possible to give a resumption instruction via the touch panel while the machine is overlapping on the line. If the interruption position and the resumption position are on different lines, the set travel route is advanced using the travel route displayed on the touch panel 50 (referred to as line advancement), and the travel route is matched to the current position of machine 1.

[0136] The following points will be added regarding the display of the driving route on the touch panel 50: (1) The route along which autonomous driving was interrupted is drawn in a characteristic color such as red. In this case, the route section to be recolored is preferably a straight route unit, but it may also be a portion of the straight route including the interruption point. (2) If multiple routes exist near the point where the automated driving is interrupted, the operator will select the route to be processed. (3) The travel route is color-coded according to the work attributes of that route. For example, routes along which seedling planting work has been completed, routes along which seedling planting work is currently being carried out, routes along which planting work is yet to be carried out, and routes along which no seedling planting work is performed (called empty routes) are each color-coded for easy identification. In addition, the area around a route where seedling planting work has been completed may be color-coded according to the width of that work (in units of each row). (4) Even when manually driven, the driving trajectory is matched with the driving route map, and the work traces of the manually driven area are also displayed as previously worked areas. (5) To facilitate the fast-forwarding and rewinding of the route when automatic driving is interrupted and manual driving along multiple routes is performed before automatic driving resumes, a route fast-forward and rewind function is provided. (6) When resuming autonomous driving, it is necessary to select the driving line to resume. To facilitate this selection process, when autonomous driving resumes, one of the following routes will be set as the default resumed route: the route that was interrupted, the route that follows the interrupted route, or the route that preceded the interrupted route.

[0137] [Cancellation order invalidated] This section describes the process for invalidating a stop instruction in a rice transplanter. Figure 12 is a block diagram showing the functional components in the stop instruction invalidation process. As shown in Figure 12, in the stop instruction invalidation 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 equipped with a machine position calculation unit 311 and a travel control unit 312, and the information terminal 5 is equipped with a display device 551 (touch panel 50), a map information acquisition unit 51, a travel stop instruction unit 52, an invalid instruction unit 53, a cancellation unit 54, a material replenishment location setting unit 55, a replenishment instruction reception unit 56, and a notification unit 57. Each functional component is constructed using hardware, software, or both, with a CPU as the core component, in order to perform processing related to acquiring the field shape.

[0138] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. A 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 (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 the latitude information, longitude information, and altitude information. Based on this GPS information, the aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space.

[0139] The map information acquisition unit 51 acquires map information that shows the shape of the work area. As described above, the map shape that shows the shape of the work area is stored in the map information storage unit 552. Therefore, in this embodiment, the map information acquisition unit 51 acquires map information from the map information storage unit 552.

[0140] The driving control unit 312 automatically drives the machine while performing work in the work area based on the acquired map information and the machine's position. In this embodiment, as described above, the target driving path for automatic driving is set based on the map information during the route creation process. Therefore, the driving control unit 312 automatically drives the rice transplanter in the field while performing seedling planting work so that the machine's position follows the driving path. Since the control of automatically driving a rice transplanter according to such a driving path is well known, a detailed explanation is omitted.

[0141] The driving stop instruction unit 52 instructs the driving control unit 312 to stop the work drive when the pre-set driving stop conditions are met. The pre-set driving stop conditions are the conditions for stopping automatic driving. Such driving stop conditions can be, for example, when the remaining amount of work materials used for the work falls below a predetermined amount. Work materials used for the work include seedlings used for planting, fertilizers applied to the field, and chemicals. Of course, the work materials may be at least one of seedlings, fertilizers, and chemicals. Therefore, the driving stop instruction unit 52 instructs the driving control unit 312 to stop the work drive when the remaining amount of seedlings used for planting or fertilizers and chemicals applied to the field falls below a predetermined amount. The remaining amount of seedlings, fertilizers, and chemicals may be detected directly by sensors, or it may be theoretically calculated by subtracting the amount used from the initial amount loaded.

[0142] When the travel control unit 312 receives such a stop instruction from the travel stop instruction unit 52, it stops the automatic travel control. Therefore, the rice transplanter stops automatic travel when the amount of seedlings used for planting or the amount of fertilizer and chemicals to be applied to the field falls below a predetermined amount.

[0143] When the drive stop instruction unit 52 is configured to issue a stop instruction when the remaining amount of work materials falls below a predetermined amount, it is preferable that the notification unit 57 be configured to notify that the remaining amount of work materials is low when the remaining amount of work materials falls below a predetermined amount. The notification may be made on the information terminal 5 or from the machine 1. Furthermore, it may also be made to notify the user on a mobile device (e.g., a smartphone). The timing of the notification may be when the remaining amount of work materials falls below a predetermined amount, or when the remaining amount of work materials falls below a predetermined amount and the machine approaches a predetermined point (e.g., a field edge). This allows the user to understand that the remaining amount of work materials is below a predetermined amount, and also to understand that a stop instruction has been issued by the drive stop instruction unit 52.

[0144] Here, the rice transplanter is configured to exceptionally continue automatic operation in response to user instructions even when a stop command is received. Therefore, the invalidation instruction unit 53 is configured to invalidate the stop command issued by the run stop instruction unit 52 in response to user instructions, even when a stop command has been issued, and to issue an invalidation instruction that enables automatic operation by the run control unit 312. A stop command is issued when the amount of seedlings used in the planting work or the remaining amount of fertilizer or chemicals to be applied to the field falls below a predetermined amount, and the run stop instruction unit 52 issues a stop command. User instructions include, for example, a predetermined operation using the information terminal 5 (pressing a predetermined operation button) or a predetermined operation using the remote control 90 (pressing a predetermined operation button). Therefore, even if the amount of seedlings used in planting work or the amount of fertilizer or chemicals to be applied to the field falls below a predetermined amount and the drive stop instruction unit 52 issues a stop instruction, the invalidation instruction unit 53 will invalidate the stop instruction from the drive stop instruction unit 52 and issue an invalidation instruction to the drive control unit 312 to enable automatic driving when the user performs a predetermined operation using the information terminal 5 (for example, a display to invalidate can be set on the touch panel 50, and the operation can be recognized when the user touches the display) or when a predetermined operation is performed using the remote control 90. As a result, the rice transplanter resumes automatic driving.

[0145] Furthermore, if the stop instruction is invalidated by the invalidation instruction unit 53, the rice transplanter can be configured to automatically operate with the travel stop instruction unit 52 disabled for a predetermined distance or time. In other words, if the stop instruction is invalidated by the invalidation instruction unit 53, the rice transplanter can be configured to automatically operate with the travel stop instruction unit 52 disabled while it travels a preset distance or until a predetermined time has elapsed. Note that disabling the travel stop instruction unit 52 means either disabling the stop instruction issued by the travel stop instruction unit 52, or disabling the function of the travel stop instruction unit 52 itself. In either case, by configuring it as described above, if the stop instruction is invalidated by the invalidation instruction unit 53, the rice transplanter can automatically operate while it travels a preset distance or until a predetermined time has elapsed.

[0146] In this embodiment, the travel control unit 312 automatically travels along a target travel path set for automatic travel in the work area. In particular, in the internal area IA of the field, automatic travel is performed along the internal round-trip path IPL as shown in Figure 13. Such an internal round-trip path IPL is set as multiple round-trip travel paths that travel back and forth within the internal area IA. Therefore, the travel control unit 312 travels along multiple round-trip travel paths in the work area. In this case, if the travel control unit 312 receives the invalidation instruction described above, that is, if the stop instruction is invalidated by the invalidation instruction unit 53, it is preferable to travel to the end position or the next start position of the round-trip travel path.

[0147] In a round-trip travel path, the end position corresponds to the end position G1 of the internal round-trip travel path IPL1 when the round-trip travel path is considered as a single one-way travel path (for example, as internal round-trip travel path IPL1). In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on internal round-trip travel path IPL1, the travel control unit 312 should drive to the end position G1 of internal round-trip travel path IPL1. Furthermore, if the round-trip travel path consists of an outbound travel path and a return travel path (for example, as internal round-trip travel path IPL1 and internal round-trip travel path IPL2), then the end position G2 of internal round-trip travel path IPL2 corresponds to the end position G2 of internal round-trip travel path IPL2. In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on internal round-trip travel path IPL1 or internal round-trip travel path IPL2, the travel control unit 312 should drive to the end position G2 of internal round-trip travel path IPL2.

[0148] In a round-trip travel path, the next starting position corresponds to the starting position S2 of the next round-trip travel path, which is the internal round-trip travel path IPL2, when the round-trip travel path is considered as a single one-way travel path (for example, internal round-trip travel path IPL1). In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on internal round-trip travel path IPL1, the travel control unit 312 should drive to the starting position S2 of internal round-trip travel path IPL2. Furthermore, if the round-trip travel path consists of an outbound travel path and a return travel path (for example, internal round-trip travel path IPL1 and internal round-trip travel path IPL2), then the next starting position S3 of the next round-trip travel path, which is the internal round-trip travel path IPL3, corresponds to this. In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on internal round-trip travel path IPL1 or internal round-trip travel path IPL2, the travel control unit 312 should drive to the starting position S3 of internal round-trip travel path IPL3. This prevents the rice transplanter from stopping in the middle of the field, allowing it to move to a location where it is easier to replenish seedlings and fertilizer in the field, for example, and then stop.

[0149] In this embodiment, the system is also configured so that the cancellation unit 54 can cancel the cancellation instruction given by the cancellation instruction unit 53. This makes it possible, for example, to cancel a state in which automatic driving has been enabled by a cancellation instruction given by the cancellation instruction unit 53 in response to a user's instruction, according to the user's intention to cancel. The cancellation by the cancellation unit 54 may be performed according to the user's intention to cancel, or it may be performed automatically in response to an instruction from the information terminal 5 or a higher-level system.

[0150] As described above, the rice transplanter is configured to replenish the rice seedlings, fertilizer, and other work materials that are loaded onto the transplanter when the amount of these materials decreases during the rice seedling planting operation. A material replenishment position setting unit 55 is provided to set the replenishment positions for these work materials along the round-trip travel path.

[0151] When such a replenishment location is set, the travel control unit 312 should drive to the next replenishment location if the stop instruction is invalidated by the invalidation instruction unit 53. This allows the rice transplanter to automatically travel to the next replenishment location, making it possible to replenish the work materials.

[0152] For example, it is preferable that it be known in advance whether or not the above-mentioned replenishment location is set. Therefore, it is preferable to configure the replenishment instruction receiving unit 56 to receive an instruction on whether or not to replenish the work materials when the remaining amount of work materials falls below a predetermined amount while traveling along the round-trip route. This makes it possible for the travel control unit 312 to automatically travel to the next replenishment location mentioned above.

[0153] On the other hand, if no instruction has been received to replenish work materials, the travel control unit 312 should be configured to stop when it reaches a predetermined point on the round-trip travel route. The predetermined point can be, for example, the end point of the outbound travel route and the end point of the return travel route, or it can be the end point of the round-trip travel route. It can also be a point different from the start or end point of the round-trip travel route. By stopping when such a point is reached, it becomes possible to receive instructions from the user each time.

[0154] In the above embodiment, the driving stop instruction unit 52 was described as issuing a stop instruction when the remaining amount of seedlings and fertilizer used in the seedling planting work falls below a predetermined amount. However, the driving stop instruction unit 52 can also be configured to issue a stop instruction when an object sensor (for example, a sonar sensor 60) detects an object present around the machine 1. Of course, it is also possible to configure the unit to issue a stop instruction in both cases: when the remaining amount of seedlings and fertilizer falls below a predetermined amount, and when an object sensor detects an object.

[0155] As described above, if, for example, the sonar sensor 60 detects an object around the machine 1, the machine 1, which is in automatic operation (automatic driving), will temporarily stop in response to the stop command. However, if it is determined that the detected object does not interfere with automatic driving (specifically, if, for example, a detection result indicating that the size of the object is less than or equal to a predetermined size is obtained by a sensor other than the sonar sensor 60, or if it is determined that the object is a negligible obstacle based on the size of the detected object), it is possible to configure the machine to continue automatic driving by the stop command invalidation process described above. In addition, in the vicinity of the detected object, the machine 1 may be set to a predetermined speed that is slower than the normal driving speed (driving speed when no object is detected) so that it passes by the object. These operations may be performed using the remote control 90 or the information terminal 5, or they may be performed automatically by the automatic control program.

[0156] In the above embodiment, the travel control unit 312 was described as traveling along multiple round-trip travel paths at the work site, and when the cancellation instruction is invalidated by the invalidation instruction unit 53, it travels to the end position or the next start position on the round-trip travel path. However, the travel control unit 312 can also be configured to travel along multiple round-trip travel paths at the work site, and when the cancellation instruction is invalidated by the invalidation instruction unit 53, it travels to a location different from the end position or the next start position on the round-trip travel path.

[0157] In the above embodiment, it was described that the system further includes a cancellation unit 54 that cancels the cancellation instruction made by the invalidation instruction unit 53, but it is also possible to configure the system without the cancellation unit 54.

[0158] In the above embodiment, the driving stop instruction unit 52 was described as issuing a stop instruction when the remaining amount of work materials used for the work falls below a predetermined amount. However, it is also possible to configure the driving stop instruction unit 52 so as not to issue a stop instruction even when the remaining amount of work materials falls below a predetermined amount.

[0159] In the above embodiment, a material supply position setting unit 55 is provided to set supply positions for supplying work materials along the round-trip travel path, and the travel control unit 312 is described as traveling to the next supply position when the cancellation instruction is invalidated by the invalidation instruction unit 53. However, it is also possible to configure the system without the material supply position setting unit 55, and it is also possible to configure the travel control unit 312 not to travel to the next supply position even if the cancellation instruction is invalidated.

[0160] In the above embodiment, a replenishment instruction receiving unit 56 is provided to receive instructions on whether or not to replenish work materials when the remaining amount of work materials falls below a predetermined amount while traveling along the round-trip route, and the travel control unit 312 is described as stopping when it reaches a predetermined point on the round-trip route if it has not received an instruction to replenish work materials. However, it is also possible to configure the vehicle without the replenishment instruction receiving unit 56, and it is also possible to configure the travel control unit 312 not to stop when it reaches a predetermined point on the round-trip route if it has not received an instruction to replenish work materials.

[0161] In the above embodiment, it was explained that the system includes a notification unit 57 that notifies when the remaining amount of work materials falls below a predetermined amount, indicating that the remaining amount of work materials is low. However, it is also possible to configure the system without the notification unit 57.

[0162] In the above embodiment, the task performed by the rice transplanter was described as planting seedlings, but the rice transplanter may perform other tasks. Also, the work materials were described as being at least one of seedlings, fertilizer, and chemicals, but other work materials may also be used.

[0163] [Border crossing detection process] This section describes the boundary crossing detection process in a rice transplanter. Figure 14 is a block diagram showing the functional components in the boundary crossing detection process. As shown in Figure 14, in the boundary crossing detection 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 equipped with a machine position calculation unit 311, a boundary crossing detection unit 64, a boundary crossing prevention control unit 65, a boundary crossing permission unit 66, a restart instruction unit 67, and a pause instruction unit 68. Each functional component is constructed using hardware, software, or both, with a CPU as the core component, in order to perform processing related to boundary crossing detection.

[0164] The aircraft position calculation unit 311 calculates the aircraft position using satellite positioning. A 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 (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 the latitude information, longitude information, and altitude information. Based on this GPS information, the aircraft position calculation unit 311 calculates the position of the aircraft 1 in real space.

[0165] The rice transplanter travels within a defined work area. The boundary crossing determination unit 64 determines whether the machine 1 has crossed the boundary line based on the machine's position and the boundary line set to avoid contact with the boundary. The boundary line is, for example, a ridge or road adjacent to a field (hereinafter referred to as "ridge, etc.") that is provided to demarcate the field, as shown in Figure 15. The boundary line is set along the outer edge of the field (field contour line), as shown in Figure 15, to prevent the rice transplanter from coming into contact with such boundary objects. In the case of a rice transplanter, it is preferable to set such a boundary line in a map used for work travel. Such a map is stored in the map information storage unit 552 as map information showing the shape of the work area, and the map information is acquired from the map information storage unit 552 by the map information acquisition unit 51. The boundary line may be predetermined in such map information, or it may be calculated and set when field shape information showing the field shape is acquired by traveling around the field. The machine's position is transmitted from the machine position calculation unit 311 described above. Therefore, the boundary crossing determination unit 64 determines whether the machine 1 has crossed the boundary line based on the machine position transmitted from the machine position calculation unit 311 and a virtually defined boundary line in the map used by the rice transplanter for its work, in order to prevent the rice transplanter from coming into contact with ridges or the like.

[0166] The boundary crossing prevention control unit 65 prohibits the movement of machine body 1 if it determines that machine body 1 has crossed the boundary line. "When it is determined that machine body 1 has crossed the boundary line" means when the boundary crossing determination unit 64, as described above, determines that the machine body 1 of the rice transplanter has crossed the boundary line. For this reason, it is preferable to configure the system so that the determination result of the boundary crossing determination unit 64 is transmitted to the boundary crossing prevention control unit 65. Here, the rice transplanter is automatically driven by the driving control unit 312, performing work in the work area based on map information and the machine body position. Therefore, when the boundary crossing determination unit 64 determines that the machine body 1 of the rice transplanter has crossed the boundary line, the boundary crossing prevention control unit 65 instructs the driving control unit 312 to prohibit automatic driving, and furthermore, prohibits not only automatic driving but also manual driving. As a result, the rice transplanter stops at the position in the field corresponding to the position where the boundary line is set in the map information.

[0167] The border crossing permission unit 66 interrupts the determination by the border crossing determination unit 64 upon receiving a border crossing permission command, and permits the machine 1 to cross the boundary line. The border crossing determination unit 64 continues to determine whether the machine 1 has crossed the boundary line or not. A border crossing permission command is a command that permits crossing the boundary line. Such a border crossing permission command corresponds to, for example, an instruction by the user to drive across the boundary line via remote control. When such an instruction is received, the border crossing permission unit 66 considers that there has been a border crossing permission command by the user that permits the machine 1 to cross the boundary line, and interrupts the determination by the border crossing determination unit 64. As a result, for example, the rice transplanter can drive across the boundary line to the outer edge of the field via remote control, and it becomes possible to, for example, replenish seedlings, fertilizers, and chemicals used in planting work.

[0168] The restart instruction unit 67 restarts the determination by the border crossing determination unit 64 and stops the permission granted by the border crossing permission unit 66 when the pre-set designated part of the machine 1 enters the work area beyond the boundary line, in the case where permission has been granted by the border crossing permission unit 66. "When permission has been granted by the border crossing permission unit 66" means when the border crossing permission unit 66, which has received a border crossing permission command, has permitted the machine 1 to be in a state of crossing the boundary line. The pre-set designated part of the machine 1 can be, for example, the central part of the machine 1, or a predetermined part between the front end and the central part of the machine 1 when moving forward, or a predetermined part between the rear end and the central part of the machine 1 when moving backward.

[0169] When the Border Crossing Permitting Unit 66, which has received a Border Crossing Permitting Command, has permitted the aircraft 1 to cross the boundary line, the Restart Instruction Unit 67, when a designated part set on a predetermined part of the aircraft 1 enters the area beyond the boundary line towards the center, restarts the Border Crossing Determination Unit 64's interrupted determination and stops the Border Crossing Permitting Unit 66's permission for the aircraft 1 to cross the boundary line. This allows the Border Crossing Determination Unit 64 to resume its Border Crossing Determination.

[0170] Furthermore, it is preferable that the above-mentioned setting parts be adjustable according to the skill level of the work performed at the work site. The skill level of the work performed at the work site refers to the skill level of the rice transplanter in planting seedlings in the field. Specifically, it refers to the degree to which the user is accustomed to planting seedlings. For example, when moving forward, the setting part should be set closer to the front end between the front end and the center of the machine body 1 when moving forward, compared to when moving backward, when moving backward, it should be set closer to the rear end between the rear end and the center of the machine body 1. This allows more experienced users to get closer to the ridges, etc., and less experienced users to avoid getting too close to the ridges, etc.

[0171] Furthermore, it is preferable that the setting location be set inside the machine 1 when traveling closer to the center of the work area than when traveling along the outer perimeter of the work area. This allows for more lenient judgment conditions when traveling towards the center of the work area compared to traveling along the outer perimeter, enabling smoother work progress.

[0172] Furthermore, it is preferable that the setting location be positioned forward of the center of the aircraft 1 in the longitudinal direction when the aircraft 1 is moving forward, and rearward of the center of the aircraft 1 in the longitudinal direction when the aircraft 1 is moving backward. By setting the setting location in this way, it is possible to set the setting location according to the driving state, thereby improving convenience.

[0173] For example, the designated location can be at least one of the following: the tip of the spare seedling stand on which spare seedlings used in planting are placed; the tip of the bonnet located on the front side of the aircraft body 1; both ends of the aircraft body 1 in the width direction of the planting section where seedlings are planted; the mounting section for the GPS antenna used for satellite positioning; and the center of gravity of the aircraft body 1. This makes it easy to set the designated location.

[0174] The temporary stop instruction unit 68 will temporarily stop the machine 1 from moving if the machine 1 exceeds a predetermined amount beyond the boundary line, even if permission has been granted by the boundary crossing permission unit 66. This makes it possible to prevent the rice transplanter from coming into contact with ridges or other obstacles.

[0175] Next, we will explain using Figure 16. As shown in Figure 16(a), the machine performs work along the internal reciprocating path IPL set in the internal region IA, and when it reaches the boundary between the internal region IA and the outer region OA, it temporarily stops automatic operation. In this state, after a predetermined time has elapsed, the rice transplanter performs a turning maneuver in the outer region OA and then performs work along the next internal reciprocating path IPL.

[0176] Within a predetermined time after reaching the boundary between the inner region IA and the outer region OA, the machine 1 is moved forward by manual operation, and the boundary crossing determination unit 64 determines that the machine 1 has crossed the boundary line, that is, the position of the designated part indicated by the black circle in Figure 16(b) is determined to have crossed the boundary line, at which point the machine 1 is prohibited from moving by the boundary crossing prevention control unit 65. As a result, the rice transplanter temporarily stops, as shown in Figure 16(b).

[0177] In this state, if a border crossing permission command is issued, the border crossing permission unit 66 permits the machine 1 to cross the boundary line. In this case, the permitted state continues until the machine 1 exceeds the boundary line by a predetermined amount. Therefore, during this time, the rice transplanter can move forward and backward. The position where the modified setting part is set on the machine 1 is indicated by a white circle in Figure 16(c).

[0178] When a state in which the boundary of aircraft 1 has been permitted has occurred, and a pre-set designated part of aircraft 1 (all of the designated parts located at the positions indicated by white circles) enters the internal area IA side as shown in Figure 16(d), the restart instruction unit 67 causes the boundary crossing determination unit 64 to restart the determination related to the crossing.

[0179] When the boundary crossing determination unit 64 resumes determining whether or not the aircraft 1 has crossed the boundary line, as shown in Figure 16(e), the part used to determine whether or not the aircraft 1 has crossed the boundary line is returned to its original part (the part indicated by the black circle), which is a pre-set part on the aircraft 1 as shown in Figure 16(d).

[0180] In the above embodiment, even if permission has been granted by the border crossing permission unit 66, the device is provided with a temporary stop instruction unit 68 that temporarily stops the movement of the device 1 when the device 1 exceeds a predetermined amount beyond the boundary line. However, it is also possible to configure the device without providing the temporary stop instruction unit 68.

[0181] In the above embodiment, the setting location was described as being changeable according to the skill level of the work performed at the work site, but it is also possible to configure the setting location so that it cannot be changed according to the skill level of the work.

[0182] In the above embodiment, the setting part was described as being located forward of the center of the aircraft body 1 in the longitudinal direction when the aircraft body 1 is moving forward, and rearward of the center of the aircraft body 1 in the longitudinal direction when the aircraft body 1 is moving backward. However, it is also possible to configure the setting part so that it does not change when the aircraft body 1 is moving forward or backward. Furthermore, it is also possible to have the setting part located rearward of the center of the aircraft body 1 in the longitudinal direction when the aircraft body 1 is moving forward, and forward of the center of the aircraft body 1 in the longitudinal direction when the aircraft body 1 is moving backward.

[0183] In the above embodiment, the designated location was described as at least one of the following: the tip of the spare seedling stand on which spare seedlings used for planting are placed; the tip of the bonnet provided on the front side of the aircraft body 1; both ends in the width direction of the aircraft body 1 in the planting section where seedlings are planted; the mounting section for the GPS antenna used for satellite positioning; and the center of gravity of the aircraft body 1. However, the designated location can also be provided in a location other than these.

[0184] In the above embodiment, the setting location was described as being set further inside the machine 1 when traveling on the central side of the work area than when traveling on the outer perimeter (outer perimeter area OA) of the work area. However, it is also possible to set the setting location in the same position when traveling on the outer perimeter of the work area and when traveling on the central side of the work area than the outer perimeter of the work area, and it is also possible to set the setting location further outside the machine 1 when traveling on the central side of the work area than when traveling on the outer perimeter of the work area.

[0185] Next, an example of interrupting and resuming automatic driving will be described using Figures 17 and 18. In the functional block diagram shown in Figure 17, the information terminal 5 is newly equipped with a driving path storage unit 526, a driving path setting unit 527, and a driving path search unit 528. The driving path shown in Figure 18 consists of an internal round-trip path IPL, an inner circular path IRL, and an outer circular path ORL. In this modified example, the internal round-trip path IPL consists of a plurality of parallel linear paths (driving path elements), and the inner circular path IRL and outer circular path ORL consist of linear paths (driving path elements) parallel to the top and left and right edges of the field, and a curved path along the bottom edge of the field. In the path generation process, this curved path is managed as a plurality of linear sections LE connected by a node LN. Therefore, in this modified version, a single curved path can be treated as a single travel path element, and each of the multiple straight sections LE that constitute a single curved path can also be treated as a travel path element. In other words, travel path elements other than the curved path are travel sections set at the timing of raising and lowering the seedling planting device 3, but each straight section LE (travel path element) that constitutes the single curved path described above is considered a travel section separated by the path generation algorithm. Therefore, the curved path as a whole is treated as a single travel path element, but in some cases it may also be treated as a set of multiple consecutive travel path elements.

[0186] The travel path storage unit 526 stores a group of travel path elements, which are travel paths generated by the round-trip path creation unit 522 and the circular path creation unit 524, according to the shape of the work area. The travel path setting unit 527 sets the travel path elements read sequentially from the travel path storage unit 526 as the target travel path for automatic driving. The set target travel path is provided to the travel control unit 312. The travel control unit 312 has an automatic driving mode in which the machine 1 is steered based on the machine position calculated by the machine position calculation unit 311 and the target travel path (travel path elements), and a manual driving mode in which the machine is steered based on the driver's manual operation. The travel path search unit 528 searches for travel path elements to be used in the target travel path necessary for starting automatic driving when the automatic driving mode is restarted after the automatic driving mode has stopped, and provides them to the travel path setting unit 527. Furthermore, stopping the automatic driving mode includes "pause," in which the automatic driving mode is temporarily deactivated and resumed after a predetermined period of time has elapsed or after driving in a predetermined manual driving mode, and "complete stop," in which restarting the automatic driving mode requires a start procedure including initial processing. "Complete stop" occurs when an event occurs that effectively shuts down the control system, such as when the engine is stopped or the main key is turned off. Whether it is a "pause" or a "complete stop," when the automatic driving mode is restarted, an appropriate target driving route must be set by the driving route setting unit.

[0187] The transition from automatic driving mode to manual driving mode during travel is usually performed by an operator switching the driving mode. However, if the control system of the work vehicle determines that the necessary conditions for automatic driving mode are not met, it will automatically stop the automatic driving mode and then transition to manual driving mode. If any automatic deactivation event occurs during travel in automatic driving mode, the automatic driving mode will stop and then transition to manual driving mode. Subsequently, in response to an automatic restart event (an operation to start automatic driving) to restart the automatic driving mode, the travel path search unit 528 searches for a target travel path necessary for restarting the automatic driving mode. The search for the target travel path by the travel path search unit 528 can be performed manually by an operator or automatically.

[0188] Automatic deactivation events include emergency stop of engine 2 and temporary pause of engine 2, and are accompanied by the termination of the automatic driving mode. Automatic restart events include turning on the vehicle main switch, resuming from engine pause, and turning on the automatic driving start button. The process of searching for a target driving route by the driving route search unit 528 can also be started by clicking the search start button displayed on the touch panel 50.

[0189] Each driving path element constituting the driving path element group has its location information, expressed in map coordinates or field coordinates, as an attribute value, stored in the driving path storage unit 526, similar to road information used in car navigation systems. This allows the driving path search unit 528 to search for a target driving path based on the desired automatic driving mode restart position and the location information. If the desired automatic driving mode restart position is the current vehicle position, the system extracts driving path elements that are close to the current vehicle position and outputs the extracted driving path elements as the target driving path, enabling the automatic driving mode to be restarted from the current vehicle position. To restart the automatic driving mode at the position where the automatic driving mode was stopped (the automatic deactivation event occurrence position), the vehicle 1 should be driven to the automatic deactivation event occurrence position to generate the automatic restart event. To restart the automatic driving mode at a desired position far from the position where the automatic driving mode was stopped, the vehicle 1 should be driven to the desired position to generate the automatic restart event.

[0190] Furthermore, if the current aircraft 1 is far from the location where the automatic driving mode was stopped, an algorithm is used to set a guidance driving path from the current aircraft position to the driving path element that was set at the location where the automatic driving mode was stopped.

[0191] Furthermore, in this embodiment, each travel path element used in the work run is stored in the travel path storage unit 526 with an attribute value indicating whether the work run was performed or not. As a result, the travel path search unit 528 can search for only travel path elements that have not yet been used in the work run as candidate target travel paths.

[0192] When the search for a target travel route by the travel route search unit 528 is performed manually by an operator, a display unit is used to display display elements corresponding to the travel route element group. In this embodiment, the touch panel 50 of the information terminal 5 is used as the display unit. The travel route search unit 528 displays a group of display elements that schematically represent the travel route element group, as illustrated in Figure 18, overlaid on the field map on the touch panel 50. The operator selects a desired display element from the displayed group of display elements. The travel route search unit 528 reads the travel route elements corresponding to the selected display element from the travel route storage unit 526 and provides them to the travel route setting unit 527. The travel route setting unit 527 sets the provided travel route elements as the target travel route.

[0193] If there are many display elements and it is difficult to click and select the desired display element on the small screen of the touch panel 50, a line-passing function can be used, as shown in Figure 19. In this line-passing function, the display element of interest is displayed in a way that makes it distinguishable from other display elements by changing its brightness or color (shown with a thick line in Figure 19). When line search is selected from the menu of the information terminal 5, the display element group corresponding to the travel path element group is displayed on the touch panel 50, and a forward button (+ button) and a backward button (- button) are displayed on the software button group 50a of the information terminal 5. By clicking the forward button (+ button) or backward button (- button), the display element of interest moves forward or backward sequentially. The operator presses the OK button when the desired display element becomes the display element of interest. As a result, the travel path search unit 528 reads the travel path element corresponding to that display element from the travel path storage unit 526 and provides it to the travel path setting unit 527. In other words, the line-passing function can be used in units of travel sections set at the timing of raising and lowering the seedling planting device 3. In the normal line feed function, the curved path in Figure 18 is treated as a single line, consisting of multiple consecutive travel path elements. Therefore, when the display element corresponding to the curved path becomes the focus display element, pressing the advance button causes the focus display element to move to the display element corresponding to the next travel path element of the curved path.

[0194] However, when a display element corresponding to a curved path becomes the featured display element, it becomes possible to sequentially cycle through multiple consecutive travel path elements (straight section LEs) that constitute this curved path by operating a separately configured button, and to select a display element corresponding to any straight section LE of the curved path. With this configuration, it is also possible to select a straight section LE at a desired position in a curved path, as shown in Figure 18. Furthermore, in the case of a long curved path, the number of straight section LEs becomes large, making their handling cumbersome, so it is also possible to treat some of the numerous straight section LEs constituting the curved path as a line assembly and as a single unit for line feed.

[0195] Next, a modified example of turning maneuvers to transition from one straight-ahead path to another will be explained using Figures 17, 20, 21, and 22. For this special turning maneuver, a supplementary route setting unit 529 is constructed in the information terminal 5, as shown in Figure 17. The functional units that directly exchange data with the supplementary route setting unit 529 are the travel path storage unit 526 and the travel path setting unit 527.

[0196] Here, the travel path storage unit 526 stores at least one circular path created for traveling in the outer peripheral region OA, and a plurality of internal round-trip paths IPL created for traveling in the internal region IA located inside the outer peripheral region. When one of the internal round-trip paths IPL is specifically designated, it is referred to as a straight path. The circular path can be selected as either a one-loop path or a two-loop path, with the two-loop path consisting of an inner circular path IRL and an outer circular path ORL. The one-loop path is the outer circular path ORL.

[0197] The travel path setting unit 527 sets the circular path and the straight path read from the travel path storage unit 526 as target travel paths for automatic travel. In this modified example, the travel control unit 312 has a turning travel mode in which the machine is driven non-operationally based on a turning path that connects the straight paths of the internal reciprocating paths IPL that extend parallel to each other. The complementary path setting unit 529 sets a complementary path that complements the turning path, as will be explained below.

[0198] As shown in Figure 20, when the field is rectangular, the endpoint of the straight path during travel on the internal reciprocating path IPL and the starting point of the next straight path to be traveled are almost aligned laterally. Therefore, the turning travel connecting them follows a semicircular or semi-elliptical turning path TP. Note that in Figures 20, 21, and 22, the endpoint of the straight path is labeled "e" and the starting point of the straight path is labeled "s". The turning path TP used when the distance between the endpoint and starting point of the straight path is short is a path that performs a simple 180-degree turn. The turning path TP used when the distance between the endpoint and starting point of the straight path is long is a path that performs two 90-degree turns and a straight path in between.

[0199] However, as shown in Figure 21, when the field shape is not rectangular, the end point of the straight path being traveled (internal reciprocating path IPL) and the starting point of the next straight path to be traveled (internal reciprocating path IPL) may be far apart at an angle. In such cases, the turning path will not be a simple semi-circular or semi-elliptical turning path. Therefore, as shown in Figure 21, a simple 180-degree turn is performed immediately from the end point of the straight path being traveled, and the vehicle moves to the next straight path to be traveled. From that position, it moves to the starting point of the next straight path to be traveled by reversing in a non-working manner. From the starting point of the straight path reached by reversing, normal forward work travel is performed. This travel method is effective when the end point of the straight path being traveled and the starting point of the next straight path to be traveled are not far apart. When the end point of the straight path being traveled and the starting point of the next straight path to be traveled are far apart, the reversing distance becomes large. Such reverse driving can disturb unworked areas and potentially negatively impact subsequent seedling planting operations. An example of a driving mode to avoid this problem is shown in Figure 22. The basic feature of this driving mode is that the endpoint of a straight path that cannot be connected by a simple semicircular or semielliptical turning path is connected to the starting point of a straight path by a simple turning path complemented by a complementary path CL. This complementary path CL is set by the complementary path setting unit 529.

[0200] In Figure 22, the supplementary route CL is used during the turning section from the end point of the straight-ahead path (current path) indicated by L1 to the starting point of the straight-ahead path (next path) indicated by L2. Hereafter, the straight-ahead path assigned L1 will be referred to as the first straight-ahead path, and the straight-ahead path assigned L2 will be referred to as the second straight-ahead path. The extension of the first straight-ahead path intersects with the inner circular path IRL at intersection point CLS. Furthermore, the point in the inner circular path IRL that intersects with the first straight-ahead path at intersection point CLS and is close to the starting point of the second straight-ahead path is defined as the neighboring point CLE. The supplementary route setting unit 529 defines the extension section of the first straight-ahead path and the section between the intersection point CLS and the neighboring point CLE of the inner circular path IRL as the supplementary route CL. As a result, the endpoint of the first straight path and the starting point of the second straight path can be connected by a complementary path CL and a turning path from the nearby point CLE to the starting point of the second straight path. The complementary path CL reuses the pre-generated internal round-trip path IPL, so no new path generation is required. The turning path from the nearby point CLE to the starting point of the second straight path uses a reverse turning path as shown in Figure 11, because the distance between the nearby point CLE and the second straight path is short.

[0201] To avoid the U-turning path shown in Figure 22, the straight portion of the outermost circumferential path ORL can be used as a complementary path CL. In this case, the distance between the nearest point CLE set on the outer circumferential path ORL and the starting point of the second straight path becomes long, so instead of the U-turning path, a 180-degree turning path as shown by the dotted line in Figure 10 is used as the travel path connecting them. If the distance is even longer, a turning path using two 90-degree turning paths and straight travel in between (a type of semi-elliptical turning path) as shown by the dotted line in Figure 10 is used.

[0202] In the example shown in Figure 22, the complementary route setting unit 529 reuses a circular route that has already been generated and stored in the travel route storage unit 526 as the complementary route CL. Alternatively, the complementary route setting unit 529 may use a route parallel to the already generated circular route as the complementary route CL. Parallel movement of a route has the advantage of lower computational load compared to generating a new complementary route CL.

[0203] As another mode of travel, the complementary path setting unit 529 can also set a path parallel to the internal round-trip path IPL as the complementary path CL. For example, in the example shown in Figure 22, the second straight path can be moved in parallel to the first straight path and used as the complementary path CL. Alternatively, the first straight path can be extended as is to the position closest to the starting point of the second straight path, and that extension can be used as the complementary path CL.

[0204] The following conditions related to the setting of the complementary path CL can be registered in the complementary path setting unit 529. (1) When traveling along the internal round-trip path IPL in automatic driving mode, the endpoint of the internal round-trip path IPL currently traveling and the starting point of the next internal round-trip path IPL to be traveled are connected by traveling in turning driving mode. At that time, the supplementary path setting unit 529 sets the supplementary path CL when the condition is met that the distance from the endpoint of the internal round-trip path IPL currently traveling to the starting point of the next internal round-trip path IPL to be traveled is greater than or equal to a predetermined value.

[0205] (2) If multiple configurable complementary paths CL are calculated, the complementary path setting unit 529 selects the one with the shortest length of the turning travel path including the complementary path CL.

[0206] (3) The supplementary route setting unit 529 prioritizes setting supplementary routes CL that do not enter the internal region IA, or supplementary routes CL with a short travel distance within the internal region IA.

[0207] (4) The supplementary route setting unit 529 prioritizes setting a travel route as the supplementary route CL that has a travel direction that matches the travel direction when the aircraft 1 travels along the supplementary route CL. For this reason, the circular route and the internal round-trip route IPL are stored in the travel route storage unit 526 with the travel direction as one of the attribute values.

[0208] In the above-described embodiment, the remote control 90 was used for starting and stopping automatic driving, and for quick maneuvers during material replenishment. However, it is also suitable for manual control in areas where steering is difficult and automatic driving is challenging. In particular, in areas where the machine 1 is exposed to danger, such as on slopes, remote control using the remote control 90 is advantageous because the operator does not board the machine 1.

[0209] Figure 23 shows the area near entrance / exit E as a special area SA where steering is difficult. Figure 24 shows a functional block diagram of the control system that functions when work driving in the special area SA is manually controlled by the remote control 90. In this functional block diagram, the information terminal 5 is newly equipped with a work management unit 530. The work management unit 530 divides the farm into the outer area OA, the inner area IA located inside the outer area OA, and the special area SA where steering is difficult. The driving path setting unit 527 sets the circular path consisting of the inner circular path IRL and the outer circular path ORL for driving in the outer area OA, and the internal round-trip path IPL for driving in the inner area IA, as target driving paths for automatic driving. The driving control unit 312 has an automatic driving mode in which the aircraft is steered based on the aircraft position and target driving path calculated by the aircraft position calculation unit 311, a manual driving mode in which the aircraft 1 is driven based on manual operation by an operator inside the aircraft 1, and a remote driving mode in which the aircraft 1 is driven based on remote operation by an operator outside the vehicle using a remote control 90.

[0210] In the special area SA, the remote control driving mode can be assigned as the default driving mode. In this case, the driving mode is switched to the remote control driving mode just before the machine 1 enters the special area SA. This means that in the special area where automatic driving is difficult, the machine is operated remotely by the operator using the remote control 90. Since automatic driving is prohibited in the special area, the machine 1 is forcibly stopped just before the rice transplanter enters the special area, and the operator is notified that manual driving using the remote control 90 is required.

[0211] The seedling planting work near entrance / exit E, designated as a special area SA, is the final stage of work for the entire field. The shape of this work area is complex (a deformed polygon), with a mixture of narrow and wide work widths. Furthermore, precise positioning of the work vehicle is necessary during seedling planting, and planting seedlings over areas where planting has already been completed must be avoided. For this reason, the work width needs to be frequently changed during the partial work process. Changing the work width during seedling planting is possible by changing the number of seedling planting rows in the seedling planting device 3. This change must be performed remotely using the remote control 90.

[0212] Therefore, for remote control in the special area SA, a remote control 90 with enhanced functionality is used, which includes not only the functions of the remote control 90 described above, but also additional special functions. As shown in Figure 24, this remote control 90 is equipped with a travel equipment operation unit 91 and a work equipment operation unit 92. The travel equipment operation unit 91 is provided for remotely controlling the start and stop of the machine 1's travel, its speed, and the steering of the machine 1, and wirelessly transmits travel control signals to the travel control unit 312 in response to the operator's operations. The work equipment operation unit 92 is provided for remotely controlling the operation of work equipment such as the seedling planting device 3, and wirelessly transmits work control signals to the work control unit 313 in response to the operator's operations.

[0213] The work equipment operation unit 92 can command the raising and lowering of the seedling planting device 3, the ON / OFF of the planting mechanism 22, and other functions. Furthermore, the work equipment operation unit 92 is provided with an effective row designation unit 921. The effective row designation unit 921 can specify the working width of the seedling planting device 3, that is, the number of seedling planting rows. As shown in Figure 25, power from the engine 2 is distributed to each planting mechanism 22 via each row clutch EC. Each row clutch EC is configured to allow selection of the start and stop of work by the seedling planting device 3 at predetermined intervals of a certain number of rows. In this example, each row clutch EC is configured to allow selection of the start and stop of work by the seedling planting device 3 at intervals of two rows, but each row clutch EC may be configured to allow selection at intervals of one row, or at intervals of three or more rows. The operator specifies the desired number of seedling planting rows by operating the effective row designation unit 921 of the remote control 90 and transmits it to the work control unit 313. The work control unit 313 controls the ON / OFF status of each row clutch EC based on the specified number of seedling planting rows, thereby creating the desired number of seedling planting rows, i.e., the desired working width.

[0214] When the boundaries of farm ridges and other areas are not straight but have an uneven shape, or when the boundaries intersect at an acute angle, steering during work in the vicinity of that area becomes complex, similar to the area near the entrance / exit E, and is not suitable for automatic driving. Therefore, manual operation using the remote control 90 is effective. Since such areas differ from field to field, they need to be set individually for each field in order to be designated as special areas SA. For this reason, the work management unit 530 built into the information terminal 5 uses a map of the field displayed on the touch panel 50, which is an example of a display unit, to allow the worker to set any area of ​​the field as a special area SA.

[0215] The remote control driving mode of the present invention can be implemented under various control conditions as described below. (1) Ground-level operations such as seedling planting in the special area SA are only possible in remote control driving mode. Driving in the special area SA that does not involve ground-level operations is possible in modes other than remote control driving mode. (2) Pre-set sequential operations, starting of driving, turning each clutch EC on and off, seedling planting work over a predetermined distance, and stopping of driving are programmed as a single unit of work driving operation, and this single unit of operation is executed by a single unit of remote control operation. A single unit of remote control operation is performed by a combination of specific buttons on the remote control 90 or by operating specially provided program buttons. (3) When the aircraft 1 is in the special area SA, the remote control driving mode will be maintained unless a special operation is performed. (4) When an operator is on board the machine 1 and the machine 1 is being manually driven by this operator, even if the machine 1 reaches the special area SA, it will not switch to remote control driving mode, but will continue in the onboard manual driving mode, which is manual driving by the operator. When the machine 1 reaches the special area SA, it may stop briefly and perform control that allows the operator to select either remote control driving mode or onboard manual driving mode.

[0216] Next, the steering control used for turning will be explained. The steering angle of the front wheels 12A is adjusted by the operation of the steering mechanism. Conventionally, regarding the turning of a rice transplanter, in the turning run shown by the solid line in Figure 11 (90-degree turn + straight + 90-degree turn) and the turning run shown by the dotted line in Figure 11 (90-degree turn), the steering angle was turned to the maximum steering angle at the start of the turn, and then the steering angle was returned to neutral to perform the 90-degree turn. Turning at the maximum steering angle improves turning performance, but it has the problems of damaging the field and reducing turning accuracy. For this reason, in this embodiment, the maximum steering angle is not used at the start of the turn, and a steering angle smaller than the maximum steering angle is used at the start of the turn, corresponding to the degree of turning during the turning run (90 degrees in Figure 11). The steering angle at the start of the turn may be calculated using the degree of turning as a parameter, but it is even better to also use the vehicle speed as a parameter. Alternatively, a target turning path may be set, and the amount of deviation from the target turning path may be calculated based on the aircraft position calculated by the aircraft position calculation unit 311, and the steering angle may be finely adjusted based on this amount of deviation.

[0217] To calculate the steering angle, the maximum left and right steering angles and the median steering angle of the installed steering mechanism are used as reference values. However, since the steering mechanisms installed in each rice transplanter have different characteristics, these maximum left and right steering angles and the median steering angle may differ from one transplanter to another. Therefore, if steering control is performed using a common target steering angle, an appropriate steering angle may not be achieved. For this reason, in this embodiment, the maximum left and right steering angles and the median steering angle of the steering mechanism are measured in advance and stored. During actual steering control, a steering angle control signal is generated by referring to the stored maximum left and right steering angles and the median steering angle.

[0218] [Amplification function for long-distance driving] Next, the amplification function for long-distance driving during non-work driving using automated driving will be explained using Figures 1 to 5 and 26 to 31.

[0219] In automated driving, the machine 1 travels along two paths: a work path WL, which is a work path where tasks such as planting seedlings are performed while driving, and a non-work path NWL, which is a non-work path where no work is performed. On the work path WL, the machine travels at a preset speed V0. Speed ​​V0 is kept relatively low in order to perform the work properly. On the non-work path NWL, the machine travels at a preset speed V1, which is even slower than speed V0.

[0220] When non-working travel is followed by work travel, the distance traveled during non-working travel may be long. For example, as shown in Figure 26, when the vehicle travels forward along the non-working travel path NWL to the planting start point WSP, which is the starting position of work travel along the work travel path WL, and then performs seedling planting work from the planting start point WSP on the work travel path WL, the distance traveled in a straight line along the non-working travel path NWL may be long. Also, as shown in Figure 27, when the vehicle travels in reverse along the non-working travel path NWL to the planting start point WSP on the work travel path WL, and then moves forward from the planting start point WSP on the work travel path WL to perform seedling planting work, the distance traveled in a straight line in reverse may be long.

[0221] In such cases, during automated driving, non-work driving is performed at a relatively low vehicle speed V1, and the time spent on non-work driving becomes longer. Therefore, as shown in Figures 28 and 29, during non-work driving by moving forward or backward, if the distance traveled in a straight line is greater than or equal to a predetermined distance TS1 (corresponding to the "first distance"), or if the time spent traveling in a straight line is greater than or equal to a predetermined time, the vehicle speed may be increased to a vehicle speed V2 (corresponding to the "second vehicle speed") which is faster than the vehicle speed immediately preceding the set vehicle speed V1 (corresponding to the "first vehicle speed").

[0222] During non-working runs, no work is performed, and there is no need to restrict vehicle speed to ensure proper work performance. Furthermore, if the distance or time spent on non-working runs at low speeds is extended, work efficiency will decrease. By implementing the long-distance driving amplification function, in situations where the distance or time spent on non-working runs at low speeds (vehicle speed V1) is extended, the vehicle speed during non-working runs can be optimized by increasing the vehicle speed (vehicle speed V2), thereby improving work efficiency.

[0223] The long-distance driving amplification function is controlled by a control unit 30, as illustrated in Figure 30. The control unit 30 comprises a driving control unit 312 and an automatic driving control unit 75. The driving control unit 312 controls the driving equipment 1D (corresponding to the "driving device") to drive the machine 1 in response to the control of the automatic driving control unit 75 or the operation of an operating device 1B such as the main gear lever 7A. During automatic driving, the automatic driving control unit 75 controls the working device 1C, such as the seedling planting device 3, while controlling the driving control unit 312 to drive along a predetermined driving path according to the vehicle's position determined based on the positioning data output by the satellite positioning module 8A (corresponding to the "satellite positioning unit").

[0224] When the distance traveled in a straight line during non-working driving exceeds a predetermined distance TS1, the driving control unit 312 increases the driving speed in automatic driving to a speed V2 that is faster than the preset speed V1. The distance traveled in a straight line during non-working driving is measured using the driving equipment 1D and the positioning unit 8, etc. When measuring the distance traveled in a straight line using the driving equipment 1D, a rotation speed sensor 12C is provided to measure the rotation speed of the axle of the wheel 12 and the drive shaft that transmits driving force from the engine 2 to the wheel 12, and the distance traveled is calculated from the rotation speed of the axle and drive shaft. When measuring the distance traveled in a straight line using the positioning unit 8, the driving control unit 312 measures the change in the orientation of the vehicle body during non-working driving using the inertial measurement module 8B (corresponding to the "vehicle body orientation measurement unit") of the positioning unit 8, and determines that the machine 1 is traveling in a straight line if the amount of change in the orientation of the vehicle body during a predetermined time or distance is within a predetermined range. Simultaneously, the driving control unit 312 calculates the driving distance from the amount of change in the vehicle's position output by the satellite positioning module 8A of the positioning unit 8. The driving control unit 312 then determines whether the distance traveled in a straight line during non-work driving is greater than or equal to a predetermined distance TS1.

[0225] In this way, by using the travel device 1D and the positioning unit 8 to determine whether or not the vehicle is traveling in a straight line, it is possible to easily determine whether or not the vehicle is traveling in a straight line during non-working travel, and the long-distance travel amplification function can be easily implemented.

[0226] Furthermore, if the distance traveled in a straight line from the vehicle's position to the planting start point WSP is greater than or equal to a predetermined distance TS2 (corresponding to the "second distance"), the driving control unit 312 may increase the vehicle speed during automatic driving to a speed V2 that is faster than the preset speed V1, regardless of the distance traveled in a straight line. Automatic driving follows a predetermined driving path. The position (coordinates) of the planting start point WSP on the field map is known in advance, and the vehicle's position on the field map is also known by the positioning unit 8. Therefore, the driving control unit 312 can calculate the distance from the vehicle's position to the planting start point WSP and determine whether or not it is greater than or equal to the predetermined distance TS2.

[0227] Thus, in addition to increasing the vehicle speed after non-working driving has been performed for a predetermined distance or time, the driving route is predetermined during automated driving. Therefore, it is possible to know in advance whether the distance from the vehicle's position to the planting start point WSP is greater than or equal to the predetermined distance TS2. When it is determined that the distance from the vehicle's position to the planting start point WSP is greater than or equal to the predetermined distance TS2, the vehicle speed is increased. As a result, it becomes possible to increase the vehicle speed from the start of non-working driving, enabling more efficient driving.

[0228] Furthermore, during non-work driving at a vehicle speed of V2, the driving control unit 312 may reduce the vehicle speed to vehicle speed V1 when the distance from the vehicle's position to the planting start point WSP falls below a predetermined distance TS3 (corresponding to the "third distance").

[0229] Thus, in a non-working driving state with increased speed, as the planting start point WSP approaches, the vehicle speed is reduced to a vehicle speed V1 suitable for work driving. This initiates deceleration towards the planting start point WSP, and by the time the vehicle reaches the planting start point WSP, it has decelerated to a vehicle speed suitable for work, allowing the work driving to be performed at an appropriate vehicle speed.

[0230] Furthermore, the long-distance driving amplification function may also be implemented on non-working driving paths NWL that include turning paths connected to work driving paths WL. For example, on non-working driving paths NWL where straight-line driving is included during turning in non-working driving, the long-distance driving amplification function may be implemented if the distance or time of straight-line driving is long. Also, on non-working driving paths NWL where straight-line driving is included before or after turning in non-working driving, the long-distance driving amplification function may be implemented if the distance or time of straight-line driving is long. Moreover, the long-distance driving amplification function may be implemented not only for straight-line driving but also when the distance or time of turning driving is long. Turning driving is preferably performed at a lower speed than straight-line driving, but there are cases where it is not a problem to drive at a speed faster than the vehicle speed V1 in automatic driving. In such cases, if the distance or time of non-working driving including turning driving is long, the speed may be increased to a vehicle speed V2 that is faster than the vehicle speed V1 but does not hinder turning driving.

[0231] In this way, the vehicle speed can be increased even in the straight-line region of the non-work travel path NWL, which includes the turning path, or in the turning path, allowing for more efficient travel.

[0232] Examples of non-working travel paths (NWL) that connect to work travel paths (WL) include the following cases:

[0233] As shown in Figure 31, in the case of irregularly shaped fields, when traversing between two straight paths IPSL, the straight-line traversal without working may be longer. For example, if a vehicle performs work on work path WL1, then turns around the outside of a sloping field, and then performs work on work path WL2, the straight-line traversal without working will be longer. In this case, the turning traversal is mainly performed using the following types of turning paths.

[0234] In the first turning maneuver, the machine performs work to the end of the work path WL1, then proceeds to the outer area OA in a non-working maneuver and performs a turning maneuver along the non-working path NWL1. As a result, because the outer perimeter is sloped, the machine 1 will proceed to an area midway along the work path WL2, requiring it to reverse along the non-working path NWL2 to the starting position of the work path WL2. The long-distance travel amplification function may be implemented in the non-working path NWL2, and the long-distance travel amplification function may also be implemented in the non-working path NWL1. In the diagram, the non-working path NWL2 is depicted alongside the work path WL2, but in reality, the non-working path NWL2 is located on the work path WL2.

[0235] In the second turning maneuver, after working to the end of the work route WL1, the vehicle proceeds along the non-work route NWL3 to the outer area OA, performs two turning maneuvers interspersed with a straight run, and then moves forward to the starting position of the work route NW2. Then, the long-distance travel amplification function is implemented on the non-work route NWL3.

[0236] Furthermore, an example of a non-working route (NWL) that connects to other work routes (WL) is a route used for short trips to replenish materials such as seedlings.

[0237] In a short-distance replenishment operation, after the machine 1 stops in the terminal region of the internal reciprocating path IPL, the machine 1 travels in a straight line forward or backward in non-work mode to a replenishment location such as a seedling replenishment location, replenishes the materials, and then travels in a straight line backward or forward in non-work mode to return to the terminal region. Normal short-distance replenishment operations are performed at a predetermined speed lower than the vehicle speed V1, but in the non-work mode between this terminal region and the replenishment location, a long-distance travel amplification function may be implemented so that the vehicle speed is increased from the vehicle speed in the previous run if the distance or time of the non-work mode is long. This allows non-work mode, which is simply performed for material replenishment, to be performed at a relatively high vehicle speed, enabling efficient short-distance replenishment operations. The increased vehicle speed can be set considering the balance between travel efficiency and appropriate short-distance replenishment operations, but since the vehicle speed during short-distance replenishment may be slower than the vehicle speed V1, the increased vehicle speed may also be slower than the vehicle speed V1.

[0238] Furthermore, if the automatic driving control unit 75 detects that seedlings or other materials have run out or are running low while the machine is traveling along the internal round-trip path IPL, it may stop the machine 1. In such cases, the machine 1 is driven to the replenishment location by manual operation, and the materials are replenished. The "quick repositioning" function may also be applied when moving from any position in the field to the material replenishment location. When the machine 1 stops in the middle of the field, a predetermined operation is performed, causing the automatic driving control unit 75 to switch to a state where the "quick repositioning" function is activated. Then, non-working movement is performed by manual operation, either forward or backward, towards the replenishment location, and after the materials are replenished, non-working movement is performed by manual operation, either forward or backward, towards the stopping position.

[0239] In this way, a short-distance drive can be applied to non-working travel between any point in the field and a replenishment point. During the short-distance drive, a long-distance driving amplification function may be implemented so that the vehicle speed is increased compared to the speed of the previous drive if the distance or time of the non-working drive is long. This allows for efficient non-working travel to replenish materials even if it becomes necessary to do so in the middle of the field.

[0240] Furthermore, the acceleration and deceleration of the vehicle speed during long-distance driving may be performed abruptly, or they may be performed gradually. Gradual changes in vehicle speed make it easier to respond appropriately to changes in the surrounding environment, and also help to prevent passengers from feeling uncomfortable due to sudden changes in vehicle speed.

[0241] Furthermore, the increased vehicle speed V2 and vehicle speed V1 may be predetermined speeds, but they may also be configured to be arbitrarily set at the start of automatic driving or during automatic driving, or to be arbitrarily changed during automatic driving. Similarly, distances TS1, TS2, and TS3 may be predetermined distances, but they may also be configured to be arbitrarily set at the start of automatic driving or during automatic driving, or to be arbitrarily changed during automatic driving. This allows for the implementation of an optimal long-distance driving amplification function depending on field conditions, work conditions, driver skill, etc.

[0242] These settings and changes can be made using the information terminal 5, etc. The long-distance travel amplification function may be controlled by the control unit 30 mounted on the aircraft 1, but it may also be remotely controlled by a control system located outside the aircraft, such as a management server.

[0243] [Turning function specifically for high-load fields] Next, the turning function specifically for high-load fields during automatic turning will be explained using Figures 1-4, 5, 30, and 32.

[0244] Field conditions can differ from other fields, such as wet paddy fields, and conditions within a field are not always constant. Furthermore, the automatic driving system is controlled to maintain a predetermined vehicle speed, and the engine speed is kept at a speed corresponding to the vehicle speed. In fields with high loads, such as wet paddy fields, the predetermined vehicle speed and engine speed during automatic driving may cause the wheels 12 to sink into the ground during turns, resulting in a decrease in vehicle speed or even stopping the machine 1, preventing proper turning and inefficient driving.

[0245] To avoid such situations, this embodiment implements a special turning function for high-load fields that, when turning in a high-load field, switches from the normal mode, which performs normal automatic driving, to a wet field mode that increases the vehicle speed, increases the engine speed, and improves engine power (torque).

[0246] The vehicle's movement related to the high-load field turning function is controlled by a control unit 30, as illustrated in Figure 30. The control unit 30 comprises a driving control unit 312 and an automatic driving control unit 75. Switching from normal mode to wet field mode may be performed based on settings from the information terminal 5, operation using a predetermined operating tool 1B, or by automatically determining the field conditions.

[0247] When switching to wet field mode during turning via operation / settings, the driver checks the field conditions and, if they determine that the load is high, sets the vehicle to wet field mode via the information terminal 5 or by operating the designated control tool 1B. Once set to wet field mode, the driving control unit 312 performs control corresponding to wet field mode during turning. The settings via the information terminal 5 may be performed simultaneously with the various settings at the start of automatic driving, or they may be configured to be performed during automatic driving.

[0248] When the automatic driving control unit 75 determines that the load is high based on the field conditions or the slippage of the machine 1, it sets the machine to wet field mode.

[0249] When set to wet field mode, during turning, the driving control unit 312 combines at least one of the following: increasing vehicle speed, increasing engine speed, and increasing engine power (torque). When increasing vehicle speed, the driving control unit 312, using automatic driving, first drives the straight path IPSL at the automatic driving speed V1, and then controls the vehicle speed to increase to a speed V3, which is faster than vehicle speed V1, when turning on the turning path IPRL. Then, when driving on the straight path IPSL after turning, the vehicle speed is returned to vehicle speed V1. When increasing engine speed, the driving control unit 312, using automatic driving, first controls the engine speed to correspond to the automatic driving speed V1 when driving on the straight path IPSL, and then controls the engine speed to increase to a predetermined speed greater than the speed corresponding to vehicle speed V1 when turning on the turning path IPRL. Then, when driving on the straight path IPSL after turning, the engine speed is returned to the speed corresponding to vehicle speed V1. When increasing engine power (torque), the driving control unit 312 controls the continuously variable transmission 9 during cornering to increase engine power (torque).

[0250] Thus, in automatic driving in high-load fields, by setting the vehicle to wet field mode and combining at least one of the following during turning: increasing vehicle speed, increasing engine speed, and increasing engine power (torque), it becomes possible to suppress a decrease in turning vehicle speed and stopping of the machine 1, thereby enabling efficient turning.

[0251] When it is determined that the load is high due to the slippage of the vehicle body 1, the vehicle speed calculated from the change distance per unit time of the vehicle position output by the positioning unit 8 is compared with the vehicle speed calculated from the rotational speed of the axle or drive shaft measured by the rotational speed sensor 12C. When the vehicle speed calculated using the rotational speed sensor 12C is slower than the vehicle speed calculated using the positioning unit 8 by a predetermined vehicle speed or a predetermined ratio or more, it can be determined that the vehicle body 1 is slipping and the load of the field is high. In this case, during traveling in the field, it is possible to determine at any time whether the load in each area of the field is higher than a predetermined value. Each time, the automatic driving control unit 75 may switch between the wet field mode and the normal mode. However, at the first outer peripheral traveling in the field, it is first determined whether the load of the field is higher than a predetermined value. When it is determined that the load of the field is higher than a predetermined value, the automatic driving control unit 75 may set the wet field mode at the start of automatic driving.

[0252] Also, a field map in which the load situation during past traveling is recorded is stored in a management server (not shown), and the automatic driving control unit 75 acquires the past field map from the management server (not shown). When the load of the field recorded in the field map is higher than a predetermined load, it may be configured to set the wet field mode.

[0253] Also, the determination of whether the load is high due to the slippage of the vehicle body 1 may be made by comparing the set vehicle speed in automatic driving with the vehicle speed of the actually traveling vehicle body 1. For example, as described above, the actual vehicle speed is calculated using the positioning unit 8. When this vehicle speed is slower than the set vehicle speed by a predetermined vehicle speed or ratio or more, the automatic driving control unit 75 may set the wet field mode. The switching of the wet field mode in this case may be performed at any time during traveling.

[0254] As described above, since the automatic driving control unit 75 determines the load of the field and sets the wet field mode or the normal mode, it is possible to more accurately determine that the field has a high load and appropriately set the wet field mode.

[0255] 〔Acceleration function in high load field〕 Next, we will explain the speed-increasing function for high-load fields, which adjusts the vehicle speed during automatic driving in high-load fields, using Figures 1 to 4 and Figure 5.

[0256] In high-load fields such as wet paddy fields as described above, the wheels 12 may get stuck in the ground during automatic driving, causing the vehicle speed to decrease or the machine 1 to stop, making it impossible to drive automatically at an appropriate speed and thus preventing efficient driving.

[0257] To avoid such situations, in this embodiment, a speed-up function for high-load fields is implemented that increases the instructed vehicle speed to increase the vehicle speed when the vehicle speed drops below a certain level in a high-load field.

[0258] The speed-increasing function for high-load fields is controlled by a control unit 30, as illustrated in Figure 30. The control unit 30 comprises a driving control unit 312 and an automatic driving control unit 75.

[0259] During automatic driving, the driving control unit 312 controls the vehicle 1 to travel at a predetermined instructed vehicle speed as instructed by the automatic driving control unit 75. During automatic driving, the automatic driving control unit 75 acquires the vehicle speed (actual vehicle speed) of the vehicle 1 and compares it with the instructed vehicle speed. The actual vehicle speed is calculated from the change in distance per unit time of the vehicle's position output by the positioning unit 8.

[0260] The automatic driving control unit 75 compares the actual vehicle speed with the instructed vehicle speed and determines whether the instructed vehicle speed is faster than the actual vehicle speed by a predetermined speed or more. If the state in which the instructed vehicle speed is faster than the actual vehicle speed by a predetermined speed or more continues for a predetermined time or longer, the automatic driving control unit 75 increases the instructed vehicle speed and instructs the driving control unit 312 to drive at the increased instructed vehicle speed. The instructed vehicle speed may be increased by a predetermined speed, by a speed corresponding to the difference between the actual vehicle speed and the instructed speed, or by a speed equal to the difference between the actual vehicle speed and the instructed speed or the difference plus a predetermined margin.

[0261] Furthermore, the automatic driving control unit 75 continues to compare the actual vehicle speed with the instructed vehicle speed even after increasing the instructed vehicle speed. If the instructed vehicle speed remains above the actual vehicle speed by a predetermined speed or more for a predetermined period of time or longer, the automatic driving control unit 75 further increases the instructed vehicle speed. Conversely, if the difference between the instructed vehicle speed and the actual vehicle speed becomes less than the predetermined speed, the automatic driving control unit 75 maintains that instructed vehicle speed.

[0262] Furthermore, if the actual vehicle speed becomes faster than the instructed vehicle speed, or if the instructed vehicle speed is changed, the automatic driving control unit 75 may return the instructed vehicle speed to the original instructed vehicle speed or the changed instructed vehicle speed, or it may reduce the instructed vehicle speed by a predetermined amount.

[0263] In this way, by comparing the actual vehicle speed with the instructed vehicle speed and increasing the instructed vehicle speed according to the difference, even if the actual vehicle speed is not sufficient due to the vehicle slipping due to the load on the field, the system can be controlled to increase the actual vehicle speed, bringing it closer to the instructed vehicle speed, and enabling efficient driving at an appropriate speed.

[0264] [Manual operation restriction function] Next, we will explain the manual operation restriction function during automated driving.

[0265] If certain conditions are met during automatic driving, the automatic driving will temporarily stop, and the vehicle will come to a halt. When automatic driving is temporarily stopped, performing a certain operation or not performing an operation for a certain period of time will either restart automatic driving or transition to another state related to automatic or manual driving, depending on the type of operation or whether an operation was performed or not.

[0266] For example, in seedling replenishment mode, when the machine 1 travels to a predetermined end area of ​​the internal reciprocating path IPL, the machine 1 stops and automatic travel is temporarily suspended. With automatic travel temporarily suspended, if a predetermined operation is performed, such as operating the automatic start control device (not shown) followed by operating the main shift lever 7A in the forward direction, or if a predetermined time elapses without any operation, automatic travel resumes and the machine 1 transitions to turning travel. Also, with automatic travel temporarily suspended, if a predetermined operation is performed, such as operating the main shift lever 7A in the forward direction, the machine transitions to a state where a short-distance replenishment is performed, and the machine travels forward for a predetermined distance, or travel to replenish seedlings is started in response to the operation of the main shift lever 7A, etc.

[0267] Furthermore, when automatic driving is temporarily suspended, guidance and warnings are provided through displays on the information terminal 5 and voice alarms. Guidance and warnings include warnings that automatic driving is temporarily suspended, various warnings indicating the status of the aircraft 1, and guidance on the next operations that can be performed. Various warnings indicating the status of the aircraft 1 include warnings that the positioning unit 8 is not properly receiving satellite signals, and warnings that automatic driving has stopped (ended) due to poor satellite signal reception, etc. Guidance includes procedures for operations to resume automatic driving and procedures for operations to move the vehicle to a closer position.

[0268] Even when automated driving is temporarily suspended, and despite guidance and warnings being given, operators may make incorrect operations, resulting in driving that goes against the operator's intentions.

[0269] For example, during automatic travel in seedling replenishment mode, if the machine 1 stops at the end region of the internal round-trip path IPL and automatic travel is temporarily suspended, the operator may make a mistake in operation, intending to restart automatic travel and begin turning, but instead causing the machine 1 to move forward manually. Specifically, if the operator makes a mistake in the operation required to restart automatic travel while it is temporarily suspended, automatic travel may not restart, and travel corresponding to the incorrect operation may begin. In addition, if automatic travel is temporarily suspended, and after operating the automatic start control device (not shown), but before operating the main transmission lever 7A in the forward direction, automatic travel may stop due to poor satellite signal reception, etc., and then by operating the main transmission lever 7A in the forward direction, manual forward travel may begin.

[0270] Thus, in order to prevent the operator from performing actions contrary to their intentions when the automated driving system is temporarily stopped, this embodiment implements a manual operation restriction function.

[0271] The manual operation restriction function is a function that, when automatic driving is temporarily suspended, will not accept operation of the automatic start control device (not shown) or the main shift lever 7A or other control devices 1B until a predetermined time has elapsed.

[0272] By implementing a manual operation restriction function that disables manual operator input, operators are encouraged to pay attention to guidance and warnings, thereby increasing the likelihood that they will perform appropriate operations in accordance with the guidance and warnings. As a result, the operator can operate aircraft 1 in accordance with their intentions.

[0273] The manual operation control function will be explained in detail below using Figures 1 to 5, 33, and 34.

[0274] The manual operation restriction function is controlled by a control unit 30, as illustrated in FIG. 33. The control unit 30 includes a travel control unit 312, an autonomous driving control unit 75, and a notification control unit 77. Further, the control unit 30 is connected to an operation tool 1B, a traveling device 1D, an information terminal 5, a voice alarm generator 100, etc. The travel control unit 312 controls the traveling device 1D (corresponding to a "traveling apparatus") according to the control of the autonomous driving control unit 75 or the operation of the operation tool 1B such as the main shift lever 7A to drive the aircraft 1. The autonomous driving control unit 75 controls the travel control unit 312 to travel along a predetermined travel route according to the position of the host vehicle obtained based on the positioning data output by the positioning unit 8 during autonomous driving. The notification control unit 77 causes notification units such as the information terminal 5 and the voice alarm generator 100 to give guidance and warnings according to the control of the autonomous driving control unit 75 and the like.

[0275] As shown in FIG. 34, the autonomous driving control unit 75 does not accept an operation by the operation tool 1B until a predetermined time elapses after the autonomous driving temporarily stops or after the aircraft 1 stops.

[0276] An example of the state transition in the manual operation restriction function will be described along the time chart shown in FIG. 34.

[0277] During autonomous driving, it is assumed that at a certain time t0, the autonomous driving temporarily stops and the aircraft 1 stops. Until this time t0, the autonomous driving control unit 75 effectively accepts an operation by the operation tool 1B and controls the notification control unit 77 to cause notification units such as the information terminal 5 and the voice alarm generator 100 to give guidance and warnings according to the situation during autonomous driving.

[0278] When automatic driving is temporarily suspended and the machine 1 comes to a stop, the automatic driving control unit 75 will not accept any operations from the control device 1B, etc., for a predetermined time tw1 ("corresponding to the first hour"), and any operations performed will be invalidated. Furthermore, when automatic driving is temporarily suspended, the automatic driving control unit 75 will send a warning via the notification control unit 77 that automatic driving is temporarily suspended, as well as guidance regarding the operations necessary to transition to a transitionable state and the operations necessary to resume automatic driving. The operator can then focus their attention on the warnings and guidance during this period when operations from the control device 1B, etc., are not accepted.

[0279] Specifically, the operator can confirm the guidance regarding the operations necessary to resume automatic driving, perform the appropriate operations, and resume automatic driving. Furthermore, even if automatic driving stops (ends) due to poor satellite signal reception, etc., after operating the automatic start device (not shown) but before operating the main gear lever 7A in the forward direction, the operator's attention will be focused on the warnings and guidance, increasing the likelihood that they will be notified that automatic driving has stopped (end) and that they will be able to confirm the guidance regarding the operations to resume automatic driving in this state, allowing them to perform the appropriate operations and resume automatic driving. If automatic driving stops (ends), in order to resume automatic driving, it is necessary to return the main gear lever 7A to the neutral position, operate the automatic start device (not shown), and then operate the main gear lever 7A in the forward direction. Therefore, it is preferable that guidance regarding returning the main gear lever 7A to the neutral position is included when automatic driving stops (ends). In addition, when transitioning to a different state, the operator can confirm the guidance regarding the operations necessary to transition to a transitionable state, perform the operations appropriately, and the likelihood of successfully transitioning to the intended state is increased. In this way, by providing the operator with time to pay attention to warnings and guidance, and by using these warnings and guidance as an opportunity for the operator to take the next action, implementing the manual operation restriction function during a temporary pause in automated driving can improve the likelihood that appropriate actions will be taken in accordance with the operator's intentions.

[0280] While such guidance and warnings are being broadcast, at time t1, the automatic driving control unit 75 accepts operations from the operating device 1B, etc., from time t1 onward, activates the operations, and performs control according to the operations.

[0281] Subsequently, if an operation is performed by the operating device 1B or the like at time t2, the automatic driving control unit 75 performs control according to the operation. For example, if an operation is performed to restart automatic driving, the automatic driving control unit 75 restarts automatic driving. Also, if an operation is performed to transition to a different state, for example, an operation to start a short maneuver, the system transitions to a different state and performs a short maneuver in accordance with the operation of the main gear lever 7A. At the same time, the automatic driving control unit 75 controls the notification control unit 77 so that guidance and warnings are provided during the driving performed in response to the operation.

[0282] Furthermore, if no operation is performed until time t3, when the elapsed time from time t0, when the automatic driving was temporarily suspended, is longer than time tw1, that is, if a predetermined time tw2 has elapsed since the automatic driving was temporarily suspended without any operation being performed, the automatic driving control unit 75 may automatically restart the automatic driving.

[0283] Furthermore, the operating device 1B for performing operations to resume automatic driving or to transition to a different state may include any device such as the remote control 90, a button switch provided on the machine 1, or a screen switch displayed on the information terminal 5. For example, a separate button or the like, distinct from the main gear lever 7A, may be provided on the machine 1 for performing short-distance driving. By providing a separate button or the like for performing short-distance driving from the main gear lever 7A, it is easy to avoid unintentionally performing short-distance driving by mistakenly operating the main gear lever 7A.

[0284] Guidance and warnings given while automated driving is paused may be given for a predetermined time or a predetermined number of times before ending. In this case, the starting point of the time tw1 until operation is enabled may be the time t0 when automated driving is paused, or it may be the time when the guidance and warnings end. By disabling operation for a predetermined time tw1 after the guidance and warnings end, the operator has the opportunity to receive all guidance and warnings and can easily perform appropriate operations accordingly.

[0285] Furthermore, if the automatic driving stops (ends) midway through the operation after guidance or warnings have been given, it is preferable that guidance or warnings be given accordingly. In this way, even if the operating device 1B is being operated, if separate guidance or warnings are announced, it is preferable that the automatic driving control unit 75 disables the operation of the operating device 1B again when the automatic driving ends. In this case, it is preferable that the automatic driving control unit 75 is configured not to accept operations from the operating device 1B for a predetermined time tw1 from the time the automatic driving ends, or from the time the guidance or warnings associated with the end of automatic driving end, have ended.

[0286] This configuration prevents the operator from continuing to operate the vehicle without realizing that the automated driving has ended, even if it terminates midway through the operation. This ensures that the operator performs appropriate operations and the vehicle drives in accordance with their intentions.

[0287] Such guidance and warnings may be provided by various methods and devices, including displaying text or illustrations on the information terminal 5, or providing voice guidance and warnings from the voice alarm generator 100. For example, text or other information may be displayed on the remote control 90, the remote control 90 may be subjected to a predetermined vibration, or text or other information may be displayed or voice output may be generated on other portable terminals carried by the operator. Furthermore, one or more of these methods may be arbitrarily combined.

[0288] Furthermore, specific examples of the guidance and warnings mentioned above are as follows: If automatic driving is temporarily suspended, the message "Automatic driving has been temporarily suspended" will be displayed on the information terminal 5, or an audio message will be emitted from the voice alarm generator 100. Also, if there is a problem with satellite signal reception, the message "GPS signal has decreased" will be displayed on the information terminal 5, or an audio message will be emitted from the voice alarm generator 100. In addition, if automatic driving stops (ends) due to a problem with satellite signal reception or other reasons, the message "Automatic driving has ended" will be displayed on the information terminal 5, or an audio message will be emitted from the voice alarm generator 100. In this case, further messages such as "Please return the lever to the neutral position to resume automatic driving" or "Please press the GS button and then operate the lever" will be displayed on the information terminal 5, or an audio message will be emitted from the voice alarm generator 100. Also, if the vehicle switches to short-distance driving, the message "Short-distance driving in progress" will be displayed on the information terminal 5, or an audio message will be emitted from the voice alarm generator 100.

[0289] [Notification sound reduction function] Next, we will explain the manual operation restriction function during automated driving using Figures 1 to 5.

[0290] As described above, during autonomous driving, various guidance and warnings are provided to operators such as drivers and workers to prompt necessary actions and draw attention to potential hazards. Through these notifications, operators can understand the actions necessary to continue working or driving, and can grasp the status of the work or driving, as well as the surrounding environment of the machine 1. Therefore, even for less experienced operators, it becomes easier to understand the situation and the actions to be taken, even if they are not proficient in the work or driving, reducing the burden on the operator and enabling them to continue working or driving appropriately.

[0291] Such notifications are repeated until the situation changes or the necessary operation is performed. Alternatively, a predetermined notification is repeated for a predetermined time or a predetermined number of times. For example, when resuming work travel after turning during work travel on the outer circular route ORL, the lowering of the seedling planting device 3 is performed manually, and notifications prompting the lowering of the seedling planting device 3 continue from the time the condition requiring the lowering of the seedling planting device 3 arises until the seedling planting device 3 is lowered.

[0292] However, for experienced workers, lowering the seedling planting device 3 along the outer circular path (ORL) is easy and can be done without needing to check guidance or other instructions. Conversely, if unnecessary notifications continue, experienced workers may find them annoying and burdensome.

[0293] To mitigate such situations, this embodiment can implement a notification sound reduction function that can reduce the number of notifications.

[0294] Specifically, the notification sound reduction function can be switched between a normal mode in which the notification is not reduced and a reduced mode in which the notification is reduced. When set to reduced mode, the notification is reduced. The mode switch for the notification sound reduction function can be performed by the information terminal 5, etc., at the start of automatic driving, and it is also possible to change the setting during automatic driving. Furthermore, the notification sound reduction function is implemented by control by a predetermined functional block such as the automatic driving control unit 75 (see Figure 33, etc.) of the control unit 30.

[0295] In reduction mode, the number of times the same notification is repeated, or the duration for which the same notification is repeated, is reduced. For example, if in normal mode the notification "Please lower the planting device" prompting the seedling planting device 3 to descend on the outer loop path ORL was repeated until the seedling planting device 3 was lowered, in reduction mode this notification is given only once.

[0296] Furthermore, the reduction in notification in reduction mode is not limited to reducing the number or duration of notifications; the interval between identical notifications may be extended compared to the interval in normal mode, or some or all notifications may be omitted in reduction mode.

[0297] Furthermore, in reduction mode, the settings for reducing the frequency or duration, widening the interval, or not issuing notifications may be configured to be selective. In addition, when setting to not issue notifications, the configuration may allow selection of which notifications to not issue. Moreover, the above settings may be configured to be made for each type of notification.

[0298] Furthermore, guidance and warnings can be provided in various ways, including display on the information terminal 5, generating voice from the voice alarm generator 100, and other methods.

[0299] [Automatic stopping function] Next, the automatic stopping function during autonomous driving will be explained using Figures 1 to 5 and Figure 35.

[0300] During autonomous driving, the vehicle 1 may automatically stop if various conditions are met. For example, if the sonar sensor 60 detects an obstacle during autonomous driving, the vehicle 1 will stop as soon as the obstacle is detected, or if it is detected that the distance to the obstacle is shorter than a predetermined distance. In addition, the vehicle 1 will be controlled to stop if it is detected that the vehicle 1 has crossed or is about to cross a boundary in boundary crossing detection, if it is detected that materials such as fertilizer are stuck, if there is a problem receiving satellite signals, if the vehicle 1 is tilted at an angle greater than a predetermined angle if the vehicle 1 is equipped with a tilt sensor 81, if it is detected that the vehicle 1 is slipping, or if it is detected that the vehicle 1 is deviating from its driving path.

[0301] When various conditions are met and the machine 1 is to stop, the machine 1 is controlled to come to an emergency stop immediately upon the fulfillment of the conditions. However, depending on the conditions under which the machine 1 stops, an emergency stop may be necessary, but on the other hand, an emergency stop by the machine 1 may place an excessive burden on the worker, or it may worsen work efficiency or damage the field, making it inappropriate in some cases.

[0302] For example, if an obstacle is detected, failure to immediately stop the machine 1 may increase the risk of the machine 1 colliding with the obstacle. Also, if the machine 1 crosses a boundary, failure to immediately stop the machine 1 may cause it to protrude from the field or collide with a ridge. Furthermore, if the machine 1 tilts beyond a predetermined angle, failure to immediately stop the machine 1 may cause it to tip over.

[0303] Conversely, even if some travel is made with a jammed load of materials, the jam can be cleared, and then the vehicle can simply travel the same route again after supplying the materials. Furthermore, in cases of deterioration of satellite signal reception, slippage of vehicle 1, or deviation from the travel path, depending on the severity, it is often sufficient to continue traveling or gradually bring vehicle 1 to a halt, and emergency stops are rarely necessary.

[0304] Furthermore, regardless of the conditions under which the machine 1 needs to stop, the situation in the field where the need to stop arises determines whether it is advisable to make an emergency stop or not. In particular, the outer perimeter route ORL sometimes travels in an area close to the ridges, making it more likely that the machine 1 needs to stop. For example, there are many obstacles such as water inlets near the ridges, and collisions between the machine 1 and the ridges should be avoided as this could damage the machine 1. Therefore, if an obstacle is detected while traveling on the outer perimeter route ORL, it is appropriate to make an emergency stop of the machine 1. Also, if the satellite signal reception environment deteriorates or the machine 1 deviates from its travel path and experiences a positional shift while traveling on the outer perimeter route ORL, the likelihood of the machine 1 colliding with obstacles such as ridges increases, making it appropriate to make an emergency stop of the machine 1.

[0305] As described above, depending on the conditions for stopping the aircraft 1 and the location within the field where those conditions are met, it may be necessary to bring the aircraft 1 to a sudden stop, or it may not be necessary to bring it to a sudden stop; in fact, it may be more appropriate to bring the aircraft 1 to a gradual stop.

[0306] Therefore, in this embodiment, when the conditions for stopping the machine 1 are met, an automatic driving stop function is implemented that varies the negative acceleration (deceleration) when stopping the machine 1, so as to stop the machine 1 abruptly or gradually, depending on the content of the conditions or the location in the field where the conditions are met.

[0307] The automatic driving stop function is controlled by a control unit 30, as illustrated in Figure 35. The control unit 30 comprises a driving control unit 312, an automatic driving control unit 75, an abnormality detection unit 78, and a border crossing determination unit 64 (corresponding to a "border crossing sensor"). The control unit 30 is also connected to the driving equipment 1D, the sensor group 1A, the information terminal 5, and the positioning unit 8, etc.

[0308] The boundary crossing detection unit 64 detects when the vehicle 1 crosses the boundary of the field based on the vehicle's position output by the positioning unit 8 and the field map. Boundary crossing is detected when the distance between the vehicle's position and the outer perimeter of the field falls below a predetermined distance.

[0309] As will be described later, the anomaly detection unit 78 receives the detection results from the border crossing determination unit 64 and various information acquired by the sensor group 1A, and detects an anomaly occurring in the aircraft 1 or its surroundings from the received information.

[0310] The driving control unit 312 controls the driving equipment 1D (corresponding to the "driving device") in response to the control of the automatic driving control unit 75 or the operation of the operating tool 1B, thereby driving the machine body 1.

[0311] The automatic driving control unit 75 controls the driving control unit 312 to drive along a predetermined driving path according to the vehicle's position determined based on the positioning data output by the positioning unit 8 during automatic driving. The automatic driving control unit 75 also includes a stopping control unit 79. The stopping control unit 79 controls the driving control unit 312 to stop the vehicle 1 based on an anomaly detected by the anomaly detection unit 78.

[0312] Sensor group 1A includes any of the following: a sonar sensor 60, which is one of the obstacle sensors; a tilt sensor 81, which detects the tilt of the aircraft body 1; a rotation speed sensor 12C, which measures the rotation speed of the axle of the wheel 12 and the drive shaft that transmits driving force from the engine 2 to the wheel 12; and a material blockage sensor 83, which detects when material is jammed. The tilt sensor 81 only needs to be able to detect in which direction and to what extent the aircraft body 1 is tilted, and the inertial measurement module 8B of the positioning unit 8 may also be used.

[0313] The abnormality detection unit 78 detects various abnormalities and, according to the detected abnormalities, determines whether the conditions for stopping the vehicle 1 have been met, and passes the determination result to the stop control unit 79 of the automatic driving control unit 75. The abnormality detection unit 78 works in cooperation with the sensor group 1A, the positioning unit 8, the boundary crossing determination unit 64, etc., to detect the state of the vehicle and the state of the surroundings of the vehicle 1, and functions as a sensor that detects abnormalities corresponding to the detected state.

[0314] For example, in the case of obstacle detection, which is one of the conditions for stopping the machine 1, the abnormality detection unit 78 receives an obstacle detection signal from the sonar sensor 60 indicating that an obstacle has been detected, and transmits the obstacle detection signal to the stop control unit 79 of the automatic driving control unit 75. Upon receiving the obstacle detection signal, the stop control unit 79 controls the driving control unit 312 so that the machine 1 stops in accordance with the obstacle detection signal.

[0315] Furthermore, in the case of boundary crossing detection, which is one of the conditions for stopping the machine 1, the abnormality detection unit 78 receives a boundary crossing signal from the boundary crossing determination unit 64 indicating that a boundary crossing has been detected, and transmits the boundary crossing signal to the stop control unit 79 of the automatic driving control unit 75. Upon receiving the boundary crossing signal, the stop control unit 79 controls the driving control unit 312 so that the machine 1 stops in accordance with the boundary crossing signal.

[0316] Furthermore, in the case of tilt detection, which is one of the conditions for stopping the machine 1, the abnormality detection unit 78 receives a tilt signal from the tilt sensor 81 indicating that it has detected a tilt of the machine 1, and transmits the tilt signal to the stop control unit 79 of the automatic driving control unit 75. Upon receiving the tilt signal, the stop control unit 79 controls the driving control unit 312 so that the machine 1 stops in accordance with the tilt signal.

[0317] Furthermore, in the case of material blockage detection, which is one of the conditions for stopping the machine 1, the abnormality detection unit 78 receives a material blockage signal from the material blockage sensor 83 indicating that a material blockage has been detected, and transmits the material blockage signal to the stop control unit 79 of the automatic driving control unit 75. Upon receiving the material blockage signal, the stop control unit 79 controls the driving control unit 312 so that the machine 1 stops in accordance with the material blockage signal.

[0318] Furthermore, in the case of slip detection, which is one of the conditions for stopping the machine 1, the abnormality detection unit 78 first calculates the vehicle speed corresponding to the rotation speed of the wheels 12 from the detected value of the rotation speed sensor 12C. Separately, the abnormality detection unit 78 calculates the vehicle speed from the amount of change per unit time of the vehicle's position output from the positioning unit 8. The abnormality detection unit 78 then compares the two calculated vehicle speeds, and if the vehicle speed corresponding to the rotation speed of the wheels 12 is faster than the vehicle speed calculated from the amount of change in the vehicle's position by a predetermined speed or more, it determines that the machine 1 is slipping and transmits a slip signal to the stop control unit 79 of the automatic driving control unit 75. Upon receiving the slip signal, the stop control unit 79 controls the driving control unit 312 so that the machine 1 stops in accordance with the slip signal.

[0319] In addition, the abnormality detection unit 78 can detect satellite signal reception abnormalities, such as a decrease in the satellite signal reception sensitivity of the positioning unit 8, or positional deviation abnormalities, such as a discrepancy of more than a predetermined distance between the vehicle's position and the travel path. If any of these abnormalities are detected, the unit controls the driving control unit 312 to stop the vehicle 1. Furthermore, the abnormality detection unit 78 can also be configured to detect abnormalities such as the driver leaving the driver's seat 16 during manned automatic driving, or the depletion of materials such as seedlings or fertilizer, and control the driving control unit 312 to stop the vehicle 1.

[0320] When such an abnormality is detected, the abnormality detection unit 78 determines that the conditions for stopping the machine 1 have been met and stops the machine 1. The stopping control unit 79 of the automatic driving control unit 75 then adjusts the deceleration when stopping the machine 1 according to the nature of the abnormality corresponding to the condition. In other words, the various abnormalities that can be detected by the abnormality detection unit 78 are classified into abnormalities that correspond to conditions for abruptly stopping the machine 1 and abnormalities that correspond to conditions for gradually stopping the machine 1. When the abnormality detection unit 78 of the automatic driving control unit 75 detects an abnormality that corresponds to conditions for abruptly stopping the machine 1, it controls the driving control unit 312 to abruptly stop the machine 1, and when it detects an abnormality that corresponds to conditions for gradually stopping the machine 1, it controls the driving control unit 312 to gradually stop the machine 1. In stopping the machine 1 in this way, the deceleration when abruptly stopping is greater than the deceleration when gradually stopping.

[0321] For example, anomalies corresponding to the conditions for an abrupt stop of aircraft 1 include obstacle detection, boundary crossing detection, and tilt detection, while anomalies corresponding to the conditions for a gradual stop of aircraft 1 include other anomalies such as material jam detection, slip detection, satellite signal reception anomaly, and positional deviation anomaly.

[0322] In this way, abnormalities corresponding to the conditions for stopping the machine 1 are classified into abnormalities corresponding to the conditions for sudden stopping of the machine 1 and abnormalities corresponding to the conditions for gradually stopping the machine 1. When an abnormality corresponding to the conditions for sudden stopping of the machine 1 is detected, the machine 1 is stopped suddenly, and when an abnormality corresponding to the conditions for gradually stopping the machine 1 is detected, the machine 1 is stopped gradually. This allows the machine 1 to stop while minimizing, to the extent possible, excessive burden on the worker, deterioration of work efficiency, and damage to the field, even when the machine 1 is stopped. At the same time, if a sudden stop is necessary despite the burden on the worker, work efficiency, and damage to the field, the machine 1 will stop suddenly, allowing for an appropriate response to serious abnormalities. Therefore, the machine 1 can be stopped in an appropriate manner depending on the nature of the abnormality, thereby improving work efficiency.

[0323] Furthermore, the abnormalities are not limited to being divided into two categories: abnormalities corresponding to conditions that cause the machine 1 to come to a sudden stop and abnormalities corresponding to conditions that cause the machine 1 to come to a gradual stop. In addition, there may be three or more stopping modes with different deceleration degrees, and each abnormality may be assigned to a condition corresponding to one of these three or more stopping modes with different deceleration degrees. The abnormality detection unit 78 then controls the driving control unit 312 so that the machine 1 comes to a stop with a different deceleration rate according to the nature of the detected abnormality.

[0324] This allows the aircraft 1 to be stopped in a more appropriate manner depending on the detected anomaly.

[0325] Furthermore, when an abnormality is detected, the abnormality detection unit 78 may not only stop the machine 1, but also control the driving control unit 312 to decelerate the machine 1 and move slowly.

[0326] Depending on the nature of the anomaly, it may not be necessary to stop the aircraft 1. When an anomaly is detected, in addition to different modes of deceleration that bring the aircraft 1 to a stop, a mode of slowing down the aircraft 1 is also provided, and the anomaly is distributed as a condition for controlling the aircraft 1 in each mode. This allows the aircraft 1's driving state to be appropriately controlled according to the nature of the anomaly.

[0327] Furthermore, depending on the nature of the anomaly, the same anomaly may be detected each time the vehicle travels to the same location in the field. For example, water inlets and trees in a field are always in the same location and are detected as obstacles each time the vehicle travels near them. Also, the condition of the field tends to be the same year after year, and there is a possibility that the vehicle may slip again at the same location where it slipped in the past.

[0328] Therefore, field information (field information) including the nature of the anomaly and the location where the anomaly occurred can be stored, and when driving, the field information can be referred to, and at locations where an anomaly occurred, the machine 1 may be made to stop abruptly, stop gradually, or proceed slowly according to the nature of the stored anomaly. For example, the nature of the anomaly and the location where the anomaly occurred can be stored in the field map (field information) and saved to the management server 85 or information terminal 5. When driving thereafter, the anomaly detection unit 78 can acquire the field map via the communication unit 86, and by referring to the acquired field map, it can control the driving control unit 312 to make the machine 1 stop abruptly, stop gradually, or proceed slowly at locations where anomalies have been detected in the past, according to the anomalies detected in the past.

[0329] This allows the vehicle to appropriately control its driving state based on past performance, even when it is unable to properly detect abnormalities.

[0330] Furthermore, the obstacle sensor can be replaced by, or used in conjunction with, the sonar sensor 60, an imaging device 82 capable of capturing images of the area around the aircraft 1. The anomaly detection unit 78 analyzes the images captured by the imaging device 82 to detect the presence of an obstacle. Image analysis can also be performed using a trained model generated by machine learning using AI. By detecting obstacles using the imaging device 82, obstacle detection can be easily performed.

[0331] Furthermore, when detecting obstacles using the imaging device 82, the size of the obstacle can be easily determined. If the obstacle is large, it is often necessary to bring the aircraft 1 to a sudden stop, but if the obstacle is small, it may not be necessary to bring the aircraft 1 to a sudden stop, for example, as the obstacle can be easily avoided.

[0332] Therefore, if the size of the obstacle can be determined, the stopping control unit 79 of the automatic driving control unit 75 may reduce the deceleration compared to the deceleration when the detected obstacle is of a predetermined size or larger.

[0333] This allows for optimizing the deceleration of the machine 1 when stopping, depending on the size of the obstacle, thereby improving work efficiency.

[0334] Furthermore, the sonar sensor 60 can determine the distance to an obstacle from the time it takes for the reflected wave to return. Also, when detecting an obstacle using the imaging device 82, the distance to the obstacle can be determined by image analysis. If the distance to the obstacle is short, it is necessary to bring the aircraft 1 to a sudden stop, but if the distance to the obstacle is far, it may be possible to avoid the obstacle or the obstacle may no longer be an obstacle to movement, so it may not be necessary to bring the aircraft 1 to a sudden stop.

[0335] Therefore, if the distance to the detected obstacle is less than or equal to a predetermined distance, the stopping control unit 79 may reduce the deceleration compared to the deceleration when the distance is greater than the predetermined distance.

[0336] This allows for optimizing the deceleration of the machine 1 when stopping, depending on the distance to the obstacle, thereby improving work efficiency.

[0337] Furthermore, the necessity of bringing the machine 1 to a sudden stop depends not only on the nature of the abnormality but also on the location within the field where the abnormality is detected. Therefore, the location within the field where the abnormality is detected may be considered in addition to, or in addition to, the nature of the abnormality as a condition for determining the deceleration when stopping the machine 1. In other words, the stopping control unit 79 may adjust the deceleration when stopping the machine 1 depending on the location within the field where the abnormality is detected.

[0338] For example, an outer perimeter route that circles the inside of a field along its outer edge runs near the outer perimeter area of ​​the field, such as ridges. Obstacles such as water inlets are often provided in the outer perimeter area of ​​a field, and if an abnormality is detected while the machine is running on the outer perimeter route, there is a high need to bring the machine to a sudden stop. Also, if an abnormality is detected while the machine is running on the outer perimeter route, even a slight deviation in the route increases the likelihood of the machine colliding with a ridge or crossing a boundary. For this reason, it is preferable for the stopping control unit 79 to bring the machine to a sudden stop if an abnormality is detected while the machine is running on the outer perimeter route.

[0339] In this way, by varying the deceleration rate when stopping the machine 1 according to the location in the field where the abnormality is detected, the machine 1 can be stopped appropriately according to its location in the field, thereby improving work efficiency.

[0340] Furthermore, the deceleration for sudden stopping and the deceleration for gradual stopping may be predetermined, but they may also be variable through settings. Similarly, the abnormal conditions that trigger sudden stopping and the abnormal conditions that trigger gradual stopping may be predetermined, but they may also be variable through settings. Additionally, the deceleration depending on the nature of the abnormality or the position within the field may be predetermined, but they may also be variable through settings, and the system may be configured to allow individual deceleration settings for each type of abnormality or each position within the field. Moreover, the above settings can be configured at the start of automatic driving using the information terminal 5, etc., and the settings may also be changed using the information terminal 5, etc., during automatic driving.

[0341] By making the above settings as desired, it is possible to control the stopping of machine 1 more optimally according to the field conditions and work situation, thereby improving work efficiency.

[0342] [Aircraft slip detection function] Next, the automatic stopping function during autonomous driving will be explained using Figures 1 to 5 and Figure 35.

[0343] In automated driving mode, the automated driving control unit 75 controls the driving equipment 1D, engine 2, etc., to drive the machine 1 according to the instructed vehicle speed. In automated driving mode, the supply of seedlings to be planted and the supply of fertilizer to be spread are adjusted according to the speed of the machine 1, so that appropriate planting and fertilizer spreading are carried out throughout the field. When the field is muddy, even if the machine 1 is driven according to the instructed vehicle speed, the machine 1 may slip, and the actual speed of the machine 1 may fall significantly below the instructed vehicle speed. If the actual speed of the machine 1 deviates from the instructed vehicle speed, appropriate planting and fertilizer spreading will not be carried out.

[0344] Therefore, if the actual speed of the vehicle 1 is slower than the instructed speed or the speed controlled according to the instructed speed by a predetermined speed or a predetermined percentage or more, the vehicle slip detection function is implemented. The vehicle slip detection function determines that the vehicle 1 is slipping if the actual speed of the vehicle 1 is faster than the instructed speed or the speed controlled according to the instructed speed by a predetermined speed or a predetermined percentage or more, and the automatic driving control unit 75 controls the automatic driving to temporarily suspend it.

[0345] In this way, by temporarily suspending automatic driving when it is determined that the machine 1 is slipping, the work driving is stopped, preventing planting and fertilizer spreading from being carried out as planned due to driving at an inappropriate speed, and enabling proper work driving.

[0346] Here, the actual vehicle speed of the aircraft 1 is calculated from the rate of change per unit time of the vehicle's position output by the positioning unit 8. In addition, the vehicle speed controlled according to the instructed vehicle speed is calculated from the rotational speed of the axles of the wheels 12 and the drive shafts detected by the rotational speed sensor 12C, which measures the rotational speed of the axles of the wheels 12 and the drive shafts that transmit driving force from the engine 2 to the wheels 12.

[0347] The automatic driving control unit 75 determines that the vehicle 1 is slipping and temporarily stops automatic driving if the vehicle speed calculated from the change in the vehicle's position is slower than the instructed vehicle speed, that is, if the vehicle speed calculated from the change in the vehicle's position is slower than the vehicle speed calculated using the rotation speed sensor 12C, and the vehicle speed calculated from the change in the vehicle's position is slower than a predetermined speed or by a predetermined percentage or more.

[0348] Furthermore, if the automatic driving control unit 75 determines that the vehicle 1 is slipping, it may immediately suspend automatic driving. However, since slipping may be temporary, it may also suspend automatic driving after the slipping condition has continued for a predetermined period of time.

[0349] For example, the automatic driving control unit 75 may temporarily suspend automatic driving after determining that the machine body 1 has been slipping for 5 seconds or more. Furthermore, if the automatic driving control unit 75 determines that the machine body 1 has been slipping for 3 seconds or more, it may stop the work equipment by raising the seedling planting device 3 or stopping the dispensing mechanism 26 of the fertilizer applicator 4, and then temporarily suspend automatic driving after determining that the machine body 1 has been slipping for a total of 5 seconds or more.

[0350] This means that automatic driving will only be temporarily stopped if the slip continues to the point of affecting the work operation. Therefore, by stopping the work operation only when the slip continues and performing appropriate work operation, work efficiency can be improved.

[0351] [Another embodiment] (1) The travel route is set by performing non-working runs along the outer perimeter of the field. The travel route can be generated by the information terminal 5 or the control unit 30. In this case, the information terminal 5 or the control unit 30 may be configured to have a route setting unit as an independent functional block. Alternatively, both the information terminal 5 and the control unit 30 may be provided with a route setting unit, and the system may selectively decide whether to set the route using the information terminal 5 or the control unit 30. It is also possible to generate the travel route on an external server, etc., and have the information terminal 5 or the control unit 30 receive the generated travel route. Various data obtained during the work runs of the rice transplanter (data created by map shape acquisition processing and route creation processing, obstacle data related to obstacles detected during travel, travel status data obtained during travel, work status data, field status data, etc.) may be uploaded to an externally installed central computer or a computer for cloud services. Furthermore, such registered data may be downloaded before work begins.

[0352] (2) The control unit 30 can be subdivided into any functional block. For example, an automatic driving control unit that controls driving during automatic driving, a manual driving control unit that controls driving during manual driving, a work device control unit that controls various work devices, a communication unit that sends and receives information with the information terminal 5 and other devices, an obstacle detection unit that controls the sonar sensor 60 and detects obstacles, an obstacle control unit that issues commands to the automatic driving control unit and the manual driving control unit according to the obstacle detection result, a stacked lamp control unit that controls the stacked lamp 71, a transmission operation unit that controls the main shift lever 7A, etc. may be individually provided as functional blocks of the control unit 30. Also, although only specific components are shown in Figures 8 and 9 for explanatory purposes, the information terminal 5 and the control unit 30 may be equipped with all the components shown in each figure, or any combination of components may be equipped as needed.

[0353] (3) In each of the above embodiments, the notification device that provides various notifications by the rice transplanter is not limited to the information terminal 5 or the voice alarm generator 100, but can be provided using various notification devices. For example, the remote control 90 may be equipped with LEDs and various information may be notified by the lighting pattern, or the remote control 90 may be equipped with a monitor and various information may be displayed. In addition, notifications can be made by the lighting patterns of the stacked lamps 71, the center mascot 20, lights, and other light-emitting elements, by display or vibration on a smartphone, mobile terminal, personal computer, etc., held by the operator, or by vibration of the remote control 90, etc. Furthermore, the various notifications provided by the notification device are controlled by the control unit 30, or a notification control unit built into the control unit 30, or a notification control unit provided outside the control unit 30, according to the driving state, working state, detection state of various sensors, etc.

[0354] (4) When a location is calculated where a shortage of fuel, battery, seedlings, fertilizer, chemicals, or other materials has occurred or is predicted to occur, the notification may be configured to display the location of the shortage on the touch panel 50, preferably on the travel route.

[0355] (5) In each of the above embodiments, a rice transplanter was used as an example, but the present invention can be applied to various agricultural machinery such as rice transplanters, direct seeders, cultivators (for spraying chemicals and fertilizers, etc.), tractors, harvesters, and various other machinery that travels around the work area. [Industrial applicability]

[0356] This invention can be applied to agricultural machinery such as rice transplanters and other agricultural machinery. [Explanation of symbols]

[0357] 1: Aircraft 1C: Working equipment 1D: Running equipment (running device) 5: Information terminal 8: Positioning Unit 75: Automatic Driving Control Unit 77: Notification Control Unit 100: Voice alarm generator 312: Driving Control Unit tw1: Time (first time) tw2: Time (second time)

Claims

1. Traveling device and A travel control unit that controls the aforementioned travel device, A satellite antenna that receives satellite signals from a satellite, A satellite positioning unit that outputs positioning data corresponding to the vehicle's position based on the aforementioned satellite signal, An automatic driving control unit controls the driving control unit to automatically drive along a predetermined driving path within the field based on the vehicle's position, An operating device for controlling the drive control unit through human operation, Equipped with a work device for performing tasks using materials, The aforementioned automated driving includes reciprocating work driving, which involves driving along a round-trip driving path between two opposing outer perimeters within the field and performing work along that path. A specific side of the aforementioned field is designated as a material supply side. The automatic driving control unit can accept a human operation to either temporarily suspend the automatic driving at the end point of the material supply side of the reciprocating driving path and switch to either proceeding with the material supply operation or continuing the reciprocating work driving, and if no operation to proceed with the supply operation is performed on the operating tool for a predetermined time after the temporary suspension, the work machine will resume the reciprocating work driving.

2. The work machine according to claim 1, wherein the manual operation is remote operation.

3. The work machine according to claim 1, wherein the operating device is a main gear shift lever for adjusting the vehicle speed.

4. Further comprising a notification unit that performs a predetermined notification, The work machine according to any one of claims 1 to 3, wherein the notification unit notifies a predetermined guidance when the machine is temporarily stopped.

5. The work machine according to claim 4, wherein the guidance is a warning that automatic driving has been temporarily suspended.

Images