JP7401422B2 - work equipment - Google Patents

Description

This invention relates to a work machine that automatically travels while working on a work site such as a farm field.

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

Japanese Patent Application Publication No. 2019-154394

Such work vehicles (work machines) are required to further improve convenience in automatic work travel.

In order to achieve the above object, a working machine according to the present invention capable of automatically traveling on a farm divides the farm into an outer peripheral area, an internal area located inside the outer peripheral area, and a special area where steering difficulty is high. a driving route setting unit that sets a circular route for traveling in the outer circumferential area and an internal reciprocating route for traveling in the internal area as a target traveling route that is a goal of automatic driving; a travel control unit having an automatic travel mode in which the aircraft travels based on the aircraft position calculated by the aircraft position calculation unit and the target travel route; and a remote control travel mode in which the aircraft travels based on remote control from a remote controller; , comprising;
An arbitrary area of the farm is set as the special area for each farm based on an operator's operation using the map of the farm displayed on the screen of the display unit,
The remote control driving mode is assigned as the driving mode in the special area , and when entering the special area from the outer peripheral area or the internal area, the driving mode is automatically changed from the automatic driving mode to the remote control driving mode. can be switched to

Rice planting and harvesting work in the field can easily be done automatically (unmanned) if the work route is a relatively long straight line, but it is easy to do it automatically (unmanned) if the work route is a relatively long straight line. In areas around obstacles, the difficulty of maneuvering increases, making automatic driving difficult. Therefore, manual driving is required. It is a cumbersome task for the worker to climb into the work machine as a driver every time manual travel is required. In this configuration, a special area is set where automatic driving is difficult, and in this special area, the worker runs the work machine remotely using a remote control, so the worker acts as a driver and controls the work equipment. No need to board. Since the remote control driving mode is assigned as the driving mode in special areas, automatic driving in special areas is prohibited and manual driving using the remote control is required immediately before the work equipment enters the special area. can be notified.

It is preferable that the driving mode is automatically switched from the automatic driving mode to the remote control driving mode at the time of entering the special area from the outer peripheral area or the internal area. In this configuration, when the working machine enters the special area from the internal area in automatic running, the running mode changes from the automatic running mode to the remote control running mode, the automatic running is stopped, and the working machine stops. Remote control operation is required to move the work equipment. Since automatic driving is automatically prohibited in special areas where steering difficulty is high, problems associated with automatic driving in such areas are avoided. Furthermore, when the vehicle enters a special area, it automatically switches from automatic driving mode to remote control driving mode, so the transition from automatic driving to remote control driving is performed smoothly.

In a preferred embodiment, ground work in the special area is performed in the remote control driving mode. As a result, traveling in special areas while performing ground work can be done remotely using a remote control. At this time, since the worker performs remote control while standing near the special area, the worker can observe the state of the work travel from various angles, and can perform accurate work travel.

Driving while performing ground work in the special area requires careful driving techniques. For this reason, it is important to closely monitor the state of work travel from various angles. For this reason, it is preferable that the driving mode for ground work in a special area is limited to the remote control driving mode that allows the state of the work traveling to be observed from various angles.

During work driving, not only driving system operations but also work system operations are performed, so remote control operations for this purpose become complicated. For this reason, it would be advantageous to group specific operations related to driving and work so that a predetermined amount of forward ground work can be performed with a single operation. For this reason, in a preferred embodiment, a predetermined amount of forward ground work is performed by one unit of remote control operation.

If the remote control is equipped with an operating tool (such as a button or a lever) for shifting to the automatic driving mode, if the remote control shifts to the automatic driving mode due to an erroneous operation, there will be an inconvenience that the ground work performed by the remote control will be interrupted. In order to avoid this problem, it is preferable to maintain the remote control driving mode until the ground work in the special area is completed.

Work driving in the automatic driving mode includes manned automatic driving in which a worker is on board the aircraft, and unmanned automatic driving in which a worker is not on board the aircraft. During manned automatic driving, if the aircraft reaches a special area, it is cumbersome to switch to working driving in remote control driving mode.
It is desirable to be able to manually operate the aircraft while aboard the aircraft. Therefore, in a preferred embodiment, the travel mode in the special area includes a boarding manual travel mode in which a worker on board the aircraft manually operates the vehicle. As a result, when the aircraft reaches a special area during manned automatic driving, work driving in the special area is performed in the boarding manual driving mode.

One of the areas where steering is highly difficult when driving for work on a farm such as a field is near the exit and entrance of the field. Furthermore, a farm always has one or more exits and entrances. Note that the exit and entrance may be the same. For this reason, it is convenient to set in advance an area near the exit of the farm, an area near the entrance, or both areas as a special area. In the following description, the term "entrance/exit" is used as a generic term for exits and entrances.

If the boundaries of a farm, such as ridges, are not straight lines but have uneven shapes, or if the boundaries intersect at acute angles, steering during work driving near the area will be complicated, just like in the entrance/exit area, and automatic Since it is not suitable for driving, manual operation using a remote control is effective. Since such areas differ from farm to farm, it is necessary to set the special area for each farm. In order to set the special area for each farm, it is preferable that the operator designate it while looking at a farm map displayed on a monitor screen or the like. Therefore, in a preferred embodiment, the work management section is configured to set the special area based on the operator's operation using the screen of the display section.

If this work machine is a rice transplanter that performs seedling planting work, accurate positioning of the work machine is required for seedling planting work, and seedlings should not be planted overlapping areas where seedling planting has already been completed. There are challenges that must be avoided. Moreover, in special areas such as the area near the entrance to a farm, the working width (number of seedling planting rows) is also limited. Therefore, it is necessary to reduce the number of seedling planting rows in the seedling planting device. In order to meet such demands, a preferred embodiment of the present invention is provided with a seedling planting device in which the number of seedling planting rows is variable, and a control unit that controls the operation of the seedling planting device. The remote controller is provided with an effective row designation section for designating the number of rows for planting seedlings.

It is a side view of the rice transplanter which can run automatically. It is a top view of the rice transplanter which can run automatically. It is a front view of the rice transplanter which can run automatically. FIG. 2 is a schematic diagram illustrating the working movement of the rice transplanter. It is a functional block diagram showing a control system of a rice transplanter. FIG. 3 is a plan view of the remote control. FIG. 3 is a plan view of the information terminal. FIG. 2 is a functional block diagram showing functional units related to map selection processing and field shape acquisition processing. FIG. 3 is a functional block diagram showing functional units related to route creation. FIG. 3 is a schematic diagram illustrating a connecting turn. FIG. 3 is a schematic diagram illustrating a connecting turn. FIG. 3 is a functional block diagram showing functional units related to cancellation instruction invalidation processing. It is a figure which shows the driving|running|working form when a stop instruction is invalidated. FIG. 2 is a functional block diagram showing functional units related to border crossing determination processing. It is an explanatory diagram about a boundary line. It is an explanatory diagram about border crossing determination. FIG. 3 is a functional block diagram regarding route search and supplementary route setting. It is an explanatory view showing an example of a driving route in route search. It is an explanatory view showing line advance on a touch panel. FIG. 2 is an explanatory diagram of turning travel that does not require a supplementary route. FIG. 3 is an explanatory diagram for explaining an example of using backward movement during turning. FIG. 3 is an explanatory diagram for explaining turning travel supplemented by a supplementary route. FIG. 2 is an explanatory diagram showing a special area set near an entrance/exit. FIG. 2 is a functional block diagram of a control system for executing work travel in a special area using a remote control. It is an explanatory view showing power distribution to a planting mechanism and control of each row clutch. FIG. 3 is a diagram illustrating a driving route from a non-working driving route in which straight forward driving is long to a working driving path. FIG. 3 is a diagram illustrating a driving route from a non-working driving route in which straight forward driving by reversing is long to a working driving route. FIG. 3 is a diagram illustrating an example of an amplification function during long-distance traveling when moving forward. FIG. 3 is a diagram illustrating an example of an amplification function during long-distance traveling when reversing. FIG. 2 is a functional block diagram illustrating the configuration of a functional unit for implementing an amplification function during long-distance travel. FIG. 3 is a diagram illustrating a configuration for implementing an amplification function during long-distance travel in a modified field. FIG. 3 is a diagram illustrating an example of a turning function exclusively for high-load fields. FIG. 3 is a functional block diagram illustrating a configuration of a functional unit for implementing a manual operation restriction function. It is a figure explaining a manual operation regulation function along a time chart. FIG. 2 is a functional block diagram illustrating the configuration of a functional unit for implementing an automatic driving and stopping function.

A rice transplanter that travels in a field will be described below.

Here, for ease of understanding, in this embodiment, unless otherwise specified, "front" (the direction of arrow F shown in FIG. 1) means the front in the longitudinal direction (traveling direction) of the aircraft; The term "rear" (direction of arrow B shown in FIG. 1) means the rear in the longitudinal direction (running direction) of the aircraft. In addition, the left-right direction or lateral direction refers to the transverse direction of the aircraft (aircraft width direction) perpendicular to the longitudinal direction of the aircraft, that is, "left" (direction of arrow L shown in FIG. 2) and "right" (direction of arrow R shown in FIG. 2). ) shall mean the left direction and the right direction of the aircraft, respectively.

[Overall structure]
As shown in FIGS. 1 to 3, the rice transplanter includes a body 1 of a riding type and a four-wheel drive type. The fuselage 1 includes a link mechanism 13 in the form of parallel quadruple links that is connected to the rear of the fuselage 1 so as to be able to swing up and down, a hydraulic lift link 13a that swings the link mechanism 13, and a rear end area of the link mechanism 13. A seedling planting device 3 that is rollably connected to the seedling planting device 3, a fertilizing device 4 that is installed from the rear end region of the body 1 to the seedling planting device 3, and a fertilizer application device 4 that is provided in the rear end region of the seedling planting device 3. It is equipped with a chemical spraying device 18 and the like. The seedling planting device 3, the fertilizing device 4, and the chemical spraying device 18 are examples of working devices.

The aircraft body 1 includes wheels 12 as a mechanism for traveling, an engine 2 (corresponding to a "power source"), and a hydraulic continuously variable transmission 9 as a main transmission. The continuously variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and changes the driving force (rotational speed) output from the engine 2 by adjusting the angles of a motor swash plate and a pump swash plate. The wheels 12 include 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 on the front part of the aircraft body 1. Power from the engine 2 is supplied to the front wheels 12A, rear wheels 12B, working equipment, etc. via the continuously variable transmission 9 and the like.

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

The seedling mounting stand 21 is a pedestal on which eight rows of mat-like seedlings are placed. The seedling platform 21 reciprocates in the left and right direction with a constant stroke corresponding to the left and right width of the mat-shaped seedlings, and the vertical feed mechanism 23 moves the seedling platform 21 up and down each time the seedling platform 21 reaches the left and right stroke ends. The mat-shaped seedlings are vertically fed toward the lower end of the seedling platform 21 at a predetermined pitch. The eight planting mechanisms 22 are of a rotary type and are arranged in the left-right direction at regular intervals corresponding to the planting rows. Each planting mechanism 22 receives driving force from the engine 2 by shifting a planting clutch (not shown) to a transmission state, and operates the lower end of each mat-shaped seedling placed on the seedling stand 21. Cut a single seedling (also called a planted seedling) from the ground and plant it in the muddy area after leveling the land. As a result, when the seedling planting device 3 is in operation, seedlings can be taken out from the mat-shaped seedlings placed on the seedling platform 21 and planted in the muddy soil of the paddy field.

As shown in FIGS. 1 to 3, the fertilization device 4 (supply device) includes a hopper 25 (storage section) that stores granular or powdered fertilizer (chemicals and other agricultural materials), and a hopper 25 that feeds out the fertilizer from the hopper 25. It has a feeding mechanism 26 and a fertilizing hose 28 (hose) that conveys the fertilizer fed out by the feeding mechanism 26 and discharges the fertilizer to the field. The fertilizer stored in the hopper 25 is dispensed in predetermined amounts by the dispensing mechanism 26 and sent to the fertilizing hose 28, conveyed through the fertilizing hose 28 by the conveying air of the blower 27, and discharged from the furrower 29 to the field. Ru. In this way, the fertilization device 4 supplies fertilizer to the field. The hopper 25 and the feeding mechanism 26 are mounted and supported on the body frame 1E, and the groove creator 29 is provided at the lower end of the seedling planting device 3. The fertilizer hose 28 extends between the feeding mechanism 26 and the furrower 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilizer hose 28.

The blower 27 is operated by electric power from a battery 73 mounted on the machine body 1, and generates a conveying wind that conveys the fertilizer delivered by each delivery mechanism 26 toward the muddy surface of the field. By intermittent operation of the blower 27 or the like, the fertilizer application device 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 and a non-operating state in which the supply is stopped.

Each fertilizing hose 28 guides the fertilizer conveyed by the conveying wind to each furrower 29. Each trencher 29 is arranged on each earth leveling float 15. Each trencher 29 moves up and down together with each soil leveling float 15, and when each soil leveling float 15 touches the ground during work travel, it forms a fertilizing groove in the muddy soil part of the paddy field and guides fertilizer into the fertilizing groove.

As shown in FIGS. 1 to 3, the fuselage 1 includes a driving section 14 in its rear region. The driving unit 14 includes a steering wheel 10 for steering the front wheels, a main shift lever 7A that adjusts the vehicle speed by performing a shift operation of the continuously variable transmission 9, an auxiliary shift lever 7B that enables a shift operation of the auxiliary transmission, and a seedling. A work operation lever 11 that enables lifting and lowering of the planting device 3 and switching of the operating state, etc., and a touch panel that displays (notifies) and notifies (outputs) various information to the operator and accepts input of various information. and a driver's seat 16 for an operator (driver/worker). The sub-shift lever 7B is used to switch the traveling vehicle speed between a working speed during work and a moving speed during movement. For example, movement between fields is performed at moving speed, and planting work, etc., is performed at working speed. Further, in front of the driving unit 14, a spare seedling storage device 17A for storing spare seedlings is supported by the spare seedling support frame 17.

An accelerator lever 7F may be further provided as an operating tool for controlling the vehicle speed. The traveling vehicle speed is controlled mainly according to the operating position of the main shift lever 7A, in accordance with a map scheduled by the angle of the swash plate of the continuously variable transmission 9 and the engine speed. Here, depending on the field conditions and work conditions, there are cases where it is desired to increase only the engine speed while maintaining the traveling vehicle speed, or cases where it is desired to lower the engine speed in consideration of fuel efficiency and the like. In such a case, the engine speed is increased or decreased by the accelerator lever 7F. Specifically, by changing the operating position of the accelerator lever 7F, only the engine speed can be increased or decreased from the current engine speed while maintaining the angle of the swash plate of the continuously variable transmission 9. Furthermore, a potentiometer (not shown) may be provided to detect the operating position of the accelerator lever 7F.

As mentioned above, the engine speed is basically determined according to the operating position of the main shift lever 7A. However, regardless of the engine speed determined in this way, the engine speed increases or decreases depending on the detected value of the potentiometer of the accelerator lever 7F. For example, if the accelerator lever 7F is operated in a direction to increase the engine speed while driving at an engine speed determined according to the operating position of the main shift lever 7A, the engine speed will increase; The engine rotation speed becomes the minimum required rotation speed instructed by the accelerator lever 7F.

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

[Automatic driving]
A work run in which a rice transplanter performs rice planting work in a field by automatic running will be explained using FIG. 4 while referring to FIGS. 1 to 3.

The rice transplanter in this embodiment can selectively run manually or automatically. Manual travel and automatic travel are selected by switching the automatic/manual changeover switch 7C. In manual traveling, the driver manually operates operating tools such as the steering wheel 10, the main shift lever 7A, the auxiliary shift lever 7B, and the work operation lever 11 to perform work traveling. In automatic driving, the rice transplanter runs and works under automatic control along a preset travel route. Further, automatic driving can be performed in manned automatic driving (manned automatic driving mode) which requires a driver on board, and unmanned automatic driving (unmanned automatic driving mode) which does not require a driver on board. In manned automatic driving, the rice transplanter automatically controls other operations associated with driving and work while the driver performs some operations in accordance with guidance provided by the rice transplanter. Unmanned automatic driving does not require a driver to be on board, but a driver may be on board during unmanned automatic driving. In addition, in unmanned automatic driving, when the driver performs an operation to start automatic driving, for example, using a remote control 90 (see FIG. 6), which will be described later, work driving is started under automatic control, and the work driving is set in advance. This is done 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.

When a rice transplanter performs planting work, first, a driver manually runs the rice transplanter along the outer periphery of a field without performing any planting work. By this outer circumferential traveling, the outer circumferential shape of the field (field map) is generated, and the farm field is divided into an outer circumferential area OA and an inner area IA. At this time, an entrance/exit E through which the rice transplanter enters the field is set, and one side or a specified number of sides of the outside of the field is used to supply mat-shaped seedlings, fertilizers, chemicals, fuel, etc. to the rice transplanter. It is set as the seedling supply side SL for replenishment.

When a field map is generated, a travel route along which the rice transplanter travels for work is set. In the internal region IA, an internal reciprocating path IPL is generated that connects a plurality of paths substantially parallel to one side of the field with a turning path. The internal reciprocating route IPL is a traveling route that runs throughout 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 guidance start area GA is generated near the entrance/exit E. By stopping the rice transplanter within the guidance start area GA, the rice transplanter can automatically travel to the starting point S of the internal reciprocating route IPL. Note that a dedicated travel route is set for the starting point guidance performed from the guidance startable area GA, but a plurality of such travel routes may be set. Depending on the shape of the field, it may be difficult to guide the starting point from the parking position. It is preferable to set a plurality of travel routes because it increases the possibility that the vehicle will be properly guided to the starting point regardless of the stopping position.

In the outer circumferential area OA, two traveling routes, an inner circumferential route IRL and an outer circumferential route ORL, are generated, which travel around the outer circumferential area OA along the outer circumference of the field. By traveling along the inner circumferential route IRL and the outer circumferential route ORL, the entire outer circumferential area OA is operated. After the work travel (reciprocating work travel) on the internal reciprocating route IPL is completed, movement to the work travel start position on the inner circular route IRL is performed by traveling on a separately set travel route. When the external shape of the field is complex, it may be necessary to separate the end point of the internal reciprocating route IPL and the starting point of the internal circular route IRL. In such a case, a travel route including a route parallel to any one side of the field may be provided as the travel route from the end point of the internal reciprocating route IPL to the start point of the inner circular route IRL.

When performing automatic travel, with the travel route generated in this way, the rice transplanter first enters the field from the entrance E, moves to the guidance start area GA, and stops. When automatic travel is started in area GA where guidance can be started, the rice transplanter moves backwards and then moves to starting point S (starting point guidance), and automatically runs internal reciprocating route IPL in internal area IA until reaching end point G. A run will take place. The speed of a vehicle in unmanned automatic driving is controlled according to a preset maximum speed of the vehicle. In addition, the running vehicle speed during automatic driving during starting point guidance may be a running vehicle speed that corresponds to the set running vehicle speed, but since it is often driven in the outer peripheral area OA of the field, the running vehicle speed starts at a lower predetermined running vehicle speed. Automatic traveling during point guidance may also be performed.

The fertilization work by the fertilization device 4 is performed in conjunction with the planting work. For example, as shown in FIG. 4, an internal reciprocating route IPL is set in the inner area IA, and a turning route is set in the outer peripheral area OA. The internal reciprocating routes IPL are a plurality of parallel routes, and the turning route is a route that connects adjacent internal reciprocating routes IPL. The planting work by the seedling planting device 3 is performed along the internal reciprocating route IPL, and the fertilizing work by the fertilizing device 4 is also performed along the internal reciprocating route IPL. On the other hand, planting work is not performed on the relevant turning path in the outer peripheral area OA, and fertilization work by the fertilization device 4 is not performed on the relevant turning path in the outer peripheral area OA.

When the rice transplanter travels along the internal reciprocating route IPL while planting the interior area IA, the rice transplanter reaches the boundary area between the interior area IA and the outer peripheral area OA. The boundary area in the internal area IA is the "end position", and at this end position, the planting mechanism 22 stops and the seedling planting device 3 rises. Generally, at the same time as the planting mechanism 22 is stopped or the seedling planting device 3 is raised, the feeding mechanism 26 is stopped and the fertilization operation by the fertilization device 4 is stopped. This completes the planting work and fertilization work along one internal reciprocating route IPL in the internal area IA. After this, the rice transplanter moves to the outer circumferential area OA, and turns in the outer circumferential area OA in order to move to the adjacent internal reciprocating route IPL.

When the turning movement is completed in the outer peripheral area OA, the rice transplanter moves to the inner area IA again and starts the planting work and fertilization work along the adjacent internal reciprocating route IPL. The boundary area between the inner area IA and the outer peripheral area OA in the inner area IA is the "starting position", and at this starting position, the seedling planting device 3 is lowered and the planting mechanism 22 is operated again. Generally, at the same time as the seedling planting device 3 is lowered or the planting mechanism 22 starts operating, the feeding mechanism 26 starts to move and the fertilization operation by the fertilizing device 4 is started.

When the work travel in the inner area IA is completed, the work travel in the outer circumferential area OA is performed. First, the rice transplanter is manually moved to the starting point of the inner loop route IRL, and then performs work travel on the inner loop route IRL by unmanned automatic running. Next, the rice transplanter is manually moved to the starting point of the outer circumferential route ORL, and then performs work travel on the outer circumferential route ORL by manned automatic travel (circular work travel). In manned automatic driving, automatic driving is performed along a driving route at a manually controlled vehicle speed, and work equipment is manually operated in accordance with guidance (driving assist). Furthermore, when turning, the aircraft 1 is automatically temporarily stopped at a predetermined position, and when the necessary work equipment is manually operated in accordance with the guidance, the turning movement is performed automatically. With the above-mentioned work travel, the planting work for the entire field is completed.

Note that the internal reciprocating route IPL and the inner circumferential route IRL are not limited to unmanned automatic travel, and work travel may be performed by manned automatic travel or manual travel. Further, the outer circumferential route ORL is not limited to manned automatic driving, but may be manually operated, or unmanned automatically operated. Furthermore, the movement from the end point G of the internal reciprocating route IPL to the inner circular route IRL is not limited to manual travel, but may be performed by manned or unmanned automatic travel. Similarly, movement from the end point of the inner loop route IRL to the outer loop route ORL is not limited to manual travel, but may be performed by manned or unmanned automatic travel.

In addition, in manned automatic driving, the conditions for starting automatic driving are that at least a driver is on board and that the main shift lever 7A is in the neutral position. When the main shift lever 7A is moved in the traveling direction in a state where the start conditions are met, automatic travel is started. In the above-mentioned field driving route, manned automatic driving is performed during work driving on the outer circumferential route ORL, but may be performed on other driving routes. Moreover, in the manned automatic driving, the raising and lowering of the seedling planting device 3 is performed under automatic control. For example, during work travel in manned automatic travel on the internal reciprocating route IPL or the internal circular route IRL, the raising and lowering of the seedling planting device 3 is performed under automatic control. However, when traveling on the outer circumferential path ORL, the seedling planting device 3 is lowered manually. Specifically, when the aircraft 1 reaches the turning position on the outer circumferential route ORL, the seedling planting device 3 is raised under automatic control. When the turning is completed in this state, the machine body 1 stops, and by lowering the seedling planting device 3 by manual operation, the work traveling by automatic traveling is continued. There is a higher possibility that obstacles exist in the surroundings on the outer loop route ORL than on other travel routes. In order to perform the work run smoothly, the seedling planting device 3 is manually lowered after confirming that there are no obstacles during the work run on the outer circumferential route ORL.

Further, in unmanned automatic driving, automatic driving is started by operating the remote control 90, and work driving is performed under automatic control along a preset driving route. In the above-mentioned field travel route, unmanned automatic travel can be performed during work travel on the internal reciprocating route IPL and the inner circular route IRL. Even in unmanned automatic driving, the raising and lowering of the seedling planting device 3 is performed under automatic control.

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

The control unit 30, which forms the core of the control system of the rice transplanter, controls the running of the rice transplanter and the operations of various working devices 1C. The control unit 30 performs control according to the driver's operations on various operating tools 1B during manual driving, and acquires the own vehicle position during automatic driving and performs control according to the own vehicle position. conduct.

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

The sensor group 1A corresponds to the sonar sensor 60 as an example of an obstacle detection device that detects obstacles around the aircraft body 1. The sonar sensors 60 include, for example, four front sonar sensors 61 that detect obstacles in the area in front of the aircraft 1, two rear sonar sensors 62 that detect obstacles in the area behind the aircraft body 1, and two rear sonar sensors 62 that detect obstacles in the area behind the aircraft body 1. It is composed of two horizontal sonar devices 63 that detect obstacles in the area. Note that the obstacle detection device is not limited to the sonar sensor 60, and any device can be used as long as it can detect obstacles. For example, a laser sensor or a contact sensor can be used as the obstacle detection device. Further, the obstacle detection device may be configured such that the surroundings of the aircraft body 1 are photographed using an imaging device, and obstacles are detected by image analysis. Image analysis can also be performed using a trained model generated by machine learning, or can be performed by any means using artificial intelligence.

The various operating tools 1B correspond to, for example, the above-mentioned main shift lever 7A, auxiliary shift lever 7B, accelerator lever 7F, steering wheel 10, remote control 90, and the like. For example, the work operation lever 11 corresponds to the various work devices 1C. A receiving device 72 that receives a wireless command signal from a remote controller 90 (remote control device), converts the received wireless command signal into an electrical signal, and transmits it to the control unit 30 is located on both sides of the self-propelled vehicle. It is located on the right side.

The seedling planting device 3 shown in FIGS. 1 and 2 is a specific example of the working device 1C. The seedling planting device 3 performs work in rice fields. More specifically, the seedling planting device 3 performs seedling planting work along a predetermined row direction.

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

The positioning unit 8 outputs positioning data for calculating the position and direction of the aircraft 1. The positioning unit 8 includes a satellite positioning module 8A (corresponding to a "satellite positioning section") that receives radio waves from satellites of the Global Navigation Satellite System (GNSS), and an inertial module that detects the tilt and acceleration of the aircraft 1 in three axes. A measurement module 8B (corresponding to a "vehicle body orientation measurement section") is included. Note that the inertial measurement module 8B may be built into the positioning unit 8, or may be provided separately. Further, the satellite positioning module 8A and the inertial measurement module 8B may be provided separately, and together functionally constitute the positioning unit 8.

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

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

Furthermore, the control unit 30 controls the vehicle to reduce the vehicle speed in the manned automatic driving mode compared to the unmanned automatic driving mode so that acceleration and deceleration are performed more gently. As a result, in the unmanned automatic driving mode, work driving can be performed efficiently, and in the manned automatic driving mode, it is possible to prevent the riding comfort of the driver from being impaired.

The engine speed is determined according to the operation position of the main gear shift lever 7A in manual driving, and according to the control of the automatic driving ECU (automatic driving microcomputer 6) in automatic driving. (equivalent to or built-in).

Note that the control unit 30 can have any configuration as long as it can realize the above-mentioned functions, and may be configured from a plurality of functional blocks. Moreover, some or all of the functions of the control unit 30 may be configured by software. A program related to software is stored in an arbitrary storage unit and executed by a processor such as an ECU or a CPU included in the control unit 30, or a separately provided processor.

〔Remote controller〕
This rice transplanter is equipped with a remote control 90 shown in FIG. 6, and the rice transplanter can be remotely controlled using this remote controller 90. This remote control 90 includes seven buttons and two indicators. Note that in this specification, buttons should be interpreted in a broad sense and include various operating bodies such as switches and keys, and also include software buttons and hardware buttons. The first button 90a is a power ON/OFF button. The second button 90b causes the aircraft 1 to temporarily stop while maintaining the automatic travel mode by a single press operation. Furthermore, when the second button 90b and the function button 90g are pressed simultaneously, the aircraft 1 is stopped and the automatic travel mode is ended. At this time, do not stop the engine. The third button 90c accelerates the aircraft 1 when pressed single-handedly, and moves the aircraft 1 forward at a slow speed when pressed simultaneously with the function button 90g. The fourth button 90d decelerates the aircraft 1 when pressed single-handedly, and causes the aircraft 1 to move backward at a very slow speed when pressed simultaneously with the function button 90g. The fifth button 90e starts automatic driving when pressed simultaneously with the function button 90g. The sixth button 90f starts the planting work when pressed simultaneously with the function button 90g. The first indicator 90x indicates the remaining battery power, and when the remaining battery power becomes low, the display color changes from green to red. The second indicator 90y indicates ON/OFF of communication. In other words, the second indicator 90y indicates that the remote controller 90 has been operated. Further, the second indicator 90y can also display that the operation by the remote controller 90 has been accepted by the control system of the rice transplanter.

The functions of each button that can be realized by pressing the function button 90g simultaneously may be realized by pressing each button for a long time or by pressing the button twice. Alternatively, the aircraft 1 may be configured to be stopped by the first button 90a, which is a power button. In order to temporarily stop the aircraft 1 in the automatic travel mode, the second button 90b is single-pressed. The second button 90b may be pressed for a long time or twice to stop the aircraft 1 and terminate the automatic travel mode. When the engine is stopped for idling stop, the engine may be restarted by operating a button on the remote control 90. Note that the function realized by pressing the function button 90g and each button simultaneously, the function of each button, and the function of each button realized by a single press operation of each button may be replaced. Note that in this embodiment, the remote control 90 was provided with seven buttons and two indicators, but the respective numbers may be changed arbitrarily.

When a cradle for the remote controller 90 or a connector capable of data communication with the remote controller 90 is installed in the operating section 14, the remote controller 90 can exchange data with the information terminal 5 and the control unit 30. If the battery of the remote control 90 is rechargeable, it can be charged via the cradle. In this case, if the cradle is provided with a cover that is waterproof both when the remote control 90 is attached and when it is not attached, the rice transplanter will not be damaged by water when washing the rice transplanter. By exchanging data between the remote control 90 and the information terminal 5, operation guidance and operation results of the remote control 90 can be displayed on the touch panel 50. Further, at least one of the information terminal 5, the control unit 30, and the remote controller 90 may be provided with a function of managing the distance between the remote controller 90 and the aircraft 1 and issuing a warning when the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote controller 90 is equipped with a function to issue a warning when a communication failure occurs between the information terminal 5, the control unit 30, and the remote controller 90. Further, it is also possible to adopt a configuration in which the rice transplanter autonomously performs a preset sequential operation by a specific operation (such as a demonstration mode operation) on the remote controller 90.

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

[Information terminal]
The information terminal 5 is provided in the driving section 14 so that a worker (including a driver, a supervisor, etc.) seated in the driver's seat 16 can perform manual operation, visual confirmation, and voice confirmation. The information terminal 5 has a network computer function. As shown in FIG. 7, a touch panel 50 and a hardware button group 5a consisting of a plurality of operation keys are incorporated into the housing 5A. Furthermore, substantially the same operation keys are displayed on the touch panel 50 as a software button group 50a. When the display contents of the touch panel 50, such as a map screen or a route screen, are enlarged by operating the enlarge key, the software button group 50a is deleted, but operations on the software button group 50a are replaced by the hardware button group 5a. It is possible. Therefore, the positions of the operation keys in the software button group 50a and the hardware button group 5a correspond to each other. When a key operation is required by the operator, the corresponding operation key of the software button group 50a is alerted by flashing or lighting. At this time, if the operation keys of the hardware button group 5a are also valid, the corresponding operation keys of the hardware button group 5a 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 as much as possible.

[Graphic interface of information terminal]
This rice transplanter can automatically perform seedling planting work in the field. Information necessary for this purpose is displayed on the touch panel 50 of the information terminal 5. The information terminal 5 is equipped with a graphic interface for displaying information to the worker and inputting operations by the worker through the touch panel 50. At this time, an icon representing a rice transplanter is displayed on the touch panel 50 to indicate the running state of the rice transplanter. Since this rice transplanter can automatically run in a manned or unmanned mode, the shape and/or color of the rice transplanter icon is changed in each case. The operator inputs various commands while being guided by information displayed on the screen of the touch panel 50. In automatic work driving, the following processes are carried out,
(1) Sensor/remote control check processing,
(2) Preparation processing;
(3) Map creation process,
(4) Route creation process,
(5) Work travel setting processing,
(6) Driving assist processing,
etc., and information necessary for each process is displayed on the information terminal 5.

[Operation of operating tools during control during automatic driving]
The operation of operating tools in control during automatic driving will be explained using FIGS. 1 to 5.

In unmanned automatic driving, after the start of driving, there is basically no operator intervention, and the main shift lever 7A remains in the neutral position, and driving and work are controlled by the control unit 30.

In manned automatic driving, driving is started when the driver operates the main shift lever 7A, and certain manual operations may be required even when turning or performing work. At this time, the driver receives guidance performed under the control of the control unit 30 and performs operations according to the guidance to start driving and perform turning and work. For example, guidance is provided to operate the main shift lever 7A in the traveling direction of the route. The guidance is provided by voice guidance, display on the information terminal 5, etc., and includes guidance for prompting the operator to operate the main gear shift lever 7A and the working device 1C. Furthermore, in manned automatic driving, a notification to that effect is given at the start of driving, while reversing, and while turning.

In manned automatic driving, the operation to set the main gear shift lever 7A to the neutral position is necessary to start automatic driving, and the operation related to the operation of the working device 1C, such as lowering the seedling planting device 3, continues automatic working driving. It is necessary to do so. For example, the working device 1C, which is in a non-working state when turning, needs to be brought into a working state after turning. Therefore, the guidance by voice or the like that prompts these operations continues to be provided unless these operations are performed. For example, in the outermost periphery planting work by manned automatic driving, automatic driving will not continue unless the seedling planting device 3 is lowered by manual operation. Therefore, the guidance urging the main shift lever 7A to be placed in the neutral position continues to be provided until the seedling planting device 3 is lowered.

Guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position while turning or reversing in manned automatic driving, or when the main shift lever 7A is operated in the forward/reverse direction during unmanned automatic control. Guidance to return the main gear shift lever 7A to the neutral position in the case of automatic operation, guidance to lower the seedling planting device 3 that has been raised by the operator during automatic operation, and guidance for planting seedlings at the starting end of each side in the outermost periphery planting operation. It is preferable that the guidance for raising and lowering the device 3 continues to be announced until an operation in accordance with the guidance is performed. In addition, guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is operated to the neutral position during turning or reversing during manned automatic driving, and guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A is moved in the forward/reverse direction during unmanned automatic control. The guidance to return the main shift lever 7A to the neutral position when operated, and the guidance to lower the seedling planting device 3 that was raised by the worker during automatic work travel are operations that are contrary to the preset automatic travel. If such an operation is performed, guidance (warning) will be given so that the appropriate operation is performed to perform the set automatic driving.

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

Manned automatic driving is started by pressing the automatic driving start/stop switch 7D after predetermined conditions are met with manned automatic driving selected by the mode selector switch 7E, etc., and the main shift lever 7A is pressed. Traveling is started when the is operated in the forward direction. Furthermore, unmanned automatic driving is started when predetermined conditions are met, and driving is started by operating the remote controller 90, and traveling is not started by operating anything other than the remote controller 90.

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

However, the raising and lowering of the seedling planting device 3 during turning during the outermost periphery planting is operated according to guidance. Even in this case, if it can be confirmed by image analysis using an imaging device or the like 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 be automatically controlled.

The above-mentioned guidance may be provided by various means such as the laminated light 71 provided on the upper part of the aircraft 1, the remote control 90, etc., in addition to the audio guidance provided by a voice alarm or the like and the display by the information terminal 5. It may be reported. Such guidance is controlled by a notification control section or the like, and the notification control section may be the control unit 30, may be built into the control unit 30, or may be provided separately from the control unit 30.

[Detection by sonar sensor]
A configuration for detecting obstacles by a sonar sensor and driving control according to the detected contents will be explained using FIGS. 1 to 3 and 5.

The sonar sensor 60 detects obstacles around the aircraft 1, and during automatic travel, the control unit 30 controls automatic travel according to the detected obstacles. Specifically, such control can be performed by a functional block such as an automatic driving control section or an obstacle handling section built into the control unit 30 including the automatic driving microcomputer 6, etc., and furthermore, these functions The block may be provided separately from the control unit 30.

If an obstacle is detected when the aircraft 1 takes off due to unmanned automatic driving (at the start of unmanned automatic driving), the starting is suppressed and the vehicle does not start traveling (transmission suppression mode). For example, when starting unmanned automatic driving in forward motion, the detection results of the front sonar 61 and lateral sonar 63 of the sonar sensors 60 are used, and when the front sonar 61 and lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle starts traveling. is not started. In addition, when starting unmanned automatic driving in reverse, the detection results of the rear sonar 62 and lateral sonar 63 of the sonar sensor 60 are used, and when the rear sonar 62 and lateral sonar 63 detect an obstacle, the start is suppressed and the vehicle starts traveling. is not started. At this time, the lateral sonar 63 detects the area around the boarding and alighting step (step 14A), which is the boarding area through which the driver passes when boarding the vehicle, and in particular detects a person who is about to board and alight from the driving section 14.

During unmanned automatic driving, obstacles are detected, and when an obstacle is detected, controls such as stopping automatic driving are performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during unmanned automatic driving, the vehicle stops traveling or the traveling vehicle speed is reduced. For example, when the aircraft 1 travels straight through unmanned automatic driving, the detection results from the front sonar 61 are used, and when the aircraft 1 travels backward through unmanned automatic driving, the detection results from the rear sonar 62 are used. Further, when turning by unmanned automatic driving, the detection results of the lateral sonar 63 may be used in addition to these, or the detection results of only the lateral sonar 63 in the turning direction may be used. Note that when traveling is stopped, the traveling vehicle speed may be gradually reduced, and finally the aircraft 1 may be stopped. Note that obstacle detection may be performed during reciprocating work traveling along the internal reciprocating route IPL, and furthermore, obstacle detection may be performed during the outermost periphery planting (outermost periphery work traveling). Further, the driving control using the detection results of the sonar sensor 60 is not limited to unmanned automatic driving, but may be performed during manned automatic driving or manual driving. In particular, on the outer circumferential route ORL (see FIG. 4), work travel is performed by manned automatic travel or manual travel. There are many obstacles such as water holes on the outermost periphery of the field. Therefore, obstacle detection using the sonar sensor 60 may be performed even in the outermost work travel by manned automatic travel or manual travel.

[Seedling supply]
Seedling supply and drug supply will be explained using FIGS. 1 to 5.

The rice transplanter replenishes seedlings when they run out of seedlings. When replenishing seedlings, the machine 1 moves forward and is brought to a seedling replenishing position near the ridge of the seedling replenishing side SL. When the seedling supply is completed, the aircraft 1 moves backward and returns to the traveling route.

Automatic driving can be set to a mode with seedling replenishment or a mode without seedling replenishment. In the seedling replenishment mode, the aircraft 1 temporarily stops in order to select whether to perform seedling replenishment at the end position (end point) of the internal reciprocating route IPL before the turning route or at the end area near it, Automatic driving will be temporarily stopped. When replenishment of seedlings is not necessary, the remote control 90 is manually operated while the vehicle is temporarily stopped, and automatic travel is resumed, turning travel is performed toward the next internal reciprocating route IPL, and the remote control 90 is operated. The aircraft 1 waits in a stopped state until the vehicle is stopped. When it is necessary to replenish seedlings, an artificial operation indicating that seedling replenishment is necessary is performed, and the aircraft 1 automatically moves straight toward the ridge for a predetermined distance at a predetermined vehicle speed. and stop. Thereafter, by another manual operation using the remote control 90, the machine body 1 can be moved to the edge of the seedling supply side SL. At this time, the aircraft 1 runs at a predetermined vehicle speed only while a predetermined button on the remote controller 90 is pressed, for example. As another embodiment, the seedling supply location (supply position) may be a specific seedling supply point (supply position) on the outer periphery of the field instead of the seedling supply side. In addition, in the seedling supply mode, a route may be generated toward a seedling supply side or a seedling supply point, and the vehicle may automatically travel along the route.

Note that the function that replenishes seedlings in the mode with seedling supply as described above is sometimes referred to as the choi-yose function or simply choi-yose, and the driving related to the choi-yose function is sometimes referred to as choy-yose. There is.

Further, although the operation related to seedling supply may be performed using the remote controller 90, it may also be performed using another operating tool 1B. For example, when seedling supply is not required, after operating a predetermined operating tool 1B such as a switch (automatic start operating tool (not shown)) for starting automatic travel, operate the main gear shift lever 7A in the direction of travel. By doing so, automatic driving may be restarted and turning driving may be performed. Moreover, when seedling supply is required, by operating the main shift lever 7A in the traveling direction, the body 1 may be brought closer to the ridge of the seedling supply side SL in accordance with the operation. Note that during unmanned automatic driving, since there are cases where no passenger is on board the driving section 14, it is preferable that the operation is performed using the remote control 90.

Further, in the above explanation, the case of replenishing seedlings has been explained, but the picking function may be used not only for seedlings but also when replenishing other materials at the material replenishment position of the seedling supply side SL. .

In addition, even in the seedling non-supply mode, the aircraft 1 temporarily stops at the boundary between the turning route and the internal reciprocating route IPL for control switching. Even in the mode without seedling supply, it may be necessary to move the aircraft 1 to the ridge of the seedling supply side SL due to an unexpected need for seedling supply or other circumstances. be. At this time, while the aircraft 1 is temporarily stopped, the aircraft 1 can be brought closer to the ridge of the seedling supply side SL by manual operation using the remote control 90 or the like. Alternatively, before the aircraft 1 temporarily stops, it is gradually decelerated, and during that time, the aircraft 1 can be brought closer to the ridge of the seedling supply side SL by manual operation using the remote control 90 or the like.

Note that after the aircraft 1 temporarily stops, traveling may be automatically restarted after a predetermined period of time has elapsed, but a manual operation may be required to restart traveling.

During manned automatic driving, guidance is provided regarding the operation of the main shift lever 7A, and driving is performed based on the corresponding operation. However, in the outermost circumference planting work, the turning travel (direction change) connecting each side of the outer circumferential route ORL is switched between forward and backward movement without requiring any operation by the driver. Therefore, even in manned automatic driving, during driving that does not require such operations, it is preferable that no guidance is provided even if the driving is switched. However, even in turning that connects each side of the outer circumferential route ORL, the operation of the work device 1C may be configured to require manual operation, and in this case, guidance to perform the operation related to the operation of the work device 1C may be provided. be notified.

[Control when seedlings run out, fertilizer runs out, etc.]
Control when seedlings run out, fertilizer runs out, etc. will be explained using FIGS. 1 to 5.

Devices that supply various materials, such as the seedling planting device 3, the fertilizing device 4, the chemical spraying device 18, and the seeding machine, are equipped with sensors (one of the sensor group 1A) that detect the remaining amount of each material. Also good. The following explanation will be given using a seedling out sensor that detects the remaining amount of seedlings as an example, but it can also be applied to various materials such as fertilizers, chemicals, and rice seeds.

When the seedling exhaustion sensor detects that the remaining amount of seedlings is below a predetermined amount, the control unit 30 may cause the information terminal 5, the voice alarm generating device 100, etc. to notify this fact.

Furthermore, if the seedling out sensor detects that the remaining amount of seedlings is less than a predetermined amount at the start of work travel or when restarting work travel after stopping, the control unit 30 prevents travel from occurring. It may be controlled as follows. If planting is carried out when there are not enough seedlings left, there is a possibility that some plants will be missing in the middle of the field. Therefore, by creating a configuration in which the vehicle does not run under such a possibility, the occurrence of stock shortages can be suppressed.

If it is detected that the remaining amount of seedlings is less than a predetermined amount during the travel route, the machine 1 may be stopped, but the machine 1 may be stopped while the seedling planting device 3 is raised, and the seedling supply side You may run it up to SL. Also, based on the detection of the seedling out sensor, the remaining amount of seedlings required to travel to the next seedling supply side SL is calculated, and a predetermined amount of seedlings remaining in the amount necessary to return to the seedling supply side SL is calculated. If the amount is detected, it may be configured to continue traveling to the seedling supply side SL while continuing to work. Further, if the amount of seedlings is insufficient, the next work route may not be entered, and the operator may be notified of this by a notification device such as the information terminal 5 or the remote control 90. In addition, the vehicle may be configured to travel not only to the seedling supply side SL but also to other sides where seedling supply is possible depending on the position detected by the seedling out sensor. For movement to the seedling supply side SL or other sides during automatic travel, a travel route from that location may be generated, and automatic travel may be performed along the travel route.

The seedling breakage sensor that detects the breakage of seedlings may be configured, for example, to perform image analysis that determines that the seedlings are out when the number of seedlings has decreased below a threshold using an imaging device, or it may be configured to perform machine learning. It is also possible to input the captured image into the finished model to detect seedling breakage. Further, the seedling breakage sensor that detects the breakage of the seedlings is a seedling breakage sensor (one of the sensor group 1A) that detects the presence or absence of seedlings, which is installed at the end of the seedling feeding section of the seedling platform 21. It's okay.

The movement to the seedling supply side SL can be performed using the close-to-close function, but when the seedling planting device 3 is raised (idle operation), the speed limit for close-to-close is lifted. The traveling vehicle speed may be faster than the close-up performed before and after the turning area. Thereby, even if a decrease in the remaining amount of seedlings is detected at a position far from the seedling supply side SL, it is possible to quickly move to the seedling supply side SL.

Similarly, the rice transplanter replenishes the rice transplanter when the on-board medicine runs out. When replenishing chemicals, the aircraft 1 moves backward and is brought to the edge of the ridge of the seedling supply side SL. When the drug supply is completed, the aircraft 1 moves forward and returns to the traveling route.

When replenishing medicine, in manned automatic driving, the aircraft 1 is maintained in an automatic state, turns by human operation, travels backwards, and approaches the ridge of the seedling supply side SL.

In unmanned automatic driving, the aircraft 1 is temporarily stopped when moving from the turning route to the internal reciprocating route IPL, and by performing human operations during this time, the aircraft 1 moves backwards at a predetermined speed (squeezing). , the aircraft 1 is brought to the edge of the ridge of the seedling supply side SL. This manual operation can be performed using the remote control 90 or the like. Note that such a manual operation can be accepted while the aircraft is traveling in the middle of a turn, and after the turn is completed, the aircraft 1 moves backward at a predetermined speed.

[Map selection process]
The map selection process in the rice transplanter will be explained using FIGS. 1 to 5 and FIG. 8. The functional block diagram of FIG. 8 includes functional units related to map selection processing. In the map selection process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is equipped with a body position calculation section 311, and the information terminal 5 is equipped with a display device 551 (touch panel 50), a map information storage section 552, and a map information display section 553. Each functional unit is constructed of hardware, software, or both, with the CPU as a core component, in order to perform processing related to map selection.

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

The map information storage unit 552 stores map information indicating the shape of the work site based on position information indicating the position of the work site and time information indicating the time when the map information was created. The shape of the working area is the shape of the field where the rice transplanter performs the planting work, and corresponds to the external shape of the field. In this embodiment, information indicating the external shape of such a field is treated as map information. The position of the work area is the position of the field, and may be the position of the outer periphery of the field, or the position of the entrance E through which the rice transplanter enters and exits the field. Furthermore, the position may be in the center of the field. Further, the time information indicating the time when the map information was created may be a time stamp indicating the time when the above-mentioned location information was acquired, or the time information indicating the time when the map information was stored in the map information storage unit 552. It may also be a timestamp indicating the time. The map information includes position information that defines the position of the farm field using latitude information, longitude information, altitude information, etc., as well as time information that defines the time when the map information was created. Note that the position information in the map information can be generated based on the coordinate position based on the work site coordinates, the X, Y coordinates from a specific reference point, etc. instead of the longitude and latitude information of positioning.

Display device 551 has a display screen. In this embodiment, the touch panel 50 of the information terminal 5 corresponds to the display device 551. In this embodiment, the touch panel 50 also serves as a display screen. Therefore, unless there is a particular distinction, the display screen will be described as the touch panel 50.

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

[Field shape acquisition processing]
The field shape acquisition process in the rice transplanter will be explained using FIGS. 1 to 5 and FIG. 8. The functional block diagram in FIG. 8 includes functional units related to field shape acquisition processing. In the field shape acquisition process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 is equipped with an aircraft position calculation section 311, and the information terminal 5 is equipped with a display device 551 (touch panel 50), a position information calculation section 571, a map information creation section 572, and a travel route generation section 573. Be prepared. Each functional unit is constructed of hardware, software, or both, with a CPU as a core component, in order to perform processing related to field shape acquisition.

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

When traveling in each of a plurality of areas divided along the outer periphery of a work area, the position information calculation unit 571 calculates the position of the aircraft and the rear end of the outer peripheral side of the aircraft 1 at the start of traveling in one area. Calculate location information based on the location of. The outer periphery of the working area is the outer periphery of the field where the rice transplanter performs planting work, and corresponds to the inner periphery of the ridges that partition the field. For example, when the field has a polygonal shape, each side of the polygon corresponds to the plurality of regions divided along the outer periphery of the work site. Further, when the outer shape of the field has at least an arcuate portion, the arcuate portion may be regarded as one region and the field may be divided into a plurality of regions. Of course, even when the outer shape is a polygon, one side may be divided and divided into a plurality of regions.

Here, the rice transplanter is provided with a work unit that is movable up and down relative to the machine body 1 and performs ground work. The work unit that performs ground work is the seedling planting device 3. In such a case, the position information calculation unit 571 determines that the time when the seedling planting device 3 in the raised position is brought to the lowered state is the start of travel, and the time when the seedling planting device 3 in the lowered state is returned to the raised position. It is preferable to set it at the end of the run. The time when the seedling planting device 3 in the raised position is brought into the lowered state is when the planting mechanism 22 of the seedling planting device 3 is able to plant seedlings on the planting surface (field surface) of the field. This is the time when the soil leveling float 15 is brought close to the planting surface and touches the ground. Such a descent of the seedling planting device 3 can be detected by providing a sensor (one of the sensor group 1A) on the soil leveling float 15, or a work operation lever for raising and lowering the seedling planting device 3. It is also possible to perform this by detecting the position of 11.

Furthermore, the point in time when the seedling planting device 3 in the lowered state is returned to the raised position means that the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the soil leveling float 15 is moved away from the planting surface. This is the time when they separated. It is also possible to detect such a rise of the seedling planting device 3 by installing a sensor (one of the sensor group 1A) on the soil leveling float 15, or by using a work operation lever for raising and lowering the seedling planting device 3. It is also possible to perform this by detecting the position of 11.

In this way, the position information calculation unit 571 moves the planting mechanism 22 of the seedling planting device 3 close to the planting surface so that seedlings can be planted on the planting surface of the field, and the soil preparation float 15 is brought into contact with the ground. The time when the planting mechanism 22 of the seedling planting device 3 is moved away from the planting surface of the field, and the time when the soil leveling float 15 is separated from the planting surface is the time when the travel ends, so that the position information can be obtained. It becomes possible to calculate the amount appropriately.

Returning to FIG. 8, the map information creation unit 572 creates map information indicating the shape of the work area based on the position information. The position information is calculated by the above-mentioned position information calculation unit 571 and transmitted to the map information creation unit 572. The map information indicating the shape of the working area corresponds to a map indicating the shape of the field that continuously connects coordinates consisting of latitude information and longitude information indicated by position information obtained by the rice transplanter traveling around the outer periphery of the field. Therefore, the map information creation unit 572 creates a map showing the shape of the field by continuously connecting coordinates consisting of latitude information and longitude information indicated by the position information calculated by the position information calculation unit 571. Since such map information can be created using a known method, a description thereof will be omitted. Note that map information that is currently being created will also be simply described as map information.

[Route creation process]
The route creation process in the rice transplanter will be explained using FIGS. 9 to 11 while referring to FIGS. 1 to 5.

The target driving route (route) for automatic driving is an internal reciprocating route IPL for planting seedlings in the inner area IA of the field, and a circular route for planting seedlings in the outer peripheral area OA of the field. , a starting point guidance route for moving from the guidance startable area GA set near the entrance/exit E to the starting point (work starting point) S of the internal reciprocating route IPL. Note that the outer peripheral area OA of the field is an area where seedling planting work is performed by traveling along the circuit route, and the inner area IA is an area left inside the outer peripheral area OA. The route creation process here includes a round trip route creation process, a seedling supply route creation process, a circular route creation process, and a starting point guidance route creation process.

Functional units necessary for various processes related to route creation are built in the information terminal 5, as shown in FIG. The information terminal 5 is connected to a control unit 30 that includes functional units such as a body position calculation unit 311, a travel control unit 312, and a work control unit 313 through a communication line such as an in-vehicle LAN. The control unit 30 is also connected to the traveling equipment 1D and the working device 1C. The functional units built in the information terminal 5 include a reference edge setting unit 521, a round trip route creation unit 522, a traveling direction determination unit 523, a replenishment edge setting unit 531, a replenishment control management unit 532, a circuit route creation unit 524, and a driving mode. They are a management section 525, a starting point setting section 541, and a starting point guidance route creation section 542.

The reference side setting unit 521 sets one side of the outline of a farm (field, etc.) where the rice transplanter works as a reference side. The reciprocating route creation unit 522 creates an internal reciprocating route IPL including a plurality of straight routes extending in a predetermined direction with respect to the reference side. The traveling direction determination unit 523 sets the traveling direction on the internal reciprocating route IPL. The supply side setting unit 531 sets a specific side of the farm's outline as a material supply side for materials consumed by the rice transplanter. The supply control management unit 532 controls the rice transplanter from the terminal area of the straight route of the internal reciprocating route IPL traveling toward the material supply side, from the start area of the straight route running next, or from both areas. It manages replenishment travel control in conjunction with the travel control unit 312 to bring the materials closer to the material supply side. The circuit route creation unit 524 creates at least one circuit route in the outer peripheral area of the farm based on the travel locus in the contour calculation run along the boundary line of the farm field in order to calculate the contour of the farm. The driving mode management unit 525 allows selection from manned automatic driving, unmanned automatic driving, and manual driving as the driving form of the circuit route. The starting point setting unit 541 sets the starting point S of the work travel using the internal reciprocating route IPL. The starting point guidance route creation unit 542 creates a starting point guidance route SGL for automatically guiding the rice transplanter that satisfies the guidance conditions to the starting point S.

The program that implements the functional unit related to route creation is installed in the information terminal 5, as described above. Various processes proceed based on the contents displayed on the screen of the touch panel 50 of the information terminal 5 and operations on the touch panel 50.

When creating a route in the internal area IA, a reference side for planting and a planting direction are selected. A numerical value is assigned to the side that is a candidate for the planting reference side. The operator selects a desired side as the reference side, and further selects whether the planting direction is parallel or perpendicular to the reference side. This planting direction is the direction of the straight path in reciprocating travel in the interior area IA. In reciprocating travel, a combination of a straight route and a turning route is used, but this straight route is not limited to a straight line, but may be a large curve or a meandering shape.

Regarding the selection of the planting direction, it may be configured such that when the reference side is selected, a planting direction that reduces the number of reciprocations in reciprocating travel is automatically selected. In addition, when selecting the same or similar field for the first time, the default planting direction is set to be parallel to the longest side of the field, and when selecting the planting direction thereafter, the previous selection result will be set as the default. It may be configured to be set as the default.

Note that the field shape is not limited to a rectangle, but may be a quadrilateral such as a trapezoid or a rhombus, or may be a triangle or a polygon of pentagon or more. Therefore, the reference sides are not limited to the four sides of the rectangle, but sides whose opposing sides are non-parallel may be selected. Further, when a curved side is selected as the reference side, a travel route along that side may be set, or a route gradually adjusted to a straight line may be set. On the other hand, in such a case, the error will be large, so it may be arranged so that it cannot be selected as the reference side.

When working in the internal area IA by traveling back and forth, it is necessary to replenish seedlings during the work. Note that seedling supply here can be read as other material supply (medicines, fertilizers, fuel, etc.). To replenish seedlings, the rice transplanter must stop its round trip and approach the ridge, but the rice transplanter can automatically stop at a position where it can approach the ridge for seedling replenishment. It is possible to select whether or not to perform an automatic stop (automatic stop on the seedling supply side) for approaching the ridge through this screen. Furthermore, the side to which seedlings are replenished is the side of the field that intersects the straight route during round trip travel, and this side can also be selected through this screen. The number of sides that can be selected may be one or two sides. Furthermore, in a deformed field, two adjacent sides may become candidates for supply sides.

If the field is special, it is necessary to select a material supply side candidate from among all the field sides. For this reason, when such special fields are considered, the configuration is such that the material supply side can be selected from among all the field sides.

Seedling replenishment may also be necessary during work travel along a circular route in the outer peripheral area (surrounding planting travel). Even in this case, the aircraft 1 is automatically stopped near the field. At this time, if the aircraft 1 is more than a predetermined distance away from the field side, the aircraft 1 is brought sideways to the field side and then automatically stopped. When it automatically stops, a notification will be sent to prompt replenishment.

Regarding the selection of the seedling supply side, it may be configured such that when the reference side is selected, the seedling supply side for the surrounding planting run is preferably automatically determined, or the seedling supply side is selected and then the seedling supply side is selected. The reference side may preferably be configured to be automatically determined.

When replenishing seedlings, it is generally necessary for the front part of the aircraft 1 to approach a ridge (supply side), so the aircraft moves forward toward the ridge before or during the turn. After replenishing, the vehicle enters the next straight route by moving backward and turning. In the turning control performed when entering the next straight route, it is convenient to control the turning radius to be fixed. In this case, the aircraft 1 returns in reverse to the position where normal turning travel is performed on the original straight route, and from there enters the next straight route by normal turning travel. For drug replenishment, etc., it is necessary for the rear of the aircraft 1 to approach a ridge, so a backward turning ridge approach run in which the aircraft turns and then moves backward is adopted as the ridge approach run. After replenishing, move forward to the next straight path. These series of seedling supply runs can also be remotely controlled using the remote controller 90 or the like.

If seedling replenishment is performed near a deformed ridge, there is a possibility that the aircraft 1 approaches the ridge during the turning movement performed when returning to the next straight route after seedling replenishment. In such turning, the turning start position is set farther from the ridge than in normal turning, or the turning radius is changed.

When automatic stop for seedling replenishment is selected, the vehicle automatically travels straight to the outer peripheral area (also referred to as headland) OA on the replenishment side side. For this automatic travel, an extended route generated by extending the straight route of the internal reciprocating route IPL is used. While traveling along the extended route, work such as planting, sowing, and fertilization is not performed, and the machine 1 automatically stops at a processing position close to the ridge.

When replenishing without selecting automatic stop, when the seedling planting device 3 is raised before or during turning, run close to the ridge by manual operation or interrupt control using the remote control 90. becomes possible. In that case, automatic operation cannot be resumed unless the aircraft 1 is manually driven to the next starting point after replenishment. Of course, if replenishment is not required, there is no need to select automatic stop. Examples where replenishment is not necessary include when dense seedlings or long (roll) mat seedlings are used, or when a direct sowing device is installed instead of the seedling planting device 3. Regardless of replenishment, the aircraft 1 may be set to stop before or during a turn by operating the remote controller 90 or the like.

When remote control is performed using the remote controller 90 or the like, the remaining amount of supply materials is checked using a remaining amount sensor rather than visually checked by an operator, and the detection result or material shortage is transmitted to the remote controller 90. Alternatively, a configuration may be adopted in which the information is notified to the surrounding area by voice. If the remaining amount sensor detects that the material is out of stock (material shortage), it can be automatically stopped. Such automatic stop and notification of material shortage (material shortage) can be performed not only during work travel in the inner area IA, but also during work travel in the outer peripheral area OA. At that time, a configuration may be adopted in which a material replenishment route to the material replenishment position is created.

The remaining amount sensor can be configured with a machine learning model that receives images captured by a camera as input and outputs the remaining amount of materials such as seedlings. Furthermore, if the remaining amount of materials can be estimated, the position at which the machine will automatically stop for replenishing materials can also be estimated. Based on this estimated location, automatic stops for material replenishment can be scheduled. This reservation can be made automatically or manually, and cancellation of the reservation can be done manually.

If the remaining amount of materials can be estimated, it is determined whether it is possible to travel to the next replenishable position based on the estimated remaining amount. Based on this determination result, the aircraft 1 is stopped for material reinforcement, and the predicted position for starting material replenishment travel is notified.

In this embodiment, work driving (surrounding planting driving) in the outer circumferential area OA includes an inner circumferential route IRL located inside the outer circumferential area (headland) OA and an outer circumferential route IRL located outside the outer circumferential area OA. This is done along the circular route ORL. Travel along the inner loop route IRL is called inner loop drive or inner circumference drive, and drive along the outer loop route ORL is called outer loop drive or outer circumference drive. The map is created so as to substantially match the travel trajectory traveled by the aircraft 1. The inner circular route IRL is a route between the internal reciprocating route IPL and the outer circular route ORL. The inner lap run and the outer lap run can be performed automatically, unmanned, or manually.

In this embodiment, the outer loop route ORL is specified to be manned and automatic even if it is an automatic drive, but the outer loop route ORL is based on the travel trajectory of the teaching drive in map creation, Since the vehicle travels with the seedling planting device 3 lowered, there is little possibility that a problem will occur even in unmanned automatic travel. For this reason, the configuration may be such that unmanned automatic travel can be selected also for the outer circumferential route ORL. Further, since the inner loop route IRL and the outer loop route ORL are set as separate routes, the algorithm tends to be complicated, but a connecting route between the two routes may be provided from the beginning. Alternatively, a route may be provided that guides the user from the end point of the inner loop route IRL toward the start position of the outer loop route ORL.

In this embodiment, in order to secure enough space for turning during reciprocating travel, the circular route formed in the outer peripheral area OA is defined as a two-round circular route. However, depending on the model and the number of workpieces, one circular path is sufficient. Therefore, a configuration may be adopted in which it is possible to select that the circular route is formed by one circular route. However, if the circuit path is formed by one circuit path, the turning path used for reciprocating travel may include a turning path using reverse movement, or two angular turning paths with a connecting straight path that exceeds the working width. It is preferable to adopt a connecting turning route. At that time, when driving on the connecting straight route, driving control will be performed to follow the circular route, but special measures will be taken, such as expanding the permissible range for border crossing determination that defines the distance between the ridge and the ridge. Furthermore, if there is a risk of interference with a ridge during a turn, a turning retry function is also adopted in which the vehicle gradually turns by turning back multiple times using reverse motion or the like.

In the route creation process, usually a normal turn (180 degree turn) or a U-shaped turn (go straight, approach a ridge, then go backwards, perform the normal turn, and finally move forward) based on a predetermined trajectory. However, for specific purposes such as empty planting, or when the working width is narrower than the space for turning at the edge of a ridge, the method shown in Fig. 10 or Fig. A turning method such as No. 11 may be adopted.

10 and 11 illustrate the above-mentioned special turning travel (turning route). FIG. 10 shows an example of a connecting turn. This connecting turn is a traveling movement in which the vehicle moves not from one straight route to an adjacent straight route, but to the next straight route. This connecting turn consists of a first turning path (designated Q1 in FIG. 10) that changes direction by approximately 90 degrees, a straight path (designated Q3 in FIG. 10), and a second turning path (designated Q3 in FIG. 10). route (designated Q2 in FIG. 10). The length of the straight path is calculated according to the position of the destination straight path. FIG. 11 shows an example of turning back using reverse movement. The turn-back is used when the vehicle moves from the straight path it is traveling to an adjacent route by turning, and the space for the turning (distance to the ridge: width of the outer peripheral area OA) is small. The turnaround shown in FIG. 11 consists of a first turning path (designated R1 in FIG. 11), a reverse reverse turning path (designated R2 in FIG. 11), and a second turning path (designated R2 in FIG. 11). In FIG. 11, the reference numeral R3 is given). The first turning path and the reverse reverse turning path realize what is called turning back, and by increasing the number of turning turns, the space required for turning can be reduced.

[Interruption/termination of automated driving, postponement of driving line, resumption of automated driving from interruption]
If a situation occurs during automatic driving that makes automatic driving difficult, automatic driving will be interrupted or terminated, and driving control will shift to manual mode. When automatic driving is terminated, it is impossible to resume work using automatic driving, but when automatic driving is interrupted, it is possible to resume work using automatic driving. In automated driving, the history of automated driving (travel routes traveled, etc.) is recorded. After automatic driving is interrupted, when restarting automatic driving at the same aircraft position or after driving manually, the aircraft position where automatic driving was interrupted and the ID of the travel route for that aircraft position are stored in memory, etc. Read out. In the case where the interruption position and the restart position are different, if the interruption position and the restart position are on the same line, a restart instruction can be given using the touch panel while the aircraft overlap on the line. If the interruption position and restart position are on different lines, the travel route displayed on the touch panel 50 is used to advance the set travel route (referred to as line forwarding) and travel to the current position of the aircraft 1. Match routes.

Additional items regarding the screen display of the travel route on the touch panel 50 are as follows.
(1) The driving route where automatic driving was interrupted is drawn in a characteristic color such as red. In this case, the color of the route section to be changed is preferably for each straight route, but it may be a partial section of the straight route that includes an interruption point.
(2) If multiple routes exist near the interruption point of automatic driving, the operator selects the travel route to be processed.
(3) The color of the travel route is changed depending on the work attribute of the travel route. For example, along the driving route, there are routes where seedling planting work has been completed, routes where seedling planting work is being carried out, routes where seedling planting work is to be carried out, and routes where the seedling planting work is not performed, which is called a free running route. Each route is colored so that it can be identified. Further, the area around the route where the seedling planting work has been completed may be colored according to the work width (each row unit).
(4) Even in manual travel, the travel locus is matched with the travel route map, and the work traces traveled during manual travel are also displayed as a completed work area.
(5) In order to make it easier to postpone the driving route when automatic driving is interrupted and automatic driving is resumed after manual driving along multiple driving routes, the driving route fast-forward and fast-reverse functions are available. Provided.
(6) When restarting automatic driving, it is necessary to select the driving line to restart. In order to facilitate the selection process, when resuming automatic driving, one of the following routes will be selected as the default restart route: the interrupted driving route, the next driving route after the interrupted driving route, or the driving route immediately before the interrupted driving route. Set.

[Cancellation instruction invalidation process]
The cancellation instruction invalidation process in the rice transplanter will be explained. FIG. 12 is a block diagram showing functional units in the cancel instruction invalidation process. As shown in FIG. 12, in the cancellation instruction invalidation process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 includes an aircraft position calculation section 311 and a travel control section 312, and the information terminal 5 includes a display device 551 (touch panel 50), a map information acquisition section 51, a travel stop instruction section 52, and an invalidation section 52. An instruction section 53, a cancellation section 54, a material replenishment position setting section 55, a replenishment instruction reception section 56, and a notification section 57 are provided. Each functional unit is constructed of hardware, software, or both, with a CPU as a core component, in order to perform processing related to field shape acquisition.

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

The map information acquisition unit 51 acquires map information indicating the shape of the work area. The map shape indicating the shape of the work area is stored in the map information storage unit 552, as described above. Therefore, in this embodiment, the map information acquisition unit 51 acquires map information from the map information storage unit 552.

The traveling control unit 312 causes the aircraft to automatically travel while performing work at the work site based on the acquired map information and the aircraft position. In this embodiment, as described above, in the route creation process, a travel route that is a target for automatic travel is set based on map information. Therefore, the travel control unit 312 automatically travels the rice transplanter while planting seedlings in the field so that the machine body position follows the travel route. Since the control for automatically driving the rice transplanter along such a travel route is well known, detailed explanation thereof will be omitted.

The travel stop instructing unit 52 instructs the travel control unit 312 to stop working travel when preset travel stop conditions are met. The preset travel stop condition is a condition for stopping automatic travel. Such a running stop condition may be, for example, that the remaining amount of work materials used for work has become less than a predetermined amount. The working materials used in the work include seedlings used in the planting work, fertilizers applied to the field, and chemicals. Of course, the working materials may be at least one of seedlings, fertilizers, and chemicals. Therefore, the travel stop instructing unit 52 instructs the travel control unit 312 to stop working travel when the remaining amount of fertilizer or chemicals to fertilize seedlings or fields used for planting work becomes less than a predetermined amount. The remaining amounts of seedlings, fertilizers, and chemicals may be detected directly by sensors, or they may be calculated theoretically by subtracting the amount used from the amount originally loaded. It's okay.

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 automatically running when the remaining amount of fertilizer or chemicals to be applied to the seedlings or fields used for planting becomes less than a predetermined amount.

When the travel stop instructing unit 52 is configured to issue a stop instruction when the remaining amount of work materials is less than a predetermined amount, the notification portion 57, when the remaining amount of work materials is less than a predetermined amount, It is preferable to configure the system to notify that the amount of work materials remaining is low. The notification may be made from the information terminal 5 or from the aircraft 1. Furthermore, the notification may be sent to a mobile terminal (for example, a smartphone) owned by the user. In addition, the timing to notify may be when the remaining amount of working materials is less than a predetermined amount, or when the remaining amount of working materials is less than a predetermined amount and approaches a preset point (for example, a ridge). It's fine at the moment. This allows the user to not only know that the remaining amount of work materials is less than a predetermined amount, but also to know that the stop instruction section 52 has issued a stop instruction.

Here, the rice transplanter is configured so that it can exceptionally run automatically in response to a user's instruction even if it receives an instruction to cancel. Therefore, even if a cancellation instruction is given, the invalidation instruction section 53 invalidates the cancellation instruction from the travel suspension instruction section 52 in response to the user's instruction, and disables the suspension instruction from the travel control section 312 to enable automatic driving. configured to provide instructions. A case where a stop instruction is given is a case where the remaining amount of fertilizer or chemicals to be applied to seedlings or fields used for planting work falls below a predetermined amount, and the travel stop instruction section 52 issues a stop instruction. The user's instruction corresponds to, 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 remaining amount of fertilizer or chemicals to be applied to seedlings or fields used for planting work falls below a predetermined amount and the running stop instructing unit 52 instructs the user to stop running, the invalid instructing unit 53 A predetermined operation by the information terminal 5 (for example, a display indicating invalidation is displayed on the touch panel 50, and when the user performs a touch operation on the display, it is possible to recognize that the operation has been performed), or a remote control. When a predetermined operation is performed by 90, the stop instruction by the driving stop instructing section 52 is invalidated, and an invalidating instruction is given to the driving control section 312 to enable automatic driving. As a result, the rice transplanter resumes automatic operation.

Further, the rice transplanter can be configured to automatically travel by disabling the travel stop instruction section 52 for a predetermined distance or for a predetermined time when the discontinuation instruction is invalidated by the disable instruction section 53. That is, when the discontinuation instruction is invalidated by the disable instruction section 53, the discontinuation instruction section 52 is disabled and automatic operation is performed while the rice transplanter travels a preset distance or until a predetermined period of time elapses. It is possible to configure the vehicle to run. Note that disabling the run stop instruction section 52 may mean disabling the stop instruction from the run stop instruction section 52 or disabling the function of the run stop instruction section 52 itself. In either case, by configuring as described above, when the cancellation instruction is invalidated by the invalidation instruction section 53, the rice transplanter travels a preset distance or a predetermined period of time elapses. Until then, the rice transplanter will be able to run automatically.

Here, in this embodiment, the travel control unit 312 causes the vehicle to travel automatically along a travel route that is a target for automatic travel set in the work area. In particular, in the internal area IA in the field, automatic travel is performed along the internal reciprocating route IPL as shown in FIG. Such an internal reciprocating route IPL is set as a plurality of reciprocating routes that travel back and forth within the internal area IA. Therefore, the travel control unit 312 causes the vehicle to travel along a plurality of reciprocating travel routes around the work site. In this case, when the travel control unit 312 receives the above-mentioned invalidation instruction, that is, when the cancellation instruction is invalidated by the invalidation instruction unit 53, the travel control unit 312 causes the vehicle to travel to the end position or the next start position on the round trip route. Good.

The end position of the reciprocating route corresponds to the end position G1 of the internal reciprocating route IPL1 when the reciprocating route is made into one one-way traveling route (for example, the internal reciprocating route IPL1). In such a case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1, the traveling control unit 312 may cause the vehicle to travel to the end position G1 of the internal reciprocating route IPL1. In addition, when the round trip route is set as an outbound travel route and a return travel route (for example, it is made up of an internal round trip route IPL1 and an internal round trip route IPL2), the end position G2 of the internal round trip route IPL2 is equivalent to do. In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1 or the internal reciprocating route IPL2, the travel control unit 312 causes the travel control unit 312 to stop traveling to the end position G2 of the internal reciprocating route IPL2. It's good to let it happen.

The next starting position in the round-trip route is the starting position S2 of the internal round-trip route IPL2, which is the next round-trip route, when the round-trip route is one one-way route (for example, the internal round-trip route IPL1). corresponds to In such a case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1, the traveling control unit 312 may cause the vehicle to travel to the starting position S2 of the internal reciprocating route IPL2. In addition, when the round trip route is set as an outbound travel route and a return travel route (for example, it is made up of an internal round trip route IPL1 and an internal round trip route IPL2), the next round trip route is the internal round trip route. This corresponds to the start position S3 of IPL3. In this case, if the cancellation instruction is invalidated by the invalidation instruction unit 53 while traveling on the internal reciprocating route IPL1 or the internal reciprocating route IPL2, the travel control unit 312 causes the travel control unit 312 to start traveling to the starting position S3 of the internal reciprocating route IPL3. It's good to let it happen. This prevents the rice transplanter from stopping in the center of the field, and makes it possible, for example, to drive the rice transplanter to a position in the field where it is easy to replenish seedlings and fertilizer and then stop.

The present embodiment is also configured so that the cancellation section 54 can cancel the invalidation instruction given by the invalidation instruction section 53. Thereby, for example, it becomes possible to cancel the state in which automatic driving is enabled due to an invalidation instruction issued by the invalidation instruction section 53 in response to an instruction from the user, in accordance with 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 may be performed automatically according to an instruction from the information terminal 5 or the host system.

As mentioned above, the rice transplanter is configured to replenish the working materials such as seedlings and fertilizers when the rice transplanting machine runs out of working materials such as seedlings and fertilizers while planting seedlings. There is. A material replenishment position setting unit 55 is provided to set a replenishment position for replenishing such work materials on the reciprocating route.

When such a replenishment position is set, the travel control unit 312 may cause the vehicle to travel to the next replenishment position when the cancellation instruction is invalidated by the invalidation instruction unit 53. As a result, the rice transplanter can automatically travel to the next replenishment position, making it possible to replenish working materials.

For example, it is preferable to know in advance whether or not the above-mentioned replenishment position has been set. Therefore, it is preferable that the replenishment instruction receiving unit 56 is configured to receive an instruction as to whether or not to replenish the work materials when the remaining amount of the work materials becomes less than a predetermined amount while traveling on the reciprocating route. This allows the travel control unit 312 to automatically travel to the above-mentioned next replenishment position.

On the other hand, if the instruction to replenish the work materials has not been received, the travel control unit 312 may be configured to stop the vehicle when it reaches a preset point on the round trip route. The preset points can be, for example, the end point of the outbound travel route and the end point of the return travel route of the round trip route, or may be the end point of the round trip route. Further, it is also possible to set the point to be different from the starting point and the ending point in the round trip route. By stopping the machine when it reaches such a point, it becomes possible to ask the user for instructions each time.

In the above embodiment, it has been explained that the running stop instruction unit 52 issues a stop instruction when the remaining amount of seedlings or fertilizer used for seedling planting work becomes less than a predetermined amount. It is also possible to issue a stop instruction when an object sensor (for example, sonar sensor 60) detects an object existing around 1. Of course, it is also possible to configure the system to issue a stop instruction both when the remaining amount of seedlings or fertilizer becomes less than a predetermined amount and when the object sensor detects an object.

As described above, when an object is detected around the aircraft body 1 by the sonar sensor 60, for example, the aircraft 1 during automatic operation (automatic travel) temporarily stops in response to a stop instruction. However, if it is determined that the detected object does not impede automatic driving (specifically, for example, a sensor different from the sonar sensor 60 indicates that the size of the object is less than or equal to a predetermined size) Based on the size of the detected object, such as when a detection result is obtained or when a person (e.g., a worker) visually observes that the object is a negligible obstacle. If it is determined that there is no problem with automatic driving), it is possible to continue automatic driving through the above-described cancel instruction invalidation process. At that time, in the vicinity of the detected object, the traveling speed of the aircraft 1 is set to a predetermined traveling speed that is slower than the normal traveling speed (the traveling speed when no object is detected), and the aircraft passes by the object. You may also do this. These operations may be performed using the remote control 90, the information terminal 5, etc., or may be performed automatically using an automatic control program.

In the embodiment described above, the travel control unit 312 causes the work site to travel along a plurality of reciprocating travel routes, and when the discontinuation instruction is invalidated by the invalidation instruction unit 53, the travel control unit 312 controls the end position of the reciprocating travel route or the next one. Although it has been described that the vehicle travels to the starting position, the travel control unit 312 causes the work site to travel along a plurality of reciprocating travel routes, and when the discontinuation instruction is invalidated by the invalidation instruction unit 53, the travel control unit 312 determines the end of the reciprocating travel route. It is also possible to configure the vehicle to travel to a location different from the current position or the next starting position.

In the embodiment described above, the canceling section 54 for canceling the invalidation instruction given by the invalidating instruction section 53 was described as being further provided, but it is also possible to configure the system so that the canceling section 54 is not provided.

In the above embodiment, it has been explained that the travel stop instruction section 52 issues a stop instruction when the remaining amount of work materials used for work becomes less than a predetermined amount. It is also possible to configure the system so that the discontinuation instruction is not issued even if the amount of the liquid becomes less than a predetermined amount.

In the above embodiment, the material replenishment position setting unit 55 is provided to set the replenishment position for replenishing work materials on the reciprocating travel route, and the travel control unit 312 is configured to set the next replenishment position when the cancellation instruction is invalidated by the invalidation instruction unit 53. Although the explanation has been made assuming that the material replenishment position setting section 55 is not provided, the travel control section 312 can be configured to move the material replenishment position to the next replenishment position even if the stop instruction is invalidated. It is also possible to configure the vehicle so that it does not travel to the replenishment position.

In the embodiment described above, when the remaining amount of work materials becomes less than a predetermined amount while traveling on the reciprocating travel route, the travel control section 312 has been described as stopping when a preset point on the reciprocating route is reached when an instruction to replenish work materials is not received, but it may also be configured without the replenishment instruction receiving section 56. It is possible, and the traveling control unit 312 can also be configured not to stop the vehicle when it reaches a preset point on the round trip route when it has not received an instruction to replenish work materials.

In the above embodiment, when the remaining amount of working materials is less than or equal to a predetermined amount, the notification section 57 is provided which notifies that the remaining amount of working materials is low. It is also possible to configure

In the above embodiment, the rice transplanter is described as planting seedlings, but the rice transplanter may also perform other tasks. Moreover, although the working materials have been described as being at least one of seedlings, fertilizers, and chemicals, they may be working materials other than these.

[Border crossing determination processing]
The border crossing determination process in the rice transplanter will be explained. FIG. 14 is a block diagram showing functional units in the border crossing determination process. As shown in FIG. 14, in the border crossing determination process in this embodiment, information and data are exchanged between the control unit 30 and the information terminal 5. In this embodiment, the control unit 30 includes an aircraft position calculation section 311, a border crossing determination section 64, a border crossing prevention control section 65, a border crossing permission section 66, a restart instruction section 67, and a temporary stop instruction section 68. Each functional unit is constructed of hardware, software, or both, with the CPU as a core component, in order to perform processing related to border crossing determination.

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

The rice transplanter runs on a demarcated work area. Therefore, the border crossing determination unit 64 determines whether or not the aircraft 1 is crossing the border line based on the border line set to avoid contact with the border and the aircraft position. The boundary corresponds to, for example, a ridge or road (hereinafter referred to as "ridge, etc.") adjacent to a field, which is provided to divide the field, as shown in FIG. 15. In order to prevent the rice transplanter from coming into contact with such boundary objects, the boundary line is provided along the outer edge of the field (field contour line), as shown in FIG. 15. In the case of a rice transplanter, it is preferable to provide such a boundary line in a map used for traveling during work. Such a map is stored in the map information storage unit 552 described above as map information indicating 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 defined in advance in such map information, or may be calculated and set when the vehicle travels around the field and obtains field shape information indicating the field shape. The aircraft position is transmitted from the aircraft position calculation unit 311 described above. Therefore, in order to prevent the rice transplanter from coming into contact with ridges, etc., the border crossing determination unit 64 determines the boundary lines that are virtually established in the map that the rice transplanter uses for work travel, and the information transmitted from the machine body position calculation unit 311. Based on the aircraft position, it is determined whether the aircraft 1 is beyond the boundary line.

The border crossing prevention control unit 65 prohibits the aircraft 1 from traveling when it is determined that the aircraft 1 is crossing the border line. "When it is determined that the machine body 1 is beyond the boundary line" is a case where the above-mentioned border crossing determination unit 64 determines that the machine body 1 of the rice transplanter is beyond the boundary line. For this reason, it is preferable to configure such that the determination result of the border crossing determination section 64 is transmitted to the border crossing prevention control section 65. Here, the rice transplanter is automatically driven by the travel control unit 312 while performing work in the work area based on the map information and the machine position. Therefore, when the border crossing determination unit 64 determines that the rice transplanter body 1 crosses the boundary line, the border crossing prevention control unit 65 instructs the travel control unit 312 to prohibit automatic travel, and furthermore, only automatically travels. In addition, manual driving is also prohibited. Thereby, the rice transplanter stops at a position in the field corresponding to the position where the boundary line is set in the map information.

The border crossing permission unit 66 interrupts the determination by the border crossing determination unit 64 in response to the border crossing permission command, and permits the aircraft 1 to cross the border line. The border crossing determining unit 64 continuously determines whether the aircraft 1 is crossing the border line. A border crossing permission directive is a directive that allows a person to cross a border line. Such a border crossing permission command corresponds to, for example, an instruction to travel across a border line by a remote control operation by a user. When such an instruction is obtained, the border crossing permission unit 66 determines that there is a border crossing permission command by the user that allows the aircraft 1 to cross the border line, and causes the border crossing determination unit 64 to interrupt the determination. This allows the rice transplanter to cross the boundary line and travel to the outer edge of the field by, for example, remote control operation, making it possible, for example, to replenish seedlings, fertilizers, and chemicals used for planting work.

The restart instruction unit 67 restarts the determination by the border crossing determination unit 64 when a preset setting part of the aircraft 1 enters the center side of the work area rather than the boundary line when permission is granted by the border crossing permission unit 66. and stop the permission by the border crossing permission section 66. "When permitted by the border crossing permission section 66" is a case where the aircraft 1 is permitted to cross the border line by the border crossing permission section 66 which has received a border crossing permission command. The preset setting location on the aircraft body 1 may be, for example, the center of the aircraft 1, or may be a predetermined location between the front end and the center of the aircraft 1 when traveling forward, for example. For example, it is also possible to set the position at a predetermined position between the rear end and the center of the body 1 when traveling backward.

When the aircraft 1 is permitted to cross the boundary line by the border crossing permission unit 66 that has received the border crossing permission command, the restart instruction unit 67 determines whether a predetermined part of the aircraft 1 is lower than the boundary line. When the aircraft 1 enters the center side, the border crossing determination section 64 is made to resume the interrupted judgment, and the border crossing permission section 66 is made to stop permitting the aircraft 1 to cross the boundary line. As a result, the border crossing determination by the border crossing determination unit 64 is restarted.

Further, it is preferable that the above-mentioned setting parts can be changed depending on the skill level of the work performed at the work site. The level of proficiency in the work performed at the work site is the level of skill in the work of planting seedlings performed by the rice transplanter in the field. Specifically, it is the level of familiarity with the work of planting seedlings. For example, the settings for a user who is not used to planting seedlings (a novice worker) are more likely to be set than for a user who is used to planting seedlings (a veteran worker). When traveling forward, it is preferable to set it on the side closer to the front end between the front end and the center of the aircraft 1. For example, when traveling backward, it is better to set it on the side closer to the rear end between the rear end and the center of the aircraft 1. It is good to set it. As a result, the more experienced the user is, the closer the user can get to the ridge, etc., and the less accustomed the user is, the more the user can be restrained from approaching the ridge, etc.

Further, it is preferable that the setting portion is set inside the body 1 when the vehicle travels on the center side of the outer circumferential portion of the work site than when the vehicle travels on the outer circumferential portion of the work site. As a result, when the vehicle travels in the center of the work area, the determination conditions can be made more relaxed than in the case where the vehicle travels on the outer periphery, making it possible to proceed with the work smoothly.

Further, it is preferable that the setting part is provided on the front side of the center part of the machine body 1 in the longitudinal direction when the machine body 1 is moving forward, and provided on the rear side of the center part of the machine body 1 in the longitudinal direction when the machine body 1 is moving backward. . By setting the setting part in this way, the setting part can be set according to the driving condition, so it is possible to improve convenience.

For example, the setting parts include the tip of a preliminary seedling stand on which preliminary seedlings used for planting work are placed, the tip of a bonnet provided on the front side of the machine body 1, and both widthwise ends of the machine body 1 in the planting section where seedlings are planted. It is possible to set it to at least one of the following: the mounting section of the GPS antenna used for satellite positioning, and the center of gravity of the aircraft 1. This makes it possible to easily set the setting site.

The temporary stop instruction unit 68 temporarily stops the traveling of the aircraft 1 when the aircraft 1 exceeds the boundary line by a preset amount even if it is permitted by the border crossing permission unit 66. This makes it possible to prevent the rice transplanter from coming into contact with the ridges or the like.

Next, a description will be given using FIG. 16. As shown in (a) of FIG. 16, when the worker travels along the internal reciprocating route IPL set in the internal area IA and reaches the boundary between the internal area IA and the outer peripheral area OA, the automatic operation is temporarily stopped. Stop. In this state, when a predetermined period of time has elapsed, the rice transplanter performs turning travel in the outer peripheral area OA and performs work travel along the next internal reciprocating route IPL.

Within a predetermined time after reaching the boundary between the internal area IA and the outer area OA, the aircraft 1 is moved forward by manual operation, and the border crossing determination unit 64 determines that the aircraft 1 crosses the boundary line, that is, (b) in FIG. If it is determined that the position of the set part indicated by a black circle exceeds the boundary line, the border crossing prevention control unit 65 prohibits the aircraft 1 from traveling. As a result, the rice transplanter temporarily stops as shown in FIG. 16(b).

In this state, when a border crossing permission command is issued, the border crossing permission section 66 allows the aircraft 1 to cross the border line. In this case, the permitted state continues until the aircraft 1 exceeds the boundary line by a preset amount. Therefore, during this period, the rice transplanter can move forward and backward. Note that the position where the changed setting part in the aircraft body 1 is set is indicated by a white circle in FIG. 16(c).

In the state where crossing the boundary line of the aircraft body 1 is permitted, the setting parts set in advance on the aircraft body 1 (all the setting parts provided at the positions indicated by white circles) are shown in FIG. 16(d). When the vehicle enters the internal area IA, the restart instruction section 67 causes the border crossing determination section 64 to restart determination regarding border crossing.

When the border crossing determination unit 64 resumes the determination related to border crossing, as shown in FIG. 16(e), the parts used to determine whether or not the aircraft 1 has crossed the border line are changed to FIG. 16(d). The preset setting part in the shown body 1 is returned to the original part (the part shown by the black circle).

In the embodiment described above, the temporary stop instruction unit 68 temporarily stops the traveling of the aircraft 1 when the aircraft 1 exceeds the boundary line by a preset amount even if the border crossing permission unit 66 has given permission. Although it has been described that the temporary stop instruction section 68 is not included, it is also possible to configure the temporary stop instruction section 68.

In the above embodiment, the setting part is described as being changeable depending on the skill level of the work performed at the work site, but it is also possible to configure the setting part so that it cannot be changed depending on the skill level of the work. be.

In the above embodiment, the setting portion is provided on the front side of the center of the machine body 1 in the longitudinal direction when the machine body 1 moves forward, and is provided on the rear side of the center of the machine body 1 in the longitudinal direction when the machine body 1 moves backward. However, it is also possible to configure the setting portion so that it does not change when the aircraft 1 moves forward or backward. Further, it is also possible to provide it on the rear side of the central part of the aircraft body 1 in the longitudinal direction when the aircraft body 1 is moving forward, and to provide it on the front side of the central part of the aircraft body 1 in the longitudinal direction when the aircraft 1 is moving backward.

In the above embodiment, the setting parts include the tip of the preliminary seedling stand on which the preliminary seedlings used for planting are placed, the tip of the bonnet provided on the front side of the machine body 1, and the setting part of the machine body 1 in the planting part where the seedlings are planted. Although it has been explained that the setting part is at least one of the widthwise ends, the mounting part of the GPS antenna used for satellite positioning, and the center of gravity of the aircraft 1, the setting part can also be provided in other parts. be.

In the embodiment described above, the setting portion is set inside the body 1 when traveling in the center of the outer circumferential portion of the work area than when traveling on the outer circumferential portion (outer circumferential area OA) of the work site. However, it is also possible to set the setting part at the same position when traveling on the outer periphery of the work area and when driving on the center side of the outer periphery of the work area. It is also possible to set the vehicle body 1 outside the body 1 when traveling in the center of the outer circumferential portion of the work site than when traveling on the outer circumferential portion of the work site.

Next, an example regarding interruption of automatic driving and resumption of automatic driving will be described using FIGS. 17 and 18. In the functional block diagram shown in FIG. 17, the information terminal 5 is newly equipped with a travel route storage section 526, a travel route setting section 527, and a travel route search section 528. The travel route shown in FIG. 18 is composed of an internal reciprocating route IPL, an inner circular route IRL, and an outer circular route ORL. In this modification, the internal reciprocating route IPL consists of a plurality of linear routes (traveling route elements) that are parallel to each other, and the inner circular route IRL and the outer circular route ORL are parallel to the top, left and right sides of the field. It consists of a straight route (which is a traveling route element) and a curved route along the lower side of the field. Note that, in the route generation process, this curved route is managed as a plurality of straight line portions LE connected by nodes LN. Therefore, in this modification, one curved route can also be treated as one traveling route element, and each of the plurality of straight line portions LE constituting one curved route can also be treated as a traveling route element. It can be treated as In other words, travel route elements other than the curved route are travel sections that are set at the timing of raising and lowering the seedling planting device 3, but each straight line portion LE (travel (route elements) are considered to be travel sections divided by the route generation algorithm. Therefore, the curved route is treated as a single travel route element as a whole, but in some cases, it is also treated as a set of a plurality of continuous travel route elements.

The travel route storage unit 526 stores a group of travel route elements that are travel routes generated by the round trip route creation unit 522 and the circular route creation unit 524 in accordance with the shape of the work site. The driving route setting unit 527 sets the driving route elements sequentially read out from the driving route storage unit 526 as a target driving route that is a target for automatic driving. The set target travel route is given to the travel control section 312. The driving control unit 312 operates in an automatic driving mode in which the aircraft 1 is steered based on the aircraft position and the target driving route (travel route element) calculated by the aircraft position calculation unit 311, and in an automatic driving mode in which the aircraft 1 is steered based on the driver's manual operation. It also has a manual driving mode for steering. The driving route search unit 528 searches for a driving route to be used as a target driving route necessary for starting automatic driving when the automatic driving mode is restarted to start automatic driving again after stopping the automatic driving mode. The elements are searched and provided to the travel route setting section 527. Note that stopping the automatic driving mode includes a "temporary stop" in which the automatic driving mode is temporarily withdrawn and the automatic driving mode is restarted after a predetermined time has elapsed or after driving in a predetermined manual driving mode; Resuming automatic driving mode includes a "complete stop" that requires a start procedure including initial processing. A "complete stop" occurs when an event occurs that substantially shuts down the control system, such as stopping the engine or turning off the main key. Regardless of whether it is a "temporary stop" or a "complete stop", when the automatic driving mode is resumed, an appropriate target driving route must be set by the driving route setting section.

Shifting from automatic driving mode to manual driving mode during driving is normally performed by an operator's driving mode switching operation or the like. However, if the control system of the work vehicle determines that the necessary conditions for the automatic driving mode are absent, the automatic driving mode is automatically stopped and stopped, and the vehicle then shifts to the manual driving mode. If some kind of automatic cancellation event occurs during driving in automatic driving mode, the automatic driving mode is stopped and furthermore, the transition to manual driving mode is performed. Thereafter, in response to the occurrence of an automatic restart event (operation for starting automatic driving) for restarting automatic driving mode, driving route search unit 528 searches for a target driving route necessary for restarting automatic driving mode. do. The search for the target travel route by the travel route search unit 528 can be performed manually by the operator or automatically.

The automatic cancellation event includes an emergency stop of the engine 2 and a temporary stop of the engine 2, and is accompanied by a stop of the automatic driving mode. Automatic restart events include turning on the vehicle main switch, returning from a paused engine stop, turning on the automatic driving start button, and the like. The target travel route search process by the travel route search unit 528 can also be started by clicking a search start button displayed on the touch panel 50.

Each travel route element constituting the travel route element group has position information, which is the position of each travel route element expressed in map coordinates or field coordinates, as an attribute value, as used in road information such as car navigation systems. It is stored in the travel route storage section 526. Thereby, the driving route search unit 528 can search for a target driving route based on the desired automatic driving mode restart position and position information. If the desired automatic driving mode restart position is the current aircraft position, by extracting the driving route element that is close to the current aircraft position and outputting the extracted driving route element as the target driving route, the current Automatic driving mode can be restarted from the aircraft position. When restarting the automatic driving mode at the position where the automatic driving mode was stopped (the automatic cancellation event occurrence position), it is preferable to drive the aircraft 1 to the automatic cancellation event occurrence position and generate the automatic restart event. Further, when restarting the automatic driving mode at a desired position far away from the position where the automatic driving mode was stopped, it is preferable to drive the aircraft 1 to the desired position and generate an automatic restart event.

In addition, if the current aircraft 1 is far away from the position where the automatic driving mode was stopped, guidance will be provided from the current aircraft position to the driving route element that was set at the position where the automatic driving mode was stopped. An algorithm is used to set the driving route.

Further, in this embodiment, each travel route element used for work travel is stored in the travel route storage unit 526 with attribute values of "work travel" or "no work travel". Thereby, the driving route search unit 528 can search for only driving route elements that have not yet been used for work driving as target driving route candidates.

When the search for the target travel route by the travel route search unit 528 is performed manually by an operator, a display unit that displays display elements corresponding to the travel route element group is used. In this embodiment, the touch panel 50 of the information terminal 5 is used as the display section. The travel route search unit 528 displays a display element group that is a schematic representation of a travel route element group, as illustrated in FIG. 18, on the touch panel 50, overlapping the field map. The operator selects a desired display element from the displayed display element group. The driving route search unit 528 reads out the driving route element corresponding to the selected display element from the driving route storage unit 526 and provides it to the driving route setting unit 527. The driving route setting unit 527 sets the given driving route element as a target driving route.

If there are a large number of display element groups and it is difficult to click and select a desired display element on the small screen of the touch panel 50, a line advance function as shown in FIG. 19 can be used. In this line advance, the display element of interest is displayed so as to be distinguishable from other display elements by changing the brightness or color (indicated by a thick line in FIG. 19). When line search is selected from the menu of the information terminal 5, a group of display elements corresponding to the travel route element group is displayed on the touch panel 50, and a forward button (+ button) and a backward button are displayed on the software button group 50a of the information terminal 5. A button (- button) is displayed. By clicking this advance button (+ button) or backward button (- button), the attention display element advances or retreats in sequence. The operator presses the enter button when the desired display element becomes the attention display element. Thereby, the driving route search unit 528 reads out the driving route element corresponding to the display element from the driving route storage unit 526 and provides it to the driving route setting unit 527. In other words, the line feeding function is possible in units of traveling sections set at the timing of raising and lowering the seedling planting device 3. In a normal line feed function, the curved route in FIG. 18 is treated as a single line as a collection of multiple continuous traveling route elements, so the display element corresponding to the curved route becomes the attention display element. When the advance button is pressed, the display element of interest advances to the display element corresponding to the next travel route element of the curved route.

However, when a display element corresponding to a curved route becomes the attention display element, by operating a separately set button, multiple continuous travel route elements (straight line portion LE) that make up this curved route can be displayed. It becomes possible to sequentially advance the display elements, and to select a display element corresponding to an arbitrary straight line portion LE of the curved path. With this configuration, it is also possible to select a straight line portion LE at a desired position on a curved path as shown in FIG. Furthermore, in the case of a long curved path, the number of straight portions LE becomes large and handling thereof becomes cumbersome. It is also possible to treat it as

Next, a modified example of turning travel for transitioning from the straight-ahead route to the straight-ahead route will be described with reference to FIGS. 17, 20, 21, and 22. For this special turning run, a supplementary route setting section 529 is built in the information terminal 5, as shown in FIG. 17. The functional units that directly exchange data with the supplementary route setting unit 529 are the driving route storage unit 526 and the driving route setting unit 527.

Here, the driving route storage unit 526 stores at least one circular route created for traveling in the outer peripheral area OA and a plurality of circular routes created for driving in the inner area IA located inside the outer peripheral area. The internal round trip route IPL is stored. The internal reciprocating route IPL is referred to as a straight route when one of them is specifically limited. As the round route, either a one round route or a two round route can be selected, and the two round route consists of an inner round route IRL and an outer round route ORL. The one-way route is the outer route ORL.

The driving route setting unit 527 sets the circular route and the straight route read from the driving route storage unit 526 as a target driving route that is a target for automatic driving. In this modification, the traveling control unit 312 has a turning driving mode in which the aircraft travels in a non-working manner based on a turning path that connects the straight paths of the internal reciprocating paths IPL that extend parallel to each other. The complementary route setting unit 529 sets a complementary route that complements the turning route, as described below.

As shown in FIG. 20, when the field is rectangular, the end point of the straight route that is being traveled on the internal reciprocating route IPL and the starting point of the straight route that is to be traveled next are almost aligned in the horizontal direction, so there is a turning point that connects them. The vehicle travels along a semicircular or semielliptical turning path TP. In addition, in FIGS. 20, 21, and 22, "e" is given to the end point of the straight route, and "s" is given to the start point of the straight route. The turning route TP, which is used when the distance between the end point of the straight route and the start point of the straight route is short, is a route for a simple 180 degree turn. The turning route TP, which is used when the distance between the end point of the straight route and the start point of the straight route is long, is a route that includes two 90 degree turns and a straight run between them.

However, as shown in FIG. 21, when the field shape is other than a rectangle, the end point of the running straight route (internal reciprocating route IPL) close to the circular route and the straight route to be traveled next (internal reciprocating route IPL) The starting point may be diagonally far away. In such a case, the turning path will not be a simple semicircular turning path or a semielliptical turning path. For this reason, as shown in Fig. 21, a simple 180-degree turn is made immediately from the end point of the straight route that is being traveled, the next route is moved to the straight route, and from that position, by backing up while not working, Move to the starting point of the next straight route. From the starting point of the straight path reached by traveling backwards, normal forward work travel is performed. This running mode is effective when the end point of the straight route the vehicle is currently traveling on and the starting point of the straight route to be traveled next are not very far apart. If the end point of the straight route the vehicle is traveling on and the start point of the straight route it should travel next are far apart, the backward travel distance will be large. Such traveling in reverse may disturb the unworked area, which may adversely affect the subsequent seedling planting work. An example of a running form for avoiding this problem is shown in FIG. 22. The basic feature of this running mode is that the end point of a straight route and the start point of a straight route that cannot be connected by a simple semicircular turning route or a semielliptical turning route are connected by a simple complementary route CL. It is to connect them by a turning path. This complementary route CL is set by the complementary route setting section 529.

In FIG. 22, the complementary route CL is used in turning travel from the end point of the straight route (current route) indicated by L1 to the start point of the straight route (next route) indicated by L2. Note that, hereinafter, the straight route given L1 will be referred to as a first straight route, and the straight route given L2 will be referred to as a second straight route. The extension line of the first straight route intersects with the inner circular route IRL at the intersection CLS. Furthermore, a point close to the starting point of the second straight route on the inner circular route IRL that intersects with the first straight route at the intersection CLS is defined as a nearby point CLE. The complementary route setting unit 529 sets the extended line section of the first straight route and the section between the intersection CLS of the inner circular route IRL and the nearby point CLE as a complementary route CL. Thereby, the end point of the first straight route can be connected to the starting point of the second straight route by the complementary route CL and the turning route from the nearby point CLE to the starting point of the second straight route. Since the complementary route CL utilizes the internal round trip route IPL that has been generated in advance, there is no need to generate a new route. Note that for the turning route from the nearby point CLE to the starting point of the second straight route, since the distance between the nearby point CLE and the second straight route is short, a turning route using reverse movement as shown in FIG. 11 is used. .

In order to avoid a turning route such as that shown in FIG. 22, a straight portion of the outermost outer circuit route ORL can be used as the complementary route CL. In this case, since the distance between the nearby point CLE set on the outer loop route ORL and the start point of the second straight route becomes longer, the travel route connecting them is not the turning route but the one shown by the dotted line in Fig. 10. A 180 degree turning path is used. If the interval is longer, a turning path (a type of semi-elliptical turning path) using two 90 degree turning paths and straight running between them as shown by the dotted line in FIG. 10 is used.

In the example of FIG. 22, the supplementary route setting unit 529 uses a circuit route that has already been generated and stored in the traveling route storage unit 526 as the complementary route CL. Alternatively, the complementary route setting unit 529 may set a route parallel to the already generated circular route as the complementary route CL. The parallel movement of the route has the advantage that the calculation load is lower than that of newly generating the complementary route CL.

As yet another traveling form, the complementary route setting unit 529 can also set a route parallel to the internal round trip route IPL as the complementary route CL. For example, in the example of FIG. 22, the second linear route can be translated in parallel to a position overlapping the first linear route and used as the complementary route CL. Alternatively, the first linear route can be extended as it is to the position closest to the starting point of the second linear route, and the extended line can be used as the complementary route CL.

The following conditions regarding the setting of the complementary route CL can be registered in the complementary route setting section 529.
(1) When traveling on the internal reciprocating route IPL in automatic driving mode, the end point of the internal reciprocating route IPL that is being traveled and the starting point of the internal reciprocating route IPL to be traveled next are connected by traveling in the turning driving mode. . At this time, if the condition that the distance from the end point of the internal round trip route IPL that is being traveled to the starting point of the internal round trip route IPL to be traveled next is equal to or greater than a predetermined value, the complementary route setting unit 529 Set a complementary route CL.

(2) When a plurality of settable complementary routes CL are calculated, the complementary route setting unit 529 selects the one with the shortest length of the turning travel route including the complementary route CL.

(3) The complementary route setting unit 529 preferentially sets a complementary route CL that does not enter the internal area IA or a complementary route CL that has a short travel distance in the internal area IA.

(4) The complementary route setting unit 529 preferentially sets, as the complementary route CL, a traveling route having a traveling direction that matches the traveling direction in which the aircraft 1 travels on the complementary route CL. Therefore, the circuit 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.

In the description of the embodiment described above, the remote control 90 was used for starting and stopping automatic driving, for replenishing materials, etc., but it is also used for manual operation in areas where the degree of steering difficulty is high and automatic driving is difficult. is also suitable. In particular, remote control using the remote controller 90 is advantageous in areas where the aircraft 1 is exposed to danger, such as on a slope, because the driver does not get into the aircraft 1.

FIG. 23 shows an area near the entrance/exit E as such a special area SA where the degree of steering difficulty is high. FIG. 24 shows a functional block diagram of a control system that functions when work travel in the special area SA is manually controlled by the remote controller 90. In this functional block diagram, the information terminal 5 is newly equipped with a work management section 530. The work management unit 530 divides the farm into an outer peripheral area OA, an inner area IA located inside the outer peripheral area OA, and a special area SA where the degree of steering difficulty is high. The traveling route setting unit 527 sets a circular route consisting of an inner circular route IRL and an outer circular route ORL for traveling in the outer circumferential area OA, and an internal reciprocating route IPL for traveling in the internal area IA as the target of automatic traveling. Set as a target driving route. The travel control unit 312 operates in an automatic driving mode in which the aircraft is steered based on the aircraft position and the target travel route calculated by the aircraft position calculation unit 311, and in an automatic driving mode in which the aircraft is steered based on the aircraft position and the target travel route calculated by the aircraft position calculation unit 311. It has a manual running mode in which the aircraft 1 is driven, and a remote control running mode in which the aircraft 1 is driven based on remote control using a remote control 90 by an operator outside the vehicle.

The remote control driving mode can be assigned by default as the driving mode in the special area SA, and in that case, the driving mode is switched to the remote controlling driving mode immediately before the aircraft 1 enters the special area SA. As a result, in special areas where automatic travel is difficult, work travel is performed by remote control by the worker using the remote control 90. Since automatic travel is prohibited in the special area, the rice transplanter 1 is forcibly stopped just before it enters the special area, and a notification is given that manual travel using the remote controller 90 is required.

The seedling planting work near entrance E, which is set as special area SA, is the final stage of work for the entire field, and the shape of the work area is complex (deformed polygonal shape), with narrow and wide work widths. Mixed. Furthermore, in the seedling planting work, it is necessary to accurately position the working vehicle, and it is also necessary to avoid planting seedlings overlapping areas where seedling planting has already been completed. For this reason, it is necessary to frequently change the working width in partial working steps. The working width in the seedling planting work can be changed by changing the number of seedling planting rows in the seedling planting device 3. The change needs to be performed remotely using the remote control 90.

For this reason, for remote control in the special area SA, not only the functions of the remote controller 90 as described above but also a remote controller 90 with expanded specifications that has additional special functions are used. As shown in FIG. 24, this remote control 90 is equipped with a traveling equipment operating section 91 and a working equipment operating section 92. The traveling equipment operation unit 91 is provided to remotely control the start and stop of traveling of the aircraft 1, the vehicle speed, and the steering (steering) of the aircraft 1, and transmits travel control signals according to operator operations to control the traveling. 312 wirelessly. The work equipment operation section 92 is provided to remotely control the operation of a work device such as the seedling planting device 3, and wirelessly transmits a work control signal according to the operator's operation to the work control section 313.

The work equipment operating unit 92 can command the raising and lowering of the seedling planting device 3, turning on and off the planting mechanism 22, and the like. Further, the working equipment operation section 92 is provided with an effective strip designation section 921. The effective row designation section 921 can designate the working width of the seedling planting device 3, that is, the number of rows for planting seedlings. As shown in FIG. 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 be able to select start and stop of work by the seedling planting device 3 for each predetermined number of rows. In this example, each row clutch EC is configured to be able to select start and stop of work by the seedling planting device 3 for every two rows, but each row clutch EC is configured to enable selection of start and stop of work by the seedling planting device 3 for every two rows, or every three or more rows. It may be configured to be selectable. The operator specifies the desired number of seedling planting rows by operating the effective row designation section 921 of the remote controller 90 and transmits the number to the work control section 313 . The work control unit 313 controls ON/OFF of each row clutch EC based on the designated number of rows for planting seedlings, thereby creating a desired number of rows for planting seedlings, that is, a desired working width.

If the boundaries such as farm ridges are not straight lines but have uneven shapes, or if the boundaries intersect at acute angles, steering during work driving in the vicinity of the area becomes complicated, as in the area near the entrance/exit E. , since it is not suitable for automatic driving, manual operation using the remote control 90 is effective. Since such an area differs from field to field, it is necessary to set it for each field in order to set it as a special area SA. For this reason, the work management unit 530 built in the information terminal 5 allows the worker to set any area of the field as a special area SA using a map of the field displayed on the touch panel 50, which is an example of a display unit. can do.

The remote control driving mode of the present invention can be implemented under various control conditions as described below.
(1) Ground work such as seedling planting work in the special area SA is only possible in remote control driving mode. Traveling without ground work in the special area SA is also possible in modes other than remote control driving mode.
(2) Preset sequential operations, start of travel, turning on/off each row clutch EC, planting seedlings for a predetermined distance, stop of travel, etc. are programmed as one unit of work travel operation, and this one unit The operation is executed in one unit of remote control operation. One unit of remote control operation includes operation of a combination of specific buttons on the remote control 90, operation of a specially provided program button, and the like.
(3) When the aircraft 1 is in the special area SA, the remote control driving mode is maintained unless a special operation is performed.
(4) When a worker is on board the aircraft 1 and this worker is performing manual operation, even if the aircraft 1 reaches the special area SA, the operator does not enter the remote control driving mode and board the aircraft. The boarding manual driving mode, which is manual driving by the operator, continues. When the aircraft 1 reaches the special area SA, it may stop temporarily and perform control to select either the remote control driving mode or the boarding manual driving mode.

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, when turning (90 degrees turning + going straight + 90 degrees turning) shown by the solid line in FIG. 11 or turning (90 degrees turning) shown by the dotted line in FIG. A 90 degree turn was performed by turning the steering angle to its maximum turning angle and then returning the steering angle to neutral. Turning at the maximum turning angle improves turning performance, but has the problem of disturbing the field and deteriorating turning accuracy. Therefore, in this embodiment, the maximum turning angle is not used at the start of the turn, but a turning angle at the start of the turn smaller than the maximum turning angle is used, which corresponds to the degree of turning (90 degrees in FIG. 11) during the turning. The turning angle at the start of a turn may be calculated using the turning degree as a parameter, but it is even better if the vehicle speed is also used as a parameter. Alternatively, a target turning path may be set, the 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 deviation. good.

In calculating the steering angle, the left and right maximum steering angle and the median value of the steering angles of the installed steering mechanism are used as reference values. However, since the steering mechanisms installed in each rice transplanter have different characteristics, the left and right maximum turning angle and the median value of the turning angle may differ depending on each rice transplanter. Therefore, if steering control is performed using a common target steering angle, there is a possibility that an appropriate steering angle will not be obtained. Therefore, in this embodiment, the left and right maximum turning angle and the median value of the turning angle of the steering mechanism are measured in advance, and the values are stored. During actual steering control, a steering angle control signal is generated with reference to the stored left and right maximum turning angles and the median value of the turning angles.

[Amplification function during long distance driving]
Next, the long-distance travel amplification function during non-work travel by automatic driving will be explained using FIGS. 1 to 5 and FIGS. 26 to 31.

During automatic driving, the aircraft 1 has a working driving route WL, which is a working driving route in which work such as planting seedlings is performed while traveling, and a non-working driving path, which is a non-working driving route in which no work is performed. Runs with NWL. On the work travel route WL, the vehicle travels at a preset vehicle speed V0. The vehicle speed V0 is kept at a relatively low speed in order to perform the work properly. On the non-work travel route NWL, the vehicle travels at a preset vehicle speed V1 that is slower than the vehicle speed V0.

When a non-work drive is followed by a work drive, the distance covered by the non-work drive may be long. For example, as shown in FIG. 26, by traveling forward on the non-work travel route NWL, the vehicle travels to the planting start point WSP, which is the work travel start position on the work travel route WL, and from the planting start point WSP on the work travel route WL. When traveling to plant seedlings, the straight travel distance on the non-work travel route NWL may become long. In addition, as shown in FIG. 27, the non-work travel route NWL is reversed to the planting start point WSP on the work travel route WL, and the seedlings are planted by moving forward from the planting start point WSP on the work travel route WL. When traveling for work, the traveling distance when traveling straight ahead while reversing may become long.

In such a case, in automatic driving, non-work driving is performed at a relatively low vehicle speed V1, and the time during which non-working driving is performed becomes long. Therefore, as shown in FIGS. 28 and 29, in non-work traveling by moving forward or backward, if the straight traveling distance is equal to or greater than the predetermined distance TS1 (corresponding to the "first distance"), or if the straight traveling distance is is longer than a predetermined time, a process is performed to increase the running vehicle speed to a vehicle speed V2 (corresponding to a "second vehicle speed") that is faster than the immediately preceding vehicle speed (corresponding to a "first vehicle speed") such as the set vehicle speed V1. You can go.

During non-work driving, no work is performed, and there is no need to suppress the vehicle speed in order to properly perform the work. Furthermore, the longer the distance or time spent traveling at low speeds for non-work, the worse the work efficiency will be. By implementing the long-distance driving amplification function, in situations where the distance or time required for non-working driving at low speed (vehicle speed V1) becomes long, the vehicle speed can be increased (vehicle speed V2) to increase the distance or time during non-working driving at low speed (vehicle speed V1). The vehicle speed can be optimized and work efficiency can be improved.

Traveling related to the amplification function during long-distance traveling is controlled by a control unit 30 illustrated in FIG. 30 . The control unit 30 includes a travel control section 312 and an automatic travel control section 75. The travel control unit 312 causes the aircraft 1 to travel by controlling the travel device 1D (corresponding to a “travel device”) according to the control of the automatic travel control unit 75 or the operation of the operating tool 1B such as the main gear shift lever 7A. . During automatic driving, the automatic driving control unit 75 causes the vehicle to travel along a predetermined driving route according to the position of the vehicle determined based on the positioning data output by the satellite positioning module 8A (corresponding to the "satellite positioning unit"). While controlling the traveling control unit 312, the operating device 1C such as the seedling planting device 3 is controlled.

When the straight-line traveling distance during non-work travel is equal to or greater than a predetermined distance TS1, the travel control unit 312 increases the traveling vehicle speed during automatic travel to a vehicle speed V2 faster than a preset vehicle speed V1. The distance traveled in a straight line during non-working travel is measured using the traveling device 1D, the positioning unit 8, etc. When measuring the distance traveled in a straight line using the traveling device 1D, a rotation speed sensor 12C is provided to measure the rotation speed of the axle of the wheel 12 or the drive shaft that transmits driving force from the engine 2 to the wheel 12. The mileage is calculated from the rotation speed. Further, when measuring the distance traveled straight using the positioning unit 8, the travel control section 312 uses the inertial measurement module 8B (corresponding to the "vehicle body orientation measurement section") of the positioning unit 8 to determine the direction of the vehicle body during non-work traveling. If the amount of change in the orientation of the vehicle body while traveling for a predetermined time or distance is within a predetermined range, it is determined that the vehicle body 1 is traveling straight. At the same time, the travel control unit 312 calculates the travel distance from the amount of change in the vehicle position output by the satellite positioning module 8A of the positioning unit 8. Then, the travel control unit 312 determines whether the distance traveled straight during non-work travel is equal to or greater than a predetermined distance TS1.

In this way, by determining whether or not the vehicle is traveling straight using the traveling device 1D and the positioning unit 8, it is possible to easily determine whether or not the vehicle is traveling straight during non-working travel, and it is possible to easily determine whether or not the vehicle is traveling straight ahead during non-work travel. A driving amplification function can be implemented.

In addition, if the distance traveled straight from the own vehicle position to the planting start point WSP is equal to or greater than a predetermined distance TS2 (corresponding to the "second distance"), the traveling control unit 312 automatically controls the The traveling vehicle speed during traveling may be increased to a vehicle speed V2 faster than a preset vehicle speed V1. In automatic driving, the vehicle travels along a predetermined driving route. Further, the position (coordinates) of the planting start point WSP on the field map is known in advance, and the position (coordinates) of the own vehicle position on the field map is known by the positioning unit 8. Therefore, the travel control unit 312 can calculate the distance from the own vehicle position to the planting start point WSP, and determine whether the distance is equal to or greater than the predetermined distance TS2.

In this way, in addition to increasing the vehicle speed after non-work driving has been performed for a predetermined distance or time, since the driving route is predetermined during automatic driving, it is possible to change the planting starting point WSP from the own vehicle position. It is known in advance whether the distance from the vehicle position to the planting start point WSP is greater than or equal to the predetermined distance TS2, and when it is determined that the distance from the own vehicle position to the planting start point WSP is greater than or equal to the predetermined distance TS2, the traveling vehicle speed is The speed will be increased. As a result, it becomes possible to increase the traveling vehicle speed from the start of non-work traveling, and it is possible to drive more efficiently.

Furthermore, when the distance from the own vehicle position to the planting start point WSP becomes less than or equal to a predetermined distance TS3 (corresponding to the "third distance") during non-work traveling with the vehicle speed increased to V2, the traveling control unit 312 The vehicle speed may be reduced to vehicle speed V1.

In this manner, when the planting start point WSP approaches the speed increasing state during non-working driving, the vehicle starts decelerating toward the planting starting point WSP by reducing the traveling vehicle speed to the vehicle speed V1 suitable for working driving. However, by the time of the planting start point WSP, the vehicle speed can be reduced to a speed suitable for the work, and the work traveling can be performed at an appropriate traveling vehicle speed.

Note that the amplification function during long-distance travel may be performed on the non-work travel route NWL including a turning route connected to the work travel route WL. For example, in a non-work travel route NWL where straight travel is included during a turn during non-work travel, the long-distance travel amplification function may be implemented when the distance or time of straight travel is long. Furthermore, in a non-work travel route NWL that includes straight travel before or after a turn in non-work travel, the long-distance travel amplification function may be implemented when the distance or time of straight travel is long. Furthermore, the long-distance travel amplification function may be implemented not only when traveling straight but also when the distance or time of turning travel is long. Although it is preferable that turning is performed at a lower speed than straight driving, there may be no problem even if the vehicle runs at a speed higher than the vehicle speed V1 in automatic driving. In such a case, if the distance or time of non-work travel including cornering is long, the vehicle speed may be increased to vehicle speed V2, which is faster than vehicle speed V1 and does not interfere with cornering.

In this way, the vehicle speed can be increased even in the straight-ahead region of the non-working travel route NWL including the turning route or on the turning route, so that the vehicle can travel more efficiently.

The following cases are exemplified as examples of the non-work travel route NWL connected to the work travel route WL.

As shown in FIG. 31, in the case of a modified farmland, when the vehicle turns between the two straight routes IPSL, the straight travel due to non-working travel may become long. For example, when the vehicle travels on the work travel route WL1, turns around the outside of a sloped field, and then travels on the work travel route WL2, the straight forward travel due to non-work travel becomes long. The turning travel at this time is mainly performed on the following types of turning travel routes.

In the first turning run, the vehicle travels for work to the end position of the work travel route WL1, then proceeds to the outer peripheral area OA in non-work travel, and then travels around the non-work travel route NWL1. Then, since the outer periphery is inclined, the machine body 1 will proceed to an area in the middle of the work travel route WL2, and it will be necessary to go backwards on the non-work travel route NWL2 to the starting position of the work travel route WL2. The long-distance travel amplification function may be performed on the non-work travel route NWL2, and the long-distance travel amplification function may be performed on the non-work travel route NWL1. In the figure, the non-work travel route NWL2 is drawn side by side with the work travel route WL2, but in reality, the non-work travel route NWL2 is provided on the work travel route WL2.

In the second turning run, after traveling to the end position of the work travel route WL1, the vehicle proceeds to the outer peripheral area OA on the non-work travel route NWL3, and performs two turns with a straight run in between. , forward travel is performed to the starting position of the work travel route NW2. Then, the long-distance travel amplification function is implemented on the non-work travel route NWL3.

Further, as an example of the non-work travel route NWL that connects to another work travel route WL, it may be a route for picking up when replenishing materials such as seedlings.

After the machine 1 is stopped at the end area of the internal reciprocating route IPL during the short-loading process, the machine 1 travels straight forward or backward in a non-working manner to a replenishment position such as a seedling replenishment position, replenishes materials, and then replenishes materials. , performs straight-line travel by going backwards or forwards during non-working travel, and returns to the terminal area. Normal close-up driving is performed at a predetermined vehicle speed lower than vehicle speed V1, but during non-working driving between the terminal area and the replenishment position, a long-distance driving amplification function is implemented, and the distance of non-working driving is Alternatively, if the time is long, the vehicle speed may be increased from the vehicle speed during the previous run. As a result, non-working travel, which is performed simply for replenishing materials, can be performed at a relatively high vehicle speed, and close-up travel can be performed efficiently. The increased vehicle speed can be set taking into account the balance between driving efficiency and appropriate close-up driving, but since the vehicle speed during close-up may be slower than vehicle speed V1, the increased vehicle speed may be lower than vehicle speed V1. It may be delayed.

Further, while traveling on the internal reciprocating route IPL, if a predetermined sensor or the like detects that there are no more materials such as seedlings or the like, the automatic travel control unit 75 may stop the aircraft 1. In such cases, the machine 1 is driven manually to the replenishment position and replenishes materials.The pick-up function is applied when moving from any position in the field to the replenishment position. It's okay. When the aircraft 1 stops in the middle of the field, by performing a predetermined operation, the automatic travel control unit 75 shifts to a state in which it performs a closer function. Then, by manual operation, non-working travel is performed by moving forward or backward toward the replenishment position, and after replenishing materials, non-working traveling by moving forward or backward is performed by manual operation toward the stopped position.

In this way, short-term driving is applied to non-working travel between any position in the field and the replenishment position, and during short-distance driving, the long-distance travel amplification function is implemented to reduce the distance of non-working travel. Alternatively, if the time is long, the vehicle speed may be increased from the vehicle speed during the previous run. As a result, even if it becomes necessary to replenish materials midway through the field, non-working travel for replenishing materials can be efficiently performed.

Note that the vehicle speed may be increased or decreased rapidly in the amplification function during long-distance travel, or may be accelerated and decelerated gradually. By changing the traveling speed gradually, it becomes easier to appropriately respond to changes in surrounding conditions, etc., and it is possible to prevent passengers and others from feeling uncomfortable due to sudden changes in the traveling vehicle speed. .

In addition, the vehicle speed after speed increase such as vehicle speed V2 and vehicle speed V1 may be predetermined vehicle speeds, but may also be configured to be arbitrarily set at the start of automatic driving or during automatic driving. It may be a configuration that can be changed arbitrarily. Further, distance TS1, distance TS2, and distance TS3 may be predetermined distances, but may also be configured to be arbitrarily set at the start of automatic driving or during automatic driving, and can be changed arbitrarily during automatic driving. It may be a configuration. As a result, it is possible to perform the optimum amplification function during long-distance driving depending on the field situation, work situation, driver's skill, etc.

Note that these settings and changes can be performed using the information terminal 5 or the like. The amplification function during long-distance travel may be controlled by the control unit 30 mounted on the aircraft body 1, but may also be remotely controlled by a control system provided outside the aircraft, such as a management server.

[Swiveling function exclusively for high-load fields]
Next, the turning function dedicated to high-load fields when turning by automatic driving will be explained using FIGS. 1 to 4, FIG. 5, FIG. 30, and FIG. 32.

The conditions of a field may be different from other fields, such as a wet rice field, and the conditions within a field are not always constant. Furthermore, during automatic driving, the vehicle is controlled to travel at a predetermined vehicle speed, and the engine rotational speed is maintained at a rotational speed corresponding to the vehicle speed. In the case of a field with a high load such as a wet rice field, at a predetermined vehicle speed and engine rotation speed during automatic driving, the wheels 12 may get stuck in the ground while turning, reducing the vehicle speed or causing the aircraft 1 to stop. Therefore, the vehicle may not be able to make appropriate turns and may not be able to drive efficiently.

In order to avoid such a situation, in this embodiment, when turning in a high-load field, the vehicle speed is increased or the engine rotation speed is increased compared to the normal mode in which automatic driving is performed. A turning function exclusively for high-load fields is implemented, which shifts to wet field mode to increase engine power (torque).

Travel related to the turning function exclusively for high-load fields is controlled by a control unit 30 illustrated in FIG. 30 . The control unit 30 includes a travel control section 312 and an automatic travel control section 75. Switching from the normal mode to the wet field mode may be performed based on settings on the information terminal 5 or operations using a predetermined operating tool 1B, or may be switched based on automatically determining the field situation.

When switching to the wet field mode when turning by operation/setting, the driver checks the field situation and determines that the load is high. Set to mode. By setting the wet paddy mode, the travel control unit 312 performs control corresponding to the wet paddy mode when turning. Settings by the information terminal 5 may be performed simultaneously with various settings at the start of automatic driving, or may be configured to be performed during automatic driving.

In the case of automatically determining and switching to the wet field mode when turning, the automatic travel control unit 75 sets the mode to the wet field mode if it determines that the load is high due to the field situation or the slippage of the aircraft 1.

When the wet field mode is set, during cornering, the travel control unit 312 performs a combination of at least one of increasing the vehicle speed, increasing the engine rotational speed, and improving the engine power (torque). When increasing the vehicle speed, the travel control unit 312 automatically travels the straight route IPSL at the automatic travel vehicle speed V1, and then increases the vehicle speed to a vehicle speed V3 faster than the vehicle speed V1 when turning the turning route IPRL. Control to increase speed. Then, when traveling on the straight route IPSL after turning, the vehicle speed is returned to vehicle speed V1. When increasing the engine rotation speed, the driving control unit 312 controls the straight forward route IPSL to a rotation speed corresponding to the vehicle speed V1 of automatic driving by automatic driving, and then, when turning the turning path IPRL, corresponds to the vehicle speed V1. The engine speed is controlled to increase to a predetermined speed that is higher than the specified speed. Then, when traveling on the straight route IPSL after turning, the engine speed is returned to the speed corresponding to the vehicle speed V1. To improve the engine power (torque), the travel control unit 312 controls the continuously variable transmission 9 during cornering to improve the engine power (torque).

In this way, when automatically driving in a high-load field, the wet field mode is set, and when turning, at least one of increasing vehicle speed, increasing engine rotational speed, and improving engine power (torque) is performed. By doing this in combination, it is possible to suppress a reduction in the turning vehicle speed and stoppage of the aircraft 1, and to perform turning efficiently.

Note that when determining that the load is high due to the slippage of the aircraft 1, the vehicle speed calculated from the change distance per unit time of the vehicle position output by the positioning unit 8 and the axle or drive speed measured by the rotation speed sensor 12C are used. Compare the vehicle speed calculated from the rotation speed of the shaft, and if the vehicle speed calculated using the rotation speed sensor 12C is slower than the vehicle speed calculated using the positioning unit 8 by a predetermined vehicle speed or a predetermined percentage, It can be determined that the machine body 1 is slipping and the load on the field is high. In this case, the automatic travel control unit 75 may judge whether the load is higher than a predetermined level in each area of the field while traveling in the field, and switch between the wet field mode and the normal mode each time. During the first outer circumference run in a field, it is first determined whether the load on the field is higher than a predetermined value, and if it is determined that the load on the field is higher than a predetermined value, the automatic travel control unit 75: The wet field mode may be set at the start of automatic driving.

In addition, a management server (not shown) stores a field map in which load conditions during past driving are recorded, and the automatic travel control unit 75 receives the past field map from the management server (not shown). It is also possible to obtain a configuration in which the wet field mode is set when the load of the field recorded in the field map is higher than a predetermined load.

Furthermore, the determination as to whether the load is high based on the slippage of the aircraft 1 may be made by comparing the vehicle speed set during automatic travel and the vehicle speed of the aircraft 1 that is actually running. For example, when the actual vehicle speed is calculated using the positioning unit 8 as described above, and this vehicle speed is slower than the set vehicle speed by a predetermined vehicle speed or a percentage or more, the automatic travel control unit 75 may set the mode to the wet field mode. In this case, the wet field mode may be switched at any time while the vehicle is running.

As described above, the automatic travel control unit 75 determines the load on the field and sets it to the wet field mode or normal mode, so it can more accurately determine that the field is under high load, and appropriately set the field to the wet field mode. Can be set to .

[Speed-up function for high-load fields]
Next, the speed increasing function in a high-load field, which adjusts the vehicle speed during automatic driving in a high-load field, will be explained using FIGS. 1 to 4 and 5.

In high-load fields such as wet rice fields as described above, the wheels 12 get stuck in the ground during automatic driving, reducing the traveling vehicle speed or stopping the aircraft 1, making it impossible to perform automatic driving at an appropriate vehicle speed. , it may not be possible to drive efficiently.

In order to avoid such a situation, this embodiment implements a speed increase function for high-load fields, which increases the indicated vehicle speed to increase the traveling vehicle speed when the vehicle speed decreases by a certain level or more in high-load fields. do.

Travel related to the speed increase function during high-load fields is controlled by a control unit 30 illustrated in FIG. 30. The control unit 30 includes a travel control section 312 and an automatic travel control section 75.

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

The automatic travel control unit 75 compares the actual vehicle speed and the instructed vehicle speed, and determines whether the instructed vehicle speed is faster than the actual vehicle speed by a predetermined vehicle speed or more. If the instructed vehicle speed continues to be faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined period of time or more, the automatic travel control unit 75 increases the instructed vehicle speed and causes the vehicle to travel at the increased instructed vehicle speed by the travel control unit 312. be controlled as follows. The indicated vehicle speed may be increased by a predetermined vehicle speed, or may be increased by a vehicle speed corresponding to the difference between the actual vehicle speed and the indicated vehicle speed, or by a predetermined amount of the difference between the actual vehicle speed and the indicated vehicle speed. The vehicle speed may be increased by a margin of .

Further, the automatic travel control unit 75 continues to compare the actual vehicle speed and the instructed vehicle speed even after increasing the instructed vehicle speed. Then, if the instructed vehicle speed continues to be faster than the actual vehicle speed by a predetermined vehicle speed or more for a predetermined period of time or more, the automatic travel control unit 75 further increases the instructed vehicle speed. Conversely, when the difference between the instructed vehicle speed and the actual vehicle speed becomes smaller than the predetermined vehicle speed, the automatic travel control section 75 maintains the instructed vehicle speed.

Furthermore, when the actual vehicle speed becomes faster than the instructed vehicle speed, or when the instructed vehicle speed is changed, the automatic driving control section 75 may return the instructed vehicle speed to the original instructed vehicle speed or the changed instructed vehicle speed. , the instructed vehicle speed may be reduced by a predetermined vehicle speed.

In this way, by comparing the actual vehicle speed and the indicated vehicle speed and increasing the indicated vehicle speed according to the difference, even if the actual vehicle speed is not sufficient due to the machine body 1 slipping due to the load in the field, The actual vehicle speed can be controlled to increase, the actual vehicle speed can be brought closer to the commanded vehicle speed, the vehicle can travel at an appropriate vehicle speed, and the vehicle can travel efficiently.

[Manual operation regulation function]
Next, the manual operation restriction function during automatic driving will be explained.

If a predetermined condition is met during automatic travel, automatic travel will be temporarily stopped and the aircraft will stop. When automatic driving is temporarily stopped, depending on the content of the operation or the presence or absence of the operation, automatic driving may be restarted, automatic driving or manual The vehicle may transition to another state related to driving.

For example, in the seedling supply mode, when the aircraft 1 travels to a predetermined terminal area of the internal reciprocating route IPL, the aircraft 1 stops and automatic travel is temporarily stopped. When automatic driving is temporarily stopped, a predetermined operation such as operating the automatic start operating tool (not shown) and then operating the main gear shift lever 7A in the forward direction, or no operation is performed. When a predetermined period of time has elapsed, automatic travel is resumed, and the aircraft 1 shifts to turning travel. In addition, when a predetermined operation is performed such as operating the main gear shift lever 7A in the forward direction while automatic driving is temporarily stopped, the state shifts to a state in which a slight shift is performed, and the state moves forward by a predetermined distance. Traveling for replenishing seedlings is started in response to the operation of the main speed change lever 7A, etc.

Further, when automatic driving is temporarily stopped, guidance, warning, etc. are provided through a display on the information terminal 5, a voice alarm, etc. As guidance, warnings, etc., a warning that automatic travel is temporarily stopped, various warnings informing the state of the aircraft 1, guidance regarding the next possible operation, etc. are performed. Various warnings that notify the status of the aircraft 1 include a warning that the positioning unit 8 is not able to properly receive satellite signals, a warning that automatic travel has stopped (ended) due to poor reception of satellite signals, etc. It can be done. The guidance includes procedures related to operations to restart automatic driving, procedures related to operations to perform a close-up, etc.

When automatic driving is temporarily stopped in this way, the worker/driver (operator) may make an incorrect operation despite guidance and warnings, resulting in driving that is contrary to the operator's intention. There may be cases where

For example, when the aircraft 1 stops in the terminal area of the internal reciprocating route IPL and automatic travel is temporarily stopped during automatic travel in the mode with seedling supply, the operator intends to restart automatic travel and start turning travel. Even though the operation was performed, there are cases where the operator makes a mistake and causes the aircraft 1 to move forward manually. Specifically, if an operation for restarting automatic driving is made incorrectly in a state where automatic driving is temporarily stopped, automatic driving will not be restarted, and driving corresponding to the incorrect operation will be started. In addition, when automatic driving is temporarily stopped, after operating the automatic start operation tool (not shown), but before operating the main gear shift lever 7A in the forward direction, automatic driving may stop due to poor reception of satellite signals, etc. In some cases, manual forward travel may be started by operating the main shift lever 7A in the forward direction.

In this manner, in order to prevent the operator from performing an operation contrary to his/her intention when automatic driving is temporarily stopped, in this embodiment, a manual operation restriction function is implemented.

The manual operation restriction function does not accept operation of the automatic start operating tool (not shown) or the operating tool 1B such as the main gear shift lever 7A until a predetermined time has elapsed when automatic driving is temporarily stopped. It is a function.

By implementing a manual operation restriction function that disables the operator's manual operations, the operator is encouraged to pay attention to guidance and warnings, and the possibility that the operator will perform appropriate operations in accordance with the guidance and warnings is increased. can be improved. As a result, the operator can run the aircraft 1 according to the operator's intention.

The manual operation regulation function will be described in detail below with reference to FIGS. 1 to 5, 33, and 34.

The manual operation restriction function is controlled by a control unit 30 illustrated in FIG. 33. The control unit 30 includes a travel control section 312, an automatic travel control section 75, and a notification control section 77. Further, the control unit 30 is connected to the operating tool 1B, the traveling device 1D, the information terminal 5, the voice alarm generating device 100, and the like. The travel control unit 312 causes the aircraft 1 to travel by controlling the travel device 1D (corresponding to a “travel device”) according to the control of the automatic travel control unit 75 or the operation of the operating tool 1B such as the main gear shift lever 7A. . During automatic travel, the automatic travel control section 75 controls the travel control section 312 to travel along a predetermined travel route according to the own vehicle position determined based on the positioning data output by the positioning unit 8. The notification control unit 77 causes the notification unit of the information terminal 5, the voice alarm generation device 100, etc. to issue guidance and warning in accordance with the control of the automatic travel control unit 75 and the like.

As shown in FIG. 34, the automatic travel control unit 75 does not accept any operation using the operating tool 1B until a predetermined time has elapsed after the automatic travel is temporarily stopped or after the aircraft 1 has stopped.

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

Assume that during automatic travel, automatic travel is temporarily stopped at a certain time t0, and the aircraft 1 comes to a stop. Until this time t0, the automatic driving control unit 75 effectively accepts the operation by the operating tool 1B, controls the notification control unit 77, and sends a message to the notification unit of the information terminal 5, voice alarm generator 100, etc. that the automatic driving is in progress. Provide guidance and warnings depending on the situation.

When the automatic travel is temporarily stopped and the aircraft 1 stops, the automatic travel control unit 75 does not accept any operation using the operating tool 1B etc. for a predetermined time tw1 (corresponding to the first time), and even if it is operated, Disable the operation. Furthermore, when automatic driving is temporarily stopped, the automatic driving control unit 75 issues a warning that automatic driving is temporarily stopped, or performs necessary operations to shift to a state where automatic driving is possible, via the notification control unit 77. Provide guidance on operations required to resume automatic driving. The operator can then focus on warnings and guidance during a period in which no operations are accepted using the operating tool 1B or the like.

Specifically, the operator can check the guidance regarding the operations required to restart automatic driving, perform appropriate operations, and restart automatic driving. In addition, even if automatic travel stops (ends) due to poor reception of satellite signals, etc. after operating the automatic start operating tool (not shown) but before operating the main shift lever 7A in the forward direction, the operator Because the driver's attention is focused on warnings and guidance, there is an increased possibility of being able to see notifications that automatic driving has stopped (ended) and guidance on how to resume automatic driving in this state. Then, by performing appropriate operations, automatic driving can be resumed. When automatic driving has stopped (ended), to restart automatic driving, return the main shift lever 7A to the neutral position, operate the automatic start operating tool (not shown), and then turn the main shift lever 7A. Must be operated in the forward direction. Therefore, when automatic travel is stopped (ended), it is preferable to include guidance to return the main shift lever 7A to the neutral position. Also, when transitioning to a different state, operators can check the guidance regarding the operations required to transition to a transitionable state, perform the operations appropriately, and ensure the possibility of properly transitioning the intended state. is improved. In this way, the manual operation restriction function can be used while automatic driving is temporarily stopped, allowing the operator time to pay attention to warnings and guidance, and allowing the operator to take the warnings and guidance into consideration when performing the next operation. By implementing this, it is possible to improve the possibility that an appropriate operation will be performed in accordance with the operator's intention.

At time t1 while such guidance and warnings are being reported, the automatic driving control unit 75 accepts operations using the operating tool 1B etc. after time t1, validates the operations, and performs control according to the operations. I do.

Thereafter, at time t2, if an operation is performed using the operating tool 1B or the like, the automatic travel control unit 75 performs control according to the operation. For example, when an operation for restarting automatic driving is performed, the automatic driving control unit 75 restarts automatic driving. Further, when an operation for shifting to a different state, for example, an operation to start a closer shift, is performed, control is performed to change the state and perform a closer drive in accordance with the operation of the main shift lever 7A. At the same time, the automatic driving control section 75 controls the notification control section 77 so that guidance and warning are given during driving in response to the operation.

Note that if no operation is performed until time t3 at which the elapsed time from time t0 when automatic driving is temporarily stopped is longer than time tw1 (equivalent to the second time), in other words, automatic driving is temporarily stopped. When a predetermined time tw2 has elapsed without any operation being performed, the automatic travel control unit 75 may automatically restart automatic travel.

In addition, as the operating tool 1B that performs the operation to restart automatic driving or to shift to a different state, any arbitrary device such as a remote control 90, a button switch provided on the aircraft 1, a screen switch displayed on the information terminal 5, etc. may also include. For example, the fuselage 1 may be provided with a separate button or the like that is different from the main shift lever 7A for performing close-up driving. By providing a button, etc. for performing close-up driving separately from the main shift lever 7A, it is easy to avoid unintentionally performing close-to-close driving due to erroneous operation of the main shift lever 7A. be able to.

The guidance or warning given while automatic driving is temporarily stopped may be given for a predetermined period of time or may be given a predetermined number of times and then ended. In this case, the starting point of the time tw1 until the operation becomes valid may be the time t0 when automatic driving is temporarily stopped, or may be the time when the guidance or warning ends. By disabling the operation for a predetermined time tw1 after the guidance or warning ends, the operator can have the opportunity to receive all the guidance and warnings, and can easily perform appropriate operations accordingly. becomes.

Furthermore, if automatic driving is stopped (terminated) during operation after guidance or warning is performed, it is preferable that accompanying guidance or warning is performed. In this way, even if the operating tool 1B is being operated, if separate guidance or warning is notified, the automatic driving control unit 75 disables the operation of the operating tool 1B again when automatic driving is completed. It is preferable. In this case, the automatic travel control unit 75 is configured not to accept any operation using the operating tool 1B for a predetermined time tw1 from the time when automatic travel ends or from the time when the guidance or warning associated with the end of automatic travel ends. It is preferable.

With this configuration, even if automatic driving ends in the middle of an operation, the operator is prevented from performing the operation without noticing that automatic driving has ended in the middle of the operation. The driving is carried out according to the intention.

The above-mentioned guidance and warning may be performed by displaying characters or illustrations on the information terminal 5, giving voice guidance or warning from the voice alarm generating device 100, or by various methods and devices. For example, it is possible to display characters, etc. on the remote controller 90, apply a predetermined vibration to the remote controller 90, display characters, etc., or generate sounds on other portable terminals carried by the operator. Furthermore, one or more of these may be performed in any combination.

Further, specific examples of the above-mentioned guidance and warnings are as follows. When automatic driving is temporarily stopped, a message saying "Automatic driving has been temporarily stopped" is displayed on the information terminal 5, or a voice is generated from the voice alarm generating device 100. Further, when poor satellite signal reception occurs, a message saying "GPS has degraded" is displayed on the information terminal 5, or a voice is generated from the voice alarm generating device 100. Furthermore, if automatic driving is stopped (terminated) due to poor satellite signal reception or other reasons, a message saying "Automatic driving has ended" will be displayed on the information terminal 5, or a voice alarm will be emitted from the voice alarm generator 100. may occur. In this case, a message such as "Please return the lever to the neutral position to resume automatic driving" or "Please operate the lever after pressing the GS button" may be displayed on the information terminal 5. , a voice is generated from the voice alarm generating device 100. Furthermore, when the vehicle is shifted to close-to-close driving, the information terminal 5 displays a message saying "now close-to-close", and the voice alarm generating device 100 generates a sound.

[Notification sound reduction function]
Next, the manual operation regulation function during automatic driving will be explained using FIGS. 1 to 5.

As described above, during automatic driving, various guidances, warnings, and the like are provided to prompt operators such as drivers and workers to perform necessary operations and alert them. Through such notification, the operator can understand the operations necessary to continue working or traveling, and can understand the working or traveling situation, the surrounding situation of the aircraft 1, and the like. This makes it easier for inexperienced operators to understand the situation and the operations to be performed, even if they are not proficient in work or driving, reducing the operator's burden and allowing them to continue working and driving appropriately. .

Such notifications are repeated until the situation changes or until a 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 circumferential route ORL, the seedling planting device 3 is lowered manually, and only after the seedling planting device 3 is in a state that requires lowering. The notification urging the seedling planting device 3 to lower is continued until the seedling planting device 3 is lowered.

However, a skilled worker can easily lower the seedling planting device 3 on the outer circumferential path ORL without checking the guidance or the like. On the other hand, if unnecessary notifications are continued, skilled workers may feel bothered and burdened.

In order to suppress such a situation, in this embodiment, a notification sound reduction function that can reduce notifications can be implemented.

Specifically, the notification sound reduction function can be switched between a normal mode in which notifications are not reduced and a reduction mode in which notifications are reduced, and when set to reduction mode, notifications are reduced. will be carried out. Mode switching in the notification sound reduction function can be performed using the information terminal 5 or the like at the start of automatic driving, and settings can also be changed during automatic driving. Further, the notification sound reduction function is controlled by a predetermined functional block such as the automatic travel control section 75 (see FIG. 33, etc.) of the control unit 30.

In the reduction mode, the number of times the same notification is repeated or the time for repeating the same notification is reduced. For example, if the notification "Please lower the planting device" to urge the seedling planting device 3 to descend on the outer circumferential path ORL is repeated in the normal mode until the seedling planting device 3 is lowered, the reduction will be reduced. In this mode, this notification is made only once.

Note that the reduction in notifications in the reduction mode is not limited to reducing the number of times or the time, but may also extend the interval at which the same notification is performed compared to the interval in the normal mode, or reduce the number of notifications in part or all in the reduction mode. You may choose not to do so.

Further, in the reduction mode, the setting of whether to reduce the number of times or time, to widen the interval, or to not perform notification may be configured to be selectively performed. Further, in the case of setting not to perform notification, a configuration may be adopted in which it is possible to select which notification should not be performed. Further, the above settings may be configured to be performed for each content of notification.

In addition, notification of guidance, warning, etc. can be performed by displaying on the information terminal 5, generating a voice from the voice alarm generating device 100, or in various other ways.

[Automatic driving stop function]
Next, the automatic driving and stopping function during automatic driving will be explained using FIGS. 1 to 5 and FIG. 35.

During automatic travel, the aircraft 1 may be automatically stopped if various conditions are met. For example, when the sonar sensor 60 detects an obstacle during automatic travel, the aircraft 1 is stopped as soon as the obstacle is detected or when it is detected that the distance to the obstacle is shorter than a predetermined distance. In addition, during border crossing determination, it may be detected that the aircraft 1 has crossed the border or is about to cross the border, it may be detected that materials such as fertilizer are clogged, there may be poor reception of satellite signals, or the aircraft 1 If the inclination sensor 81 is installed in If it is detected that the vehicle is moving, the aircraft 1 is controlled to stop.

When various conditions are satisfied and the aircraft 1 is stopped, the aircraft 1 is controlled to stop suddenly as soon as the conditions are satisfied. However, depending on the conditions under which the aircraft 1 is stopped, it may be necessary to make a sudden stop, but on the other hand, if the aircraft 1 is stopped suddenly, it may place an excessive burden on the worker or reduce work efficiency. In some cases, it may not be appropriate because the conditions may deteriorate or the field may become rough.

For example, if an obstacle is detected, if the aircraft 1 is not stopped immediately, the risk of the aircraft 1 colliding with the obstacle may increase. Further, when the aircraft 1 crosses a border, if the aircraft 1 is not stopped immediately, the aircraft 1 may protrude from the field or collide with a ridge. Furthermore, if the aircraft 1 is tilted more than a predetermined level, the aircraft 1 may fall if it is not stopped immediately.

On the other hand, even if the vehicle is driven for some time with the material jammed, it is sufficient to clear the jammed material and then retravel the route traveled without supplying the material after supplying the material. . In addition, if the satellite signal reception environment deteriorates, the aircraft 1 slips, or the aircraft 1 deviates from its travel route, depending on the severity, it is often enough to continue driving or gradually stop the aircraft 1, or make a sudden stop. It is rare that this is necessary.

Furthermore, regardless of the conditions for stopping the aircraft 1, depending on the position in the field where it is necessary to stop the aircraft 1, there are cases where it is better to make a sudden stop and cases where it is better not to make a sudden stop. In particular, on the outer circumferential route ORL, there is a great need to stop the aircraft 1 since it may travel in an area close to a ridge. For example, there are many obstacles such as water holes along the ridge, and collision of the aircraft 1 with the ridge may cause damage to the aircraft 1 and should be avoided. Therefore, if an obstacle is detected while traveling on the outer circumferential route ORL, it is appropriate to bring the aircraft 1 to a sudden stop. Additionally, if the satellite signal reception environment deteriorates or the aircraft 1 deviates from the travel route while traveling on the outer loop route ORL, the aircraft 1 may collide with obstacles such as ridges. Therefore, it is appropriate to bring the aircraft 1 to a sudden stop.

As described above, depending on the conditions for stopping the aircraft 1 and the position in the field where the conditions for stopping the aircraft 1 are met, it may be necessary to stop the aircraft 1 suddenly, or there may be no need to stop the aircraft 1 suddenly. In some cases, it may be appropriate to gradually stop the vehicle.

Therefore, in this embodiment, when the conditions for stopping the aircraft 1 are met, the aircraft 1 is stopped suddenly or gradually, depending on the content of the conditions or the position in the field where the conditions are met. Implements an automatic driving and stopping function that varies the negative acceleration (deceleration) when stopping the vehicle.

The automatic driving and stopping function is controlled by a control unit 30 illustrated in FIG. 35. The control unit 30 includes a travel control section 312, an automatic travel control section 75, an abnormality detection section 78, and a border crossing determination section 64 (corresponding to a "boundary crossing sensor"). Further, the control unit 30 is connected to the traveling device 1D, the sensor group 1A, the information terminal 5, the positioning unit 8, and the like.

The border crossing determination unit 64 detects that the aircraft 1 crosses the border from the field, based on the own vehicle position and the field map output by the positioning unit 8. When crossing a border, the distance between the vehicle's position and the outer periphery of the field is detected, and when the distance between the vehicle's position and the outer periphery of the field is less than or equal to a predetermined distance, it is detected as border crossing.

As will be described later, the abnormality detection unit 78 receives the detection results of the border crossing determination unit 64 and various information acquired by the sensor group 1A, and detects an abnormality occurring in or around the aircraft 1 from the received information. Detect.

The travel control unit 312 causes the aircraft 1 to travel by controlling the travel device 1D (corresponding to a “traveling device”) according to the control of the automatic travel control unit 75 or the operation of the operating tool 1B.

During automatic travel, the automatic travel control section 75 controls the travel control section 312 to travel along a predetermined travel route according to the own vehicle position determined based on the positioning data output by the positioning unit 8. Further, the automatic travel control section 75 includes a stop control section 79. The stop control unit 79 controls the travel control unit 312 to stop the aircraft 1 based on the abnormality detected by the abnormality detection unit 78.

The sensor group 1A includes a sonar sensor 60 that is one of the obstacle sensors, a tilt sensor 81 that detects the tilt of the aircraft 1, and measures the rotational speed of the axle of the wheel 12 and the drive shaft that transmits the driving force from the engine 2 to the wheel 12. The rotational speed sensor 12C detects a material jam, the material jam sensor 83 detects material jam, and the like. Note that the inclination sensor 81 only needs to be able to detect in which direction and to what extent the aircraft body 1 is inclined, and the inertial measurement module 8B of the positioning unit 8 may be used.

The abnormality detection unit 78 detects various abnormalities, determines whether the conditions for stopping the aircraft 1 are satisfied according to the detected contents, and receives the determination results from the stop control unit 79 of the automatic travel control unit 75. hand over. The abnormality detection unit 78 cooperates with the sensor group 1A, the positioning unit 8, the border crossing determination unit 64, etc., to detect conditions such as the aircraft state and the surrounding state of the aircraft 1, and detects an abnormality corresponding to the detected state. Functions as a sensor.

For example, in the case of obstacle detection among the conditions for stopping the aircraft 1, the abnormality detection unit 78 receives an obstacle detection signal indicating that an obstacle has been detected from the sonar sensor 60, and uses the obstacle detection signal to control automatic travel. The information is transmitted to the stop control section 79 of the section 75. The stop control unit 79 that has received the obstacle detection signal controls the travel control unit 312 so that the aircraft 1 stops in response to the obstacle detection signal.

In addition, in the case of border crossing detection in which the aircraft 1 crosses a border among the conditions for stopping the aircraft 1, the abnormality detection unit 78 receives a border crossing signal indicating that border crossing has been detected from the border crossing determination unit 64, and automatically runs the border crossing signal. It is transmitted to the stop control section 79 of the control section 75. The stop control unit 79 that has received the border crossing signal controls the travel control unit 312 so that the aircraft 1 stops in response to the border crossing signal.

In addition, in the case of inclination detection in which the aircraft 1 is tilted among the conditions for stopping the aircraft 1, the abnormality detection unit 78 receives a tilt signal indicating that the tilt of the aircraft 1 has been detected from the tilt sensor 81, and sends the tilt signal. It is transmitted to the stop control unit 79 of the automatic travel control unit 75. The stop control unit 79 that has received the tilt signal controls the travel control unit 312 so that the aircraft 1 stops in accordance with the tilt signal.

In addition, in the case of detection of a material jam in which materials such as seedlings and fertilizers are jammed, which is one of the conditions for stopping the aircraft 1, the abnormality detection unit 78 receives a material jam signal indicating that a material jam has been detected from the material jam sensor 83. , transmits a material jam signal to the stop control section 79 of the automatic travel control section 75. The stop control unit 79 that has received the material jam signal controls the travel control unit 312 so that the aircraft 1 stops in response to the material jam signal.

In addition, in the case of slip detection in which the aircraft 1 slips among the conditions for stopping the aircraft 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 in the vehicle position output from the positioning unit 8. Then, the abnormality detection unit 78 compares the two calculated vehicle speeds, and if the vehicle speed corresponding to the number of rotations of the wheels 12 is faster than the vehicle speed calculated from the amount of change in the own vehicle position by a predetermined speed or more, the aircraft 1 slips. It is determined that the vehicle is running, and a slip signal is transmitted to the stop control unit 79 of the automatic travel control unit 75. The stop control unit 79 that has received the slip signal controls the travel control unit 312 so that the aircraft 1 stops in accordance with the slip signal.

In addition, the abnormality detection unit 78 detects a satellite signal reception abnormality in which the positioning unit 8 has decreased satellite signal reception sensitivity, a positional deviation abnormality in which the own vehicle position and the driving route deviate by more than a predetermined distance, etc. However, even when these abnormalities are detected, the travel control unit 312 is controlled to stop the aircraft 1. Furthermore, the abnormality detection unit 78 detects as abnormalities such as when the driver leaves the driver's seat 16 during manned automatic driving or when materials such as seedlings and fertilizers run out. It is also possible to configure the travel control unit 312 to control the vehicle to stop.

When such an abnormality is detected, the abnormality detection unit 78 determines that the conditions for stopping the aircraft 1 have been met, and stops the aircraft 1. Then, the stop control unit 79 of the automatic travel control unit 75 changes the deceleration when stopping the aircraft 1 depending on the content of the abnormality corresponding to the content of the condition. In other words, various abnormalities that can be detected by the abnormality detection unit 78 are classified into abnormalities that correspond to conditions that cause the aircraft 1 to stop suddenly, and abnormalities that correspond to conditions that cause the aircraft 1 to gradually stop. Then, when the abnormality detection unit 78 of the automatic driving control unit 75 detects an abnormality corresponding to the conditions for suddenly stopping the aircraft 1, it controls the driving control unit 312 to stop the aircraft 1 suddenly, and gradually stops the aircraft 1. If an abnormality corresponding to the conditions is detected, the travel control unit 312 is controlled to gradually stop the aircraft 1. In such a stop of the aircraft 1, the deceleration when stopping suddenly is larger than the deceleration when stopping gradually.

For example, the abnormalities that correspond to the conditions that cause the aircraft 1 to stop suddenly are obstacle detection, border crossing detection, and slope detection, and the abnormalities that correspond to the conditions that cause the aircraft 1 to gradually stop are other types such as material jam detection, slip detection, These include satellite signal reception abnormalities, positional deviation abnormalities, etc.

In this way, abnormalities corresponding to conditions for stopping the aircraft 1 are classified into abnormalities corresponding to conditions for stopping the aircraft 1 suddenly, and abnormalities corresponding to conditions for gradually stopping the aircraft 1. If an abnormality corresponding to a condition that causes the aircraft 1 to stop suddenly is detected, the aircraft 1 is stopped suddenly, and if an abnormality corresponding to a condition that causes the aircraft 1 to gradually stop is detected, the aircraft 1 is gradually stopped. It will be stopped at. As a result, even if the aircraft 1 is stopped, it is possible to reduce the burden on the worker, reduce the burden on the worker, reduce the burden on the worker, reduce the burden on the worker, reduce work efficiency, and prevent the field from becoming rough. If it is necessary to stop suddenly despite the efficiency and roughness of the field, the aircraft 1 can be stopped suddenly and a serious abnormality can be appropriately dealt with. Therefore, the aircraft 1 can be stopped in an appropriate manner depending on the nature of the abnormality, and work efficiency can be improved.

Note that the abnormality is not limited to the case where the abnormality is divided into two types: an abnormality corresponding to a condition that causes the aircraft 1 to come to a sudden stop, and an abnormality that corresponds to a condition that causes the aircraft 1 to come to a gradual stop. Aspects may be provided, and each abnormality may be divided into conditions corresponding to three or more modes of stopping with different decelerations. Then, the abnormality detection unit 78 controls the travel control unit 312 so that the aircraft 1 stops at different decelerations depending on the content of the detected abnormality.

Thereby, the aircraft 1 can be stopped in a more appropriate manner depending on the detected abnormality.

Furthermore, when an abnormality is detected, the abnormality detection unit 78 may control the travel control unit 312 to not only stop the aircraft 1 but also to decelerate the aircraft 1 and move slowly.

Depending on the nature of the abnormality, there may be no need to stop the aircraft 1. When an abnormality is detected, in addition to a mode in which the aircraft 1 is stopped at a different deceleration, a mode in which the aircraft 1 is slowed down is provided, and the abnormality is distributed as a condition for controlling the aircraft 1 in each mode. Thereby, the running state of the aircraft 1 can be appropriately controlled depending on the details of the abnormality.

Furthermore, depending on the nature of the abnormality, the same abnormality may be detected every time the vehicle travels at the same location in the field. For example, water holes and standing trees in a field are always in the same location, and are detected as obstacles each time the vehicle runs near them. Furthermore, the condition of the field tends to be the same every year, and there is a possibility that the aircraft 1 will slip in the same position where the aircraft 1 has slipped in the past.

Therefore, field information (field information) including the details of the abnormality and the position where the abnormality occurred is memorized, and when driving, the field information is referred to and the position where the abnormality has occurred is stored. The aircraft 1 may be brought to a sudden stop, gradually stopped, or slowed down depending on the contents of the stored abnormality. For example, when the details of the abnormality and the position where the abnormality occurs are stored in the field map (field information) and saved in the management server 85 or the information terminal 5, and the vehicle is subsequently driven, the abnormality detection unit 78 A field map is acquired through the section 86, and with reference to the acquired field map, at a position where an abnormality was detected in the past, the machine 1 is caused to suddenly stop, gradually stop, or slow down depending on the abnormality detected in the past. The travel control unit 312 is controlled to.

Thereby, even in a state where an abnormality cannot be properly detected, the driving state can be appropriately controlled based on past results.

Further, the obstacle sensor may be an imaging device 82 that can take an image of the surroundings of the aircraft body 1 instead of the sonar sensor 60 or together with the sonar sensor 60. The abnormality detection unit 78 analyzes the image taken by the imaging device 82 and detects the presence of a faulty part. Image analysis can also be performed using a trained model generated by machine learning using AI. By detecting obstacles using the imaging device 82, obstacles can be easily detected.

Note that when detecting an obstacle 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; however, if the obstacle is small, it is not necessary to bring the aircraft 1 to a sudden stop, as the obstacle can be easily avoided. In some cases.

Therefore, when the size of the obstacle can be determined, the stop control section 79 of the automatic travel control section 75 reduces the deceleration compared to the deceleration when the detected obstacle is larger than a predetermined size. It's okay.

Thereby, the deceleration when stopping the aircraft 1 can be optimized depending on the size of the obstacle, and work efficiency can be further improved.

Furthermore, the sonar sensor 60 can determine the distance to the obstacle from the time the reflected wave returns. Furthermore, when an obstacle is detected 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, the aircraft may be able to avoid the obstacle or the obstacle may no longer interfere with its travel. Therefore, it may not be necessary to stop the aircraft 1 suddenly.

Therefore, when the distance to the detected obstacle is less than or equal to a predetermined distance, the stop control unit 79 may make the deceleration smaller than the deceleration when the distance is longer than the predetermined distance.

Thereby, the deceleration when stopping the aircraft 1 can be optimized depending on the distance to the obstacle, and work efficiency can be further improved.

Note that the necessity of suddenly stopping the aircraft 1 varies depending not only on the content of the abnormality but also on the position in the field where the abnormality is detected. Therefore, as a condition for determining the deceleration when stopping the aircraft 1, instead of or in addition to the details of the abnormality, the position in the field where the abnormality is detected may be taken into consideration. That is, the stop control unit 79 may vary the deceleration when stopping the aircraft 1 depending on the position in the field where the abnormality is detected.

For example, an outer circumferential traveling route that goes around the inner side of the farm field along the outer periphery of the farm field runs near the outer circumferential area of the farm field, such as a ridge. Obstacles such as water holes are often provided in the outer circumferential area of a field, and when an abnormality is detected while traveling on the outer circumferential travel route, it becomes necessary to bring the aircraft 1 to a sudden stop. Further, when an abnormality is detected while traveling on the outer circumferential traveling route, if the traveling route deviates slightly, there is a high possibility that the aircraft 1 will collide with a ridge or the like or cross a border. Therefore, it is preferable that the stop control unit 79 suddenly stops the aircraft 1 when an abnormality is detected while traveling on the outer circumferential travel route.

In this way, by varying the deceleration when stopping the aircraft 1 depending on the position in the field where the abnormality is detected, it is possible to stop the aircraft 1 appropriately depending on the position in the field. Work efficiency can be improved.

Note that the deceleration when stopping suddenly and the deceleration when stopping gradually may be predetermined decelerations, respectively, or may be variable depending on settings. Furthermore, the abnormalities that cause a sudden stop and the abnormalities that cause a gradual stop may be predetermined conditions, respectively, or may be variable by setting the conditions. In addition, the deceleration depending on the content of the abnormality or the deceleration depending on the position in the field may be a predetermined deceleration, but it may also be variable depending on the settings, and the deceleration depending on the content of the abnormality or the position within the field A configuration may also be adopted in which individual decelerations can be set for each position. Furthermore, the above settings can be set using the information terminal 5 or the like at the start of automatic driving, and may be configured to be able to be changed using the information terminal 5 or the like during automatic driving.

By arbitrarily performing the above settings, it is possible to more optimally control the stopping of the aircraft 1 according to the field conditions and work conditions, and it is possible to further improve work efficiency.

[Aircraft slip detection function]
Next, the automatic driving and stopping function during automatic driving will be explained using FIGS. 1 to 5 and FIG. 35.

In automatic travel, the automatic travel control section 75 controls the traveling device 1D, the engine 2, etc., and causes the aircraft 1 to travel according to the instructed vehicle speed instructed by the automatic travel control section 75. During automatic driving, the supply of seedlings to be planted and the supply of fertilizer to be sprayed are adjusted according to the vehicle speed of the aircraft 1, and appropriate planting and fertilizer spraying are performed throughout the field. When the field is muddy, even if the machine body 1 is driven according to the instructed vehicle speed, the machine body 1 may slip and the actual vehicle speed of the machine body 1 may be significantly lower than the instructed vehicle speed. If the actual vehicle speed of the aircraft 1 deviates from the instructed vehicle speed, appropriate planting and fertilizer dispersion will not be performed.

Therefore, when the actual vehicle speed of the aircraft 1 is slower than the designated vehicle speed or the vehicle speed controlled according to the designated vehicle speed by a predetermined speed or a predetermined ratio or more, the fuselage slip detection function is implemented. The aircraft slip detection function detects that the aircraft 1 is slipping when the actual vehicle speed of the aircraft 1 is higher than a predetermined speed or a predetermined percentage compared to the indicated vehicle speed or the vehicle speed controlled according to the indicated vehicle speed. This is a function to temporarily stop automatic driving under the control of the automatic driving control unit 75.

In this way, by temporarily stopping automatic driving when it is determined that aircraft 1 is slipping, work driving is stopped, and by driving at an inappropriate vehicle speed, planting and fertilizer spreading can be carried out as planned. This allows for proper work travel.

Here, the actual vehicle speed of the aircraft 1 is calculated from the amount of change in the own vehicle position per unit time output by the positioning unit 8. In addition, the vehicle speed controlled according to the indicated vehicle speed is the rotation of the axle or drive shaft detected by the rotation speed sensor 12C that measures the rotation speed of the axle of the wheel 12 or the drive shaft that transmits the driving force from the engine 2 to the wheel 12. Calculated from numbers.

When the vehicle speed calculated from the amount of change in the position of the own vehicle is slower than the instructed vehicle speed, the automatic driving control unit 75 uses the vehicle speed calculated from the amount of change in the position of the own vehicle and the rotation speed sensor 12C. Compare the vehicle speed and if the vehicle speed calculated from the amount of change in the own vehicle position is slower than a predetermined speed or a predetermined percentage, it is determined that the aircraft 1 is slipping and automatic driving is temporarily stopped. .

Note that if the automatic travel control unit 75 determines that the aircraft 1 is slipping, it may immediately stop the automatic travel, but since the aircraft 1 may be slipping temporarily, the automatic travel control unit 75 may temporarily stop the automatic travel. Automatic driving may be temporarily stopped after the current state continues.

For example, the automatic travel control unit 75 may temporarily stop automatic travel after determining that the aircraft 1 is slipping for 5 seconds or more. Furthermore, if the automatic travel control unit 75 determines that the machine body 1 is slipping for 3 seconds or more, it raises the seedling planting device 3 or stops the feeding mechanism 26 of the fertilization device 4 to perform work. The device may be stopped, and then, after determining that the aircraft 1 is slipping for a total of 5 seconds or more, the automatic traveling may be temporarily stopped.

As a result, automatic driving is temporarily stopped only when slipping continues to the extent that work driving is affected, so work driving is stopped only when slipping continues, improving work efficiency while performing appropriate work driving. can be done.

[Another embodiment]
(1) The travel route is set by non-working travel along the outer periphery of the field. The driving 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 provided with a route setting section as an independent functional block. Alternatively, a configuration may be adopted in which both the information terminal 5 and the control unit 30 are provided with a route setting section, and it is selectively determined which of the information terminal 5 or the control unit 30 should perform the route setting. Alternatively, a configuration may be adopted in which a driving route is generated by an external server or the like, and the information terminal 5 or the control unit 30 can receive the generated driving route. Various data obtained during work driving of the rice transplanter (data created by map shape acquisition processing, route creation processing, etc., obstacle data regarding obstacles detected during driving, driving status data obtained during driving, work status data, field status data, etc.) may be uploaded to an externally installed central computer or cloud service computer. Furthermore, such registered data may be downloaded prior to operation.

(2) The control unit 30 can be subdivided into arbitrary functional blocks. For example, an automatic travel control unit that controls travel during automatic travel, a manual travel control unit that controls travel during manual travel, a work equipment control unit that controls various work equipment, information terminal 5, and other equipment. a communication unit that sends and receives information between the two; an obstacle detection unit that controls the sonar sensor 60 and detects obstacles; and an obstacle control unit that issues commands to the automatic travel control unit and manual travel control unit according to the obstacle detection results. , a stacked light control section that controls the stacked light 71 , a transmission operating section that controls the main shift lever 7A, etc. may be provided individually as functional blocks of the control unit 30 . Furthermore, although only specific components of the information terminal 5 and the control unit 30 in FIGS. 8 and 9 are shown for explanation, the information terminal 5 and the control unit 30 are All the components may be installed, or any combination of components may be installed as necessary.

(3) In each of the embodiments described above, the notification device that performs various notifications performed by the rice transplanter is not limited to the information terminal 5 or the voice alarm generating device 100, but various notification devices can be used. For example, the remote control 90 may be provided with an LED and various information may be notified by lighting patterns, or the remote control 90 may be provided with a monitor and various information may be displayed. In addition, notification can be provided by lighting patterns of the laminated light 71, center mascot 20, lights, and other light emitters, display and vibration on a smartphone, mobile terminal, personal computer, etc. owned by the worker, vibration of the remote control 90, etc. can. In addition, various notifications performed by the notification device are carried out by the control unit 30, an notification control section built into the control unit 30, or an notification control section provided outside the control unit 30, which detects the running state, work state, and various sensors. It is controlled according to the state etc.

(4) When the location where a fuel shortage, battery shortage, or shortage of materials such as planted seedlings, fertilizers, and chemicals has occurred, or a location where such occurrence is predicted to occur, will be notified. The position of the material shortage (material shortage) may be displayed on the touch panel 50, preferably on the travel route.

(5) In each of the above embodiments, a rice transplanter is used as an example. However, the present invention is applicable to rice transplanters, direct sowing machines, management machines (spreading chemicals, fertilizers, etc.), tractors, harvesting machines, etc. The present invention can be applied to agricultural working machines and various types of working machines that travel in working areas.

The present invention can be applied to agricultural machines such as rice transplanters and other working machines.

1: Aircraft 1A: Sensor group 1B: Operating tool 1C: Working device 1D: Traveling equipment (travelling device)
1E: Aircraft frame 2: Engine 3: Seedling planting device 4: Fertilizer application device 5: Information terminal 5A: Housing 5a: Hardware button group 6: Automatic driving microcomputer 7A: Main gear shift lever 7B: Sub-shift lever 7C: Manual switching Switch 7D: Stop switch 7E: Mode changeover switch 7F: Accelerator lever 8: Positioning unit 8A: Satellite positioning module (satellite positioning section)
8B: Inertial measurement module (vehicle orientation measurement section)
9: Continuously variable transmission 10: Steering wheel 11: Work operation lever 12: Wheel 12A: Front wheel 12B: Rear wheel 12C: Rotation speed sensor 13: Link mechanism 13a: Lifting link 14: Driving section 14A: Step 15: Leveling float 16 : Driver seat 17 : Spare seedling support frame 17A : Spare seedling storage device 18 : Chemical spraying device 20 : Center mascot 21 : Seedling platform 22 : Planting mechanism 23 : Vertical feed mechanism 25 : Hopper 26 : Feeding mechanism 27 : Blower 28 : Fertilizer hose 29 : Grooving device 30 : Control unit 50 : Touch panel 50a : Software button group 51 : Map information acquisition part 52 : Travel stop instruction part 53 : Invalidation instruction part 54 : Cancellation part 55 : Material replenishment position setting part 56 : Replenishment instruction reception unit 57 : Notification unit 60 : Sonar sensor (obstacle sensor, object sensor)
61: Front sonar 62: Rear sonar 63: Lateral sonar 64: Border crossing determination section 65: Border crossing prevention control section 66: Border crossing permission section 67: Resumption instruction section 68: Temporary stop instruction section 71: Stacked light 72: Receiving device 73: Battery 75: Automatic driving control unit 77: Notification control unit 78: Abnormality detection unit (sensor)
79: Stop control section 81: Inclination sensor 82: Imaging device 83: Material jam sensor 85: Management server 86: Communication section 90: Remote control 90a: First button 90b: Second button 90c: Third button 90d: Fourth button 90e : 5th button 90f : 6th button 90g : Function button 90x : 1st indicator 90y : 2nd indicator 91 : Traveling equipment operation part 92 : Work equipment operation part 921 : Effective line designation part 100 : Voice alarm generator 311 : Aircraft Position calculation unit 312 : Travel control unit 313 : Work control unit 521 : Reference side setting unit 522 : Reciprocating route creation unit 523 : Travel direction determination unit 524 : Round route creation unit 525 : Driving style management unit 527 : Travel route setting unit 528 : Driving route search unit 529 : Complementary route setting unit 530 : Work management unit 531 : Supply side setting unit 532 : Supply control management unit 541 : Starting point setting unit 542 : Starting point guidance route creation unit 551 : Display device 552 : Map information Storage section 553: Map information display section 571: Position information calculation section 572: Map information creation section 573: Driving route generation section B: Arrow CL: Complementary route CLS: Intersection CLE: Nearby point E: Entrance/exit EC: Each line clutch F: Arrow G: End point GA: Guidance start area IA: Internal area IPL: Internal reciprocating route IPRL: Turning route IPSL: Straight route IRL: Inner circular route L: Arrow NWL: Non-working route NWL1: Non-working route NWL2: Non-work travel route NWL3: Non-work travel route OA: Outer area, outer perimeter ORL: Outer circuit route R: Arrow S: Starting point SGL: Starting point guidance route SL: Seedling supply side t0: Time t1: Time t2: Time t3 : Time TS1 : Distance (first distance)
TS2: Distance (second distance)
TS3: Distance (third distance)
tw1: Time (first time)
tw2: Time (second time)
V0: Vehicle speed V1: Vehicle speed (first vehicle speed)
V2: Vehicle speed (second vehicle speed)
V3: Vehicle speed WL: Work travel route WL1: Work travel route WL2: Work travel route WSP: Planting start point

Claims (8)

A work machine that can automatically travel on a farm,
a work management unit that divides the farm into an outer peripheral area, an internal area located inside the outer peripheral area, and a special area where steering difficulty is high;
a travel route setting unit that sets a circular route for traveling in the outer peripheral area and an internal reciprocating route for traveling in the inner area as a target travel route that is a target for automatic travel;
a travel control section having an automatic travel mode in which the vehicle body travels based on the vehicle body position calculated by the vehicle body position calculation section and the target travel route; and a remote control travel mode in which the vehicle body travels based on remote control from a remote controller; , comprising;
An arbitrary area of the farm is set as the special area for each farm based on an operator's operation using the map of the farm displayed on the screen of the display unit,
The remote control driving mode is assigned as the driving mode in the special area ,
The working machine is configured to automatically switch the driving mode from the automatic driving mode to the remote control driving mode at the time of entering the special area from the outer peripheral area or the internal area . The working machine according to claim 1 , wherein ground work in the special area is performed in the remote control driving mode. The working machine according to claim 1 or 2 , wherein ground work in the special area is performed only in the remote control driving mode. The work machine according to any one of claims 1 to 3, wherein a predetermined amount of forward ground work is performed by one unit of remote control operation. The working machine according to any one of claims 1 to 4 , wherein the remote control driving mode is maintained until the ground work in the special area is completed. The working machine according to any one of claims 1 to 5 , wherein the running mode in the special area includes a boarding manual running mode in which a worker on board the machine manually operates the machine. The working machine according to any one of claims 1 to 6 , wherein the special area is an area near an exit of the farm, an area near an entrance, or both areas. A seedling planting device having a variable number of rows for planting seedlings and a control section for controlling the operation of the seedling planting device are provided, and an effective row designating section for specifying the number of rows for planting seedlings is provided on the remote control. The working machine according to any one of claims 1 to 7 , wherein:

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