1. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising: a reference side setting unit configured to set one side of an outer shape of the farm as a reference side; a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending in a determined direction with respect to the reference side; a travel direction setting unit configured to set a direction of forward travel of the work machine on the back-and-forth route; and a replenishment side setting unit configured to set one side of the outer shape of the farm as a material replenishment side of the material consumed by the work machine, the material replenishment side being set so as to oppose the extending direction of the straight route.

2. The travel route management system as claimed in claim 1, wherein the straight route is created so as to extend parallel or perpendicular to the reference side.

3. The travel route management system as claimed in claim 1 or 2, wherein an end point of the back-and-forth route is set at a terminal end of the straight route close to an entrance/exit of the farm.

4. The travel route management system as claimed in any one of claims 1 to 3, wherein temporary stopping of a vehicle body serving as travel control information is assigned to a terminal end region of the straight route for forward traveling of the work machine toward the material replenishment side and/or the start end region of the straight route to be traveled on by the work machine next.

5. The travel route management system as claimed in any one of claims 1 to 4, wherein the farm is divided into a peripheral region where loop travel is performed along boundary line of the farm and an inner region located inside the peripheral region, the straight route is formed in the inner region, and in the peripheral region, turning travel for transitioning from the straight route being traveled on to the straight route to be traveled on next is performed.

6. The travel route management system as claimed in any one of claims 1 to 5, wherein the reference side setting unit, the back-and-forth route creation unit, and the traveling direction setting unit are constructed so as to be operable through a graphic user interface in an information terminal that is equipped with a touch panel and is connected to an on-board LAN of the work machine, and the back-and-forth route is displayed on a screen of the touch panel such that a driving mode on the back-and-forth route is identifiable.

7. The travel route management system as claimed in any one of claims 1 to 6, wherein one straight route is set as an idle travel route on which the work machine performs idle travel without performing work, and set, in an overlapped manner, as a work travel route on which the work machine performs work travel, a positional relationship between an end point of work travel using the back-and-forth route and the material replenishment side is inverted.

8. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising: a loop route creation unit configured to create at least one or more loop routes in a peripheral region of the farm; a back-and-forth route creation unit configured to create a back-and-forth route composed of a plurality of straight routes and a turning route connecting two straight routes in an inner region located inside of the peripheral region; a start point setting unit configured to set a start point of work travel using the back-and-forth route; and a start point guiding route creation unit configured to create a start point guidance route for automatically guiding the work machine, which has satisfied a guidance condition, from a pre-set guidable area to the start point, wherein the start point guidance route is composed of a guidance turning route connected to the start point and a guidance straight route connected to the guidance turning route along a side of periphery of the field, and at least a part of the guidance straight route is in a guidance startable area.

9. The travel route management system as claimed in claim 8, wherein the guidance condition includes a condition that the difference between a pre-set guidable direction and the direction of forward travel of the work machine is within an allowable range.

10. The travel route management system as claimed in claim 8 or 9, wherein the guidance condition includes a condition that at least a part of the work machine is located in the guidable area.

11. The travel route management system as claimed in claim 10, wherein a plurality of the guidable areas are set.

12. The travel route management system as claimed in claim 10 or 11, wherein the guidable area is set such that the guidance straight route of a predetermined distance or more is ensured between the center point of the guidable area and the start point.

13. The travel route management system as claimed in any one of claims 8 to 12, wherein at least a part of the start point guidance route is used in common with a part of the loop route.

14. The travel route management system as claimed in any one of claims 8 to 13, wherein the loop route creation unit, the back-and-forth route creation unit, the start point setting unit, and the start point guidance route creation unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and if the guidance condition has not been satisfied, guidance for satisfying the guidance condition is displayed on the screen of the touch panel.

15. The travel route management system as claimed in claim 14, wherein a symbol indicating that the guidance condition has been satisfied is displayed on the screen of the touch panel.

16. The travel route management system as claimed in any one of claims 8 to 15, wherein the positional relationship between the start point and the end point of the work travel using the back-and-forth route is adjusted, by using one straight route as an idle travel route on which the work machine performs idle travel without performing work and as a work travel route on which the work machine performs work travel, or by increasing or reducing the number of the straight routes by an odd number.

17. The travel route management system as claimed in claim 16, wherein if the number of straight routes is an odd number, the idle travel is executed so that the start point and the end point are located on the same side.

18. The travel route management system as claimed in claim 16, wherein if the start point and the end point are located on the same side, the number of the straight routes is set to an even number, and if the start point and the end point are on different sides, the number of the straight route is set to an odd number.

19. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising: a replenishment side setting unit configured to set a specific side composed of one or more sides of an outer shape of the farm as a material replenishment side for replenishing a material to be consumed by the work machine; a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending toward the material replenishment side; and a replenishment control management unit configured to manage replenishment travel control for moving the work machine from a terminal end region of the straight route for traveling toward the material replenishment side, from a starting end region of the straight route to be traveled on next, or from both regions, to the material replenishment side.

20. The travel route management system as claimed in claim 19, wherein the replenishment travel control includes a front approach mode in which a front end of the work machine approaches the material replenishment side, and in the front approach mode, transitioning from the straight route being traveled on to the straight route to be traveled on next is stopped, the work machine approaches the material replenishment side as-is by straight travel, and after material replenishment, the work machine heads toward the straight route to be traveled on next through reverse quick turn travel.

21. The travel route management system as claimed in claim 20, wherein temporary stopping of a vehicle body serving as travel control information is assigned to a terminal end region of the straight route for traveling toward the material replenishment side.

22. The travel route management system as claimed in claim 20 or 21, wherein an approach travel to the material replenishment side in the front approach mode is performed through automatic travel in which an extended route extended from the straight route is set as a target route.

23. The travel route management system as claimed in claim 19, wherein the replenishment travel control includes a rear approach mode in which a rear end of the work machine approaches the material replenishment side, and in the rear-approach mode, after the travel for transitioning from the straight route being traveled on to the straight route to be traveled on next ends, the work machine approaches the material replenishment side as-is by reverse travel, and after the material replenishment, the work machine heads toward the straight route to be traveled on next by forward travel.

24. The travel route management system as claimed in any one of claims 19 to 23, further comprising a material replenishment management unit for determining a replenishment timing of a replenishment material based on a calculated remaining amount of the replenishment material, wherein depending on a type of the material to be replenished, either a front approach mode in which a front end of the work machine approaches the material replenishment side or a rear approach mode in which a rear end of the work machine approaches the material replenishment side is selected.

25. The travel route management system as claimed in any one of claims 19 to 24, wherein the replenishment travel control is performed in manual travel by interrupting automatic travel, and when next straight route is captured after material replenishment, the automatic travel is resumed.

26. The travel route management system as claimed in any one of claims 19 to 25, wherein the replenishment travel control is remotely operable using a remote control.

27. The travel route management system as claimed in any one of claims 19 to 26, wherein the replenishment side setting unit, the back-and-forth route creation unit, and the replenishment control management unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and selectin of the material replenishment side and content selection of the replenishment travel control are performed through the touch panel.

28. A work machine comprising: a self-propelled vehicle; a working device located behind the self-propelled vehicle; a control unit that controls automatic work travel; and a tower lamp displaying a control mode of the control unit to an outside of the self-propelled vehicle, wherein the tower lamp is provided on a peripheral portion of the self-propelled vehicle, and is swingably supported such that an orientation of the tower lamp is changeable to a use orientation in which the tower lamp is standing and to a storage orientation in which the tower lamp is inclined with respect to the use orientation, when the tower lamp is in the storage orientation, the tower lamp is supported in an inclined state in which a free end part of the tower lamp is located higher than a base end of the tower lamp, the self-propelled vehicle includes a positioning unit that receives radio waves from a satellite of a global navigation satellite system to acquire position information of the self-propelled vehicle, the self-propelled vehicle includes a support frame extending in a direction along a body vertical direction, the positioning unit is supported by an upper end portion of the support frame, the tower lamp is supported by a lower end portion of the support frame that is lower than the upper end portion, and a state of the support frame is configured to be changeable to a state in which the positioning unit is located at a raised use position by swinging the upper end portion upward with respect to the lower end portion, and to a state in which the positioning unit is located at a lowered storage position by swinging the upper end portion downward with respect to the lower end portion.

29. A work machine comprising: a self-propelled vehicle; a working device located behind the self-propelled vehicle; a control unit that controls automatic work travel; and a tower lamp displaying a control mode of the control unit to an outside of the self-propelled vehicle, wherein the tower lamp is provided on a peripheral portion of the self-propelled vehicle, and is swingably supported such that an orientation of the tower lamp is changeable to a use orientation in which the tower lamp is standing and to a storage orientation in which the tower lamp is inclined with respect to the use orientation, the self-propelled vehicle includes a sonar sensor for detecting obstacles to the travel of the self-propelled vehicle, a sonar control device for controlling the sonar sensor, and a cover for covering the sonar control device, and the cover includes a receiving portion for receiving and supporting the tower lamp in the storage orientation.

30. The work machine as claimed in claim 28 or 29, wherein the working device includes a seedling stand and a planting mechanism for taking out seedlings from the seedling stand and planting the taken-out seedlings in a field, the self-propelled vehicle includes backup seedling stands arranged side by side in a plurality of upper and lower levels, and the tower lamp is provided at a position higher than the backup seedling stand of the uppermost level among the upper and lower levels of the backup seedling stands.

31. The work machine as claimed in claim 28, wherein the self-propelled vehicle includes an antenna for receiving a wireless command signal from a remote control device, and the antenna is detachably supported on the upper end portion.

32. The work machine as claimed in claim 28 or 31, wherein the self-propelled vehicle includes backup seedling stands arranged in a plurality of upper and lower levels, and the backup seedling stands in the plurality of upper and lower levels are supported by the support frame.

33. A work machine that performs work travel by automatic travel, the work machine comprising: a notification device for performing notification of a warning; and a vehicle speed operation tool for operating a vehicle speed, wherein modes of the automatic travel include a manned automatic travel mode that requires a driver to be on board and an unmanned automatic travel mode that does not require the driver to be on board, the work travel performed through the manned automatic travel mode is started or resumed by operating the vehicle speed operation tool at a position other than a neutral position, the work travel performed through the unmanned automatic travel mode is started or resumed under a condition that the vehicle speed operation tool is at the neutral position, and the notification device performs notification of a warning during any one of reverse travel in automatic travel, turning in automatic travel, and a start time of automatic travel.

34. The work machine as claimed in claim 33, wherein the warning is an audio warning.

35. The work machine as claimed in claim 33, further comprising: a remote control that is able to perform remote control from a position away from a body of the work machine; and an automatic travel start/stop switch that is installed on the body to operate start and stop of work travel performed through automatic travel, wherein in a case of the unmanned automatic travel mode, work travel is started or resumed only if the remote control has been operated.

36. The work machine as claimed in any one of claims 33 to 35, further comprising: a work operation tool for operating a working device, wherein automatic travel in the manned automatic travel mode requires a manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed accompanying guidance performed through audio guidance, and if an operation of moving the vehicle speed operation tool to the neutral position is necessary or if an operation of moving the working device to a working state is necessary, the notification device performs notification of audio guidance until an operation corresponding to the audio guidance is performed.

37. The work machine as claimed in any one of claims 33 to 35, further comprising: a work operation tool for operating a working device; and an information terminal for displaying information, wherein automatic travel in the manned automatic travel mode requires a manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed accompanying guidance, and if an operation of moving the vehicle speed operation tool to the neutral position is necessary or if an operation of transitioning the working device to a work state is necessary, guidance is performed by a predetermined number of instances of audio guidance being performed using the notification device, and then display being performed on the information terminal until a corresponding operation is performed.

38. The work machine as claimed in claim 36 to 37, wherein when work travel performed through the manned automatic travel is started or resumed, guidance prompting an operation of the vehicle speed operation tool from the neutral position in a traveling direction is performed.

39. The work machine as claimed in claim 38, wherein when automatic travel performed through the manned automatic travel is started or resumed, travel is not started even if the vehicle speed operation tool is operated from the neutral position in a direction opposite to the traveling direction.

40. The work machine as claimed in any one of claims 36 to 39, wherein when changing the direction, operating the vehicle speed operation tool is unnecessary even if forward and reverse travel are switched.

41. The work machine as claimed in any one of claims 36 to 40, further comprising: a continuously-variable transmission for adjusting a travel speed, wherein if it is necessary to perform an operation of moving the vehicle speed control tool to the neutral position and the continuously-variable transmission is not in the neutral position, guidance prompting an operation of moving the vehicle speed operation tool to the neutral position is performed.

42. The work machine as claimed in any one of claims 36 to 41, wherein if an operation contrary to preset automatic travel is performed, notification of guidance to perform an operation according to automatic travel is performed until the operation according to the automatic travel is performed.

43. The work machine as claimed in any one of claims 33 to 42, wherein the work travel includes automatic travel on an inner back-and-forth route in the inner region of a work site, automatic travel on the inner loop route of the peripheral region, and automatic travel on each side of the outer loop route of the peripheral region, and the automatic travel on each side of the outer loop route of the peripheral region is performed in the manned automatic travel mode, the work site is provided with a guidance start area, and when the body is stopped in the guidance start area, the body is guided by manned automatic travel to the start point of the inner back-and-forth route, and the start of automatic travel includes the start of automatic travel on the inner back-and-forth route, the start of automatic travel on the inner loop route, the start of manned automatic travel on each side of the outer loop route, the start of guidance from the guidance start area, and a return to the travel route when material has been replenished.

44. The work machine as claimed in claim 43, wherein automatic travel through the manned automatic travel mode in the guidance from the guidance start area is performed by traveling forward after reverse travel, and guidance prompting an operation of the vehicle speed operation tool to the reverse position is performed, and manned automatic travel in the guidance from the guidance start area is performed by performing guidance prompting predetermined reverse travel and then an operation of the vehicle speed operation tool to a forward position.

45. The work machine as claimed in claim 43 or 44, further comprising: a work operation tool for operating the working device, wherein an operation of the vehicle speed operating tool in a forward direction is necessary at the time of starting manned automatic travel on the first side of the outer loop route, an operation of the vehicle speed operation tool is unnecessary at the time of starting manned automatic traveling on other sides, and an operation of the working operating tool in a non-operating state is necessary before turning between the sides.

46. The work machine as claimed in claim 45, wherein after the turning is completed, an operation of the work operation tool at work travel start time of the next side is necessary.

47. The work machine as claimed in claim 45, wherein it is settable whether or not to automatically perform a state change of the work operation tool that is performed when work travel of the next side is started during turning between the sides and after the end of the turning.

48. The work machine as claimed in any one of claims 33 to 47, further comprising: a first actuator that displaces the vehicle speed operation tool according to a travel state; and a clutch for switching the vehicle speed operation tool and the first actuator to a connected state and a disconnected state, wherein the vehicle speed operation tool is displaced to a forward position and a reverse position via a neutral position, and in the neutral position, the clutch is in the disconnected state.

49. The work machine as claimed in claim 48, further comprising: a second actuator that displaces the vehicle speed operation tool in the neutral position.

50. The work machine as claimed in claim 48 or 49, further comprising: a notification device for performing notification of a warning, wherein when the vehicle speed operation tool is displaced, the notification device performs notification of an operation status of the vehicle speed operation tool.

51. The work machine as claimed in any one of claims 48 to 50, wherein the vehicle speed operation tool is maintained in the forward position when moving in reverse accompanying a change of direction.

52. The work machine as claimed in any one of claims 48 to 51, further comprising a brake used for reducing the travel speed, wherein the vehicle speed operation tool is displaceable according to an operation of the brake.

53. A work machine comprising: a self-propelled vehicle; a driving section provided in the self-propelled vehicle; a working device located behind the self-propelled vehicle; a control unit for controlling automatic work travel; a notification device for performing notification of a control executed by the control unit; and a positioning unit that is provided at a front upper portion of the driving section, and acquires position information of the self-propelled vehicle, wherein the notification device is provided below the positioning unit while being covered by the positioning unit from above.

54. The work machine as claimed in claim 53, further comprising: a frame portion provided extending in a lateral width direction of a vehicle body, at the front upper portion of the driving section; a mounting platform that is supported by the frame portion and on which the positioning unit is mounted and fixed; and a support member extending downward from the mounting platform, wherein the notification device is supported by the support member.

55. The work machine as claimed in claim 53 or 54, wherein a lower end of the notification device is located above an upper end of the working device.

56. The work machine as claimed in any one of claims 53 to 55, wherein the control unit operates the notification device when a main shift lever has been operated to a neutral position during turning of the self-propelled vehicle.

57. The work machine as claimed in any one of claims 53 to 56, wherein the control unit operates the notification device when a main shift lever has been operated to a neutral position during reverse travel of the self-propelled vehicle.

58. The work machine as claimed in any one of claims 53 to 57, wherein the notification device is a voice alarm generation device, and the voice alarm generation device is provided with a sound emission unit facing the driving section.

Description:DESCRIPTION

TRAVEL ROUTE MANAGEMENT SYSTEM FOR WORK MACHINE

Technical Field
[0001] The present invention relates to a travel route management system for a work machine that performs work while automatically traveling in a work site such as a field.

Background Art
[0002] As disclosed in Patent Document 1, a work vehicle (work machine) performs work such as planting work while traveling in a field (work site). Also, the work vehicle (work machine) performs work travel by automatic travel. The work vehicle (work machine) calculates a travel route and automatically travels along the travel route based on the position of the work machine calculated using a GNSS (Global Navigation Satellite System) or the like.

Prior Art Documents
Patent Document
[0003] Patent Document 1: Japanese Patent Application Laid-Open No. 2019-154394

Disclosure of the Invention
Problem to be Solved by the Invention
[0004] There is demand for a travel route management system for further improving the convenience of automatic work travel of such a work machine.

Means for Solving Problem
[0005] (1) A travel route management system for a work machine capable of automatically traveling on a farm according to the present invention includes: a loop route creation unit configured to create at least one or more loop routes in a peripheral region of the farm based on a travel path in outer shape calculation travel in which travel is performed along a boundary line of the farm in order to calculate an outer shape of the farm; and a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes in an inner region located inside of the peripheral region, in which the number of loop routes is determined according to a surface area needed for turning travel from the straight route being traveled on to the straight route to be traveled on next.
[0006] In this configuration, the number of loop travel routes can be limited to as few as possible, provided that the surface area required for turning travel when transitioning from a straight route to a straight route on the back-and-forth route is ensured. It is convenient to reduce the number of loop travel routes if it is considered that direction change performed in corner regions of the field in loop travel will be complicated, and that travel using the back-and-forth route connecting a plurality of straight routes by turning travel will be easy, for example.
[0007] In one of the preferred embodiments of the invention, the back-and-forth route is created based on a travel path in outer shape calculation travel in which travel is performed along the boundary line of the farm. In this configuration, the travel path obtained by manually traveling to calculate the outer shape of the farm indicates the current outer shape of the farm. Accordingly, if a back-and-forth route is created in the widest possible range based on this farm outer shape, efficient work will be possible.
[0008] In one of the preferred embodiments of the invention, a driving mode management unit configured to enable selection of manned automatic travel and unmanned automatic travel as a driving mode for the loop route is included. In this configuration, the loop route that is the closest to the boundary line of the field such as a ridge can be traveled on in the appropriate driving mode out of manned automatic travel and unmanned automatic travel. In unmanned automatic travel, if the work machine can travel following a loop route that has been proven in the outer shape calculation travel performed earlier, the automatic driving will be as desired, but the accuracy of the travel following the loop route will depend on the automatic travel control technology. If the work machine automatically travels such that it does not deviate from the allowed range set in advance based on the loop route, the result can be achieved in terms of saving power. However, in order to deal with an unexpected situation such as deterioration of the weather or the farm surface and a contact-risk situation of contact with an intruder or an intruding object, manned automatic driving is preferable even if a worker is on board the work machine. The worker on board the work machine does not actually drive the work machine, but performs emergency processing such as stopping the work machine in the event of an unexpected situation or a contact-risk situation. By selecting such a driving mode, that is, manned automatic travel and unmanned automatic travel according to the situation, effective travel is possible using the loop route under any circumstance. When automatic travel is stopped, manual travel is started. Of course, if a skilled worker drives the vehicle, it is possible to manually travel on the loop route.
[0009] On the outer loop route, on which travel is performed the closest to the boundary line of the field such as a ridge, the work machine is most likely to come into contact with obstacles such as the ridge or people or objects leaning out from the bank. It is rational that the processing for the occurrence of such an emergency situation and the prediction of the emergency situation are performed by the worker on board the work machine. Therefore, in one of the preferred embodiments of the present invention, the loop route includes an outer loop route that matches the travel path in the outer shape calculation travel and an inner loop route located inside of the outer loop route, and the driving mode for the outer loop route is limited to manned automatic travel or manual travel.
[0010] If the loop route is constituted by an inner loop route and an outer loop route, the inner loop route is located between the outer loop route and the end portion contour line (end portion envelope) of the straight routes on the back-and-forth route. Since the field region located between the end portion contour line and the work region determined by the outer loop route is worked through work travel using the inner loop route, smooth work is possible due to the inner loop route being created so as to extend along the end portion contour line of the straight routes and the outer loop route. Due to this, in one of the preferred embodiments of the present invention, the inner loop route is created so as to extend along the outer loop route and the end portion contour line (end portion envelope) of a plurality of straight routes created in the inner region located inside the peripheral region. Note that since the back-and-forth route is created in the inner region of the farm, the back-and-forth route is also referred to as an inner back-and-forth route.
[0011] If the work width for the field region located between the end portion contour line and the work region determined by the outer loop route fluctuates, the work width is adjusted (in the case of a rice transplanter, row clutch control) or overlapping work is performed. Due to this, in one of the preferred embodiments of the present invention, if an interval between the end portion contour line and the outer loop route fluctuates (if the work width changes with travel), switching on and off (engagement/disengagement) of each row clutch for changing the work width according to the fluctuation of the interval is assigned to the inner loop route as work control information.
[0012] Various settings in creating a loop route, settings for assigning a driving mode to a loop route, and the like are performed based on operation input performed by the worker. It is convenient to use a graphic interface in order to facilitate the operation input performed by the worker to such a work machine. Therefore, in one of the preferred embodiments of the present invention, the loop route creation unit, the back-and-forth route creation unit, and the driving mode management unit are constructed so as to be operable through a graphic interface on a touch-panel-equipped information terminal connected to an on-board LAN of the work machine, and the loop route is displayed on a screen of the touch panel so as to be selectable according to the driving mode.
[0013] The route on which manual travel is executed as the driving mode does not need to be displayed on a screen such as a touch panel, and therefore the screen can be suitably used for another purpose by deleting the route from the screen. However, even the route on which manual travel is executed can be suitably used as a guide route for assisting manual travel by being displayed on the screen.
[0014] In the back-and-forth route, a linear route along the loop travel is used in some cases in turning travel for transitioning from a straight route being traveled on, to a straight route to be traveled on next. In such a case, if a portion of the loop route is used as a linear route in turning travel, it is not necessary to newly create the route. Therefore, in one of the preferred embodiments of the present invention, a portion of the loop route is used as a portion of a turning route for performing turning travel from the straight route being traveled on to the straight route to be traveled on next.
[0015] (2) A characteristic configuration of a work machine according to the present invention is a work machine capable of automatic travel, the work machine including: a body position calculation unit configured to calculate a body position using satellite positioning; a map information storage unit configured to store map information indicating a shape of a work site based on position information indicating a position of the work site and time information indicating a time at which the map information was created; a display device having a display screen; a map information display unit configured to display, on the display screen, the map information extracted based on the body position, the position information, and the time information, among the map information stored in the map information storage unit; an input region determination unit configured to determine an input region in which operation input performed by a user has been performed, in the map information displayed on the display screen; an input position information calculation unit configured to calculate position information in the map information corresponding to the determined input region as input position information; and a thumbnail display unit configured to, based on the input position information, extract the map information stored in the map information storage unit and display the extracted map information as a thumbnail on the display screen.
[0016] With such a characteristic configuration, map information corresponding to the body position of the work machine can be automatically displayed on the display screen, and map information corresponding to an input operation performed by the user on the displayed map information can also be displayed on the display screen as a thumbnail. Accordingly, since the map information stored in the map information storage unit can be easily used, for example, in automatic work travel, it is easier for the user to understand the map information, and it is possible to improve convenience.
[0017] Also, it is preferable to include an operation determination unit configured to determine whether or not the input region spans at least two or more pieces of map information when the display screen is a touch panel and a plurality of pieces of map information are displayed on the display screen, and a surface area calculation unit configured to calculate a surface area of the input region in each piece of the map information if the input region spans the at least two or more pieces of map information, in which the input region determination unit regards the map information of the input region with the largest surface area among the at least two or more pieces of map information as the map information on which the operation input was performed.
[0018] With such a configuration, if the input region operated by the user spans a plurality of pieces of map information, the operation input performed by the user can be automatically treated as corresponding to the map information of the largest input region. Accordingly, convenience can be improved.
[0019] Also, it is preferable that the thumbnail display unit also displays work information indicating information on work performed at the work site based on the map information displayed as the thumbnail.
[0020] With such a configuration, it is possible to make it easier for the user to keep track of the map information displayed as a thumbnail and the past work information of work performed at the work site based on the map information.
[0021] Also, it is preferable that the elapsed time from when the map information was created is calculated based on the time information relating to the map information displayed on the display screen, and notification of re-creation of the map information is performed according to the elapsed time.
[0022] With such a configuration, if an expected amount of time has elapsed since the map information was created, the user can be prompted to re-create the map information. Accordingly, it is not necessary for the user to keep track of the elapsed time after the creation of the map information, and therefore convenience can be improved.
[0023] Also, it is preferable that disaster information indicating a disaster that has occurred at the work site in the past is acquired, and if it is determined that a disaster occurred at the work site based on the map information after the creation of the map information, based on the disaster information and the time information relating to the map information displayed on the display screen, notification of re-creation of the map information is performed.
[0024] If a disaster occurs in the work site corresponding to the map information after the map information is created, there is a possibility that the map information will be different from the shape and status of the actual work site. In view of this, with such a configuration, it is possible to prompt the user to re-create the map information according to the disaster occurrence status. Accordingly, it is not necessary for the user to keep track of the disaster occurrence status, and therefore convenience can be improved.
[0025] (3) A travel route management system for a work machine capable of automatically traveling on a farm according to the present invention includes: a reference side setting unit configured to set one side of an outer shape of the farm as a reference side, a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending in a predetermined direction with respect to the reference side, and a travel direction setting unit configured to set a travel direction on the back-and-forth route.
[0026] In this configuration, a plurality of straight routes extending in a predetermined direction with respect to one side of the farm set as the reference side are stretched over the inner region of the farm. As a result, the plurality of straight routes are parallel to each other and extend in the same direction, and therefore their formation and management are easy. At the same time, automatic travel along such straight routes is easier than travel on a winding route such as an ordinary road. Moreover, efficient work travel is realized by sequentially connecting a plurality of straight routes by changing the direction of the body. At this time, the work travel start point and the work travel end point are determined according to the travel direction set by the travel direction setting unit. Since the positions of the work travel start point and the work travel end point need to be related to the entrance/exit of the farm, the function of setting the travel direction on the back-and-forth route is advantageous. Note that since the travel direction setting unit may be configured to set the travel direction or may be configured to determine the travel direction, the travel direction setting unit is also referred to as a travel direction determination unit.
[0027] Many farms are quadrangular, and almost rectangular. Generally, in maps and the like, farms are defined using farm roads as a reference, and therefore it is easier to estimate the shape and size of the farm using farm roads that are in contact with the farm as a reference. For this reason, if a side adjacent to a farm road is selected as the reference side, the long side of the farm is either the side parallel to the reference side or the side perpendicular to the reference side. In one of the embodiments of the present invention, the straight route is created so as to extend parallel or perpendicular to the reference side. This makes it possible to form a long straight route. Of course, on farms with work directionality, a short straight route may be formed.
[0028] Work machines such as rice transplanters, fertilizers, and chemical sprayers use one side of the outer shape of the farm, for example, the side in contact with the farm road, as a material replenishment side in order to replenish materials to be administered to the farm, and during material replenishment, the work machine approaches this material replenishment side. Note that in a work machine as described above, materials are usually replenished in an orientation in which the front end or the rear end of the body is brought close to the material replenishment side. It is convenient if the material replenishment side is located at the end of a straight route because it is possible to approach the material replenishment side directly, by forward or reverse travel, from the travel orientation on the straight route. For this reason, one of the preferred embodiments of the present invention includes a replenishment side setting unit configured to set one side of the outer shape of the farm as a material replenishment side of the material consumed by the work machine, and the material replenishment side is set so as to oppose the extending direction of the straight route.
[0029] In a work machine such as a rice transplanter, after work travel using a back-and-forth route, the peripheral region of the farm used as a space for turning travel for transitioning from a straight route to the next straight route is left as an unworked site. For this reason, as the final work, work travel making a loop around the peripheral region is performed starting from the end point of the back-and-forth route. When this loop work travel is completed, the work machine exits the farm as-is through the entrance/exit of the farm. For this reason, it is convenient if the end point of the back-and-forth route is close to the entrance/exit of the farm. Accordingly, in one of the preferred embodiments of the present invention, the end point of the back-and-forth route is set at the terminal end of the straight route close to the entrance/exit of the farm.
[0030] In a rice transplanter or the like, seedling replenishment serving as the material replenishment is performed in an orientation in which the front end of the body is close to the material replenishment side. For this reason, when performing seedling replenishment, it is convenient to travel to the end of the straight route being traveled on without transitioning from the straight route being traveled on to the next straight route. At that time, it is preferable to give the worker time to consider whether or not to perform material replenishment before entering the turning travel for entering the next straight route from the straight route being traveled on. Also, chemical replenishment or the like is usually performed in an orientation in which the rear end of the body is close to the material replenishment side. In this case, in the orientation before starting work travel on the next straight route, the travel approaching the material replenishment side is performed through reverse travel as-is, and therefore it is preferable to give the worker time to consider whether or not to perform material replenishment before starting the work travel on the next straight route via turning travel from the straight route being traveled on. For this reason, in one of the preferred embodiments of the present invention, temporary stopping of the vehicle body serving as travel control information is assigned to a terminal end region of the straight route for traveling toward the material replenishment side and/or the start end region of the straight route to be traveled on next. Note that, as the material replenishment, in a rice transplanter or the like for which only seedling replenishment is performed, it is sufficient to temporarily stop the vehicle body in only the terminal end region of the straight route for traveling toward the material replenishment side.
[0031] As described above, in a work machine such as a rice transplanter, after work travel using a back-and-forth route, the peripheral region of the farm, which is used as a space for turning travel for transitioning from a straight route to the next straight route, is left as an unworked site. For this reason, in one of the preferred embodiments of the present invention, the farm is divided into a peripheral region where loop travel is performed along the boundary line of the farm and an inner region located inside the peripheral region, the straight route is formed in the inner region, and in the peripheral region, turning travel for transitioning from the straight route being traveled on to the straight route to be traveled on next is performed. For this reason, the back-and-forth route is also referred to as an inner back-and-forth route.
[0032] The setting of the reference side, the setting of the travel direction, and the like are performed based on the operation input performed by the worker. It is convenient to use a graphic interface in order to facilitate the operation input performed by the worker to such a work machine. For this reason, in one of the preferred embodiments of the present invention, the reference side setting unit, the back-and-forth route creation unit, and the traveling direction setting unit (travel direction determination unit) are constructed so as to be operable through a graphic user interface in an information terminal that is equipped with a touch panel and is connected to an on-board LAN of the work machine, and the back-and-forth route is displayed on a screen of the touch panel such that the driving mode on the back-and-forth route is identifiable.
[0033] (4) A characteristic configuration of the work machine according to the present invention is a work machine capable of automatically travel, the work machine including: a body position calculation unit configured to calculate a body position; a position information calculation unit configured to, when traveling in each of a plurality of regions divided along a periphery of a work site, calculate position information based on the body position and a position of a rearward end portion of the body toward the periphery when travel in one of the regions starts, and to calculate the position information based on the body information and a position of a frontward end portion of the body toward the periphery when travel in the one region ends; and a map information creation unit configured to create map information indicating a shape of the work site based on the position information.
[0034] With such a characteristic configuration, the position at the travel start time and the position at the travel end time in each of the plurality of regions divided along the periphery of the work site can be accurately detected, and the position information of each region can be accurately calculated based on these positions. Accordingly, since the map information indicating the shape of the work site can be appropriately created, it is possible to improve convenience by using the map information, for example, in automatic work travel.
[0035] Also, it is preferable that a work unit for performing ground work is provided so as to be raisable and lowerable with respect to the body, and the position information calculation unit sets the time when the work unit in a raised position is put in a lowered state as the travel start time and sets the time when the work unit in the lowered state is returned to the raised position as the travel end time.
[0036] With such a configuration, it is possible to automatically set the travel start time and the travel end time according to the raising and lowering of the work unit. Accordingly, it is possible to reduce the operations of the user (worker) relating to the setting of the travel start time and the setting of the travel end time, and therefore convenience can be improved.
[0037] Also, it is preferable that a work unit for performing ground work is provided on the body, and it is preferable to include a travel route generation unit configured to generate a travel route for when performing the ground work using a position offset toward the center of the work site as a reference, with respect to a peripheral portion of the work site indicated by the map information when traveling along the periphery of the work site.
[0038] With such a configuration, it is possible to generate a travel route after ensuring a margin for the shape of the work site indicated by the map information. Accordingly, it is possible to prevent the work machine from entering the outside of the work site.
[0039] Also, it is preferable that, in the period from when travel starts to when travel ends in the one region, the position information calculation unit calculates the position information based on a position at which a first line and a second line intersect, the first line extending virtually along a width direction of the body from a center-of-gravity position of the body, and the second line extending virtually along a length direction of the body from a protruding portion that protrudes the most in the body along the width direction of the body.
[0040] For example, if the user manually causes the work machine to travel, the user often causes the work machine to travel using the central portion in the length direction of the body of the work machine as a reference. In view of this, with such a configuration, in the period from departure from the travel start position to arrival at the travel end position, the position information is calculated based on the position where the first line and the second line intersect each other, and therefore it is possible to calculate position information matching a reference set by the user.
[0041] Also, it is preferable to include a display device having a display screen, and it is preferable that the shape of the work site indicated by the map information is clearly indicated using a plurality of indices on the display screen, and if the amount of data relating to the map information reaches a pre-set value or more, the map information creation unit deletes the data corresponding to a portion where the amount of change in the shape of the work site is small, and clearly indicates the index corresponding to the deleted data on the display screen such that it is identifiable from the other indices.
[0042] With such a configuration, it is possible to suppress an increase in the amount of data and to clearly indicate to the user that the data has been deleted, and therefore convenience can be improved.
[0043] Also, it is preferable that if the moving distance of the vehicle body in the period from the position at the previous travel start time to the position at the next travel start time is a pre-set distance or less, the position at the previous travel start time is disabled.
[0044] For example, when traveling in each of a plurality of regions, travel and stopping are repeated in order to adjust the position of the body to an expected position. In view of this, with such a configuration, it is possible to disable the result detected as the position at the travel start time when adjusting the position of the body, and therefore it is possible to suitably create map information.
[0045] Also, it is preferable that a display device having a display screen is included, and on the display screen, the shape of the work site indicated by the map information is clearly indicated using a plurality of indices, and on the display screen, the position at the travel start time and the position at the travel end time are displayed by indices different from the indices indicating positions other than the position at the travel start time and the position at the travel end time.
[0046] With such a configuration, it is possible for the user viewing the display screen to intuitively understand the position at the travel start time, the position at the travel end time, and the positions other than these.
[0047] Also, it is preferable that the position at the travel start time and the position at the travel end time are displayed on the display screen with mutually different indices.
[0048] With such a configuration, it is possible for the user viewing the display screen to intuitively understand the position at the travel start time and the position at the travel end time.
[0049] Also, it is preferable that a work unit for performing ground work is provided on the body, and if the ground work is performed in the peripheral region of the work site, the body travels at the same speed as the body speed used when creating the map information.
[0050] With such a configuration, it is possible to easily travel along the route traveled at the time of map creation.
[0051] Also, it is preferable that the map information creation unit creates the map information using only the position information transmitted to the map information creation unit among the position information calculated by the position information calculating unit.
[0052] With such a configuration, even if the amount of body position data calculated by the body position calculation unit is larger than an expected amount, the body position data can be used in a thinned state when creating map information, and therefore it is possible to suppress an increase in the amount of map information data.
[0053] (5) A travel route management system for a work machine capable of automatically traveling on a farm according to the present invention includes a loop route creation unit configured to create at least one or more loop routes in a peripheral region of the farm, a back-and-forth route creation unit configured to create a back-and-forth route composed of a plurality of straight routes and a turning route connecting two straight routes in an inner region located inside of the peripheral region, a start point setting unit configured to set a start point of work travel using the back-and-forth route, and a start point guiding route creation unit configured to create a start point guidance route for automatically guiding the work machine, which has satisfied a guidance condition, to the start point.
[0054] In this configuration, when the preset guidance condition is satisfied, the work machine is guided to the start point of the work travel using the back-and-forth route in automatic travel in which the starting point guidance route is set as the target route, and therefore there is no longer a need for the work machine to move manually to the start point. Positioning the work machine accurately at the start point of work travel is a difficult task for a worker who is not experienced at driving the work machine, and therefore the burden on the worker can be reduced by creating a start point guidance route for automatic travel by appropriately selecting the guidance condition.
[0055] In one of the preferred embodiments of the present invention, the guidance condition includes a condition that the difference between a pre-set guidable direction and the direction of forward travel of the work machine is within an allowable range. In this configuration, the work machine is guided to the start point by automatic travel with the start point guidance route set as the target route by merely positioning the travel destination in a pre-set direction, and therefore the burden on the worker is reduced.
[0056] In one of the preferred embodiments of the present invention, the guidance condition includes a condition that at least part of the work machine is located in a pre-set guidable area. In this configuration, when at least a portion of the work machine is located in the guidable area, which is a preset area in which guidance can be started, the work machine can automatically travel to the start point, and therefore the burden on the worker is small. If the guidable area is near the entrance/exit of the farm, the work travel on the farm will be substantially fully automated.
[0057] In one of the preferred embodiments of the present invention, a plurality of the guidable areas are set. In this configuration, if there are a plurality of guidable areas in which the work machine is located and which are necessary for automating the work travel, the number of options increases. It is convenient for the worker since the worker can select a simpler guidable area.
[0058] In one of the preferred embodiments of the present invention, the guidable area is set such that a straight route of a predetermined distance or more can be ensured between the center point of the guidable area and the start point.
In this configuration, it is possible to ensure as much length (space) as is needed for creating the start point guidance route, and therefore the start point guidance route that enables reasonable automatic travel is created, and therefore and the burden on automatic control is reduced.
[0059] In one of the preferred embodiments of the present invention, at least part of the start point guidance route is used in common with part of the loop route. Since the start point is the start point of the back-and-forth route set in the inner region, the start point guidance route is formed in the peripheral region. For this reason, the start point guidance route extends along part of the loop route. For this reason, part of the loop route can be easily used in common as at least part of the start point guidance route. This reduces the burden of creating the start point guidance route.
[0060] It is necessary for the worker to input various types of information in the creation of the loop route, the creation of the back-and-forth route, the setting of the start point, the creation of the start point guidance route, and the like. In order to facilitate the input of such information, it is convenient to use a graphic interface. For this reason, in one of the preferred embodiments of the present invention, the loop route creation unit, the back-and-forth route creation unit, the start point setting unit, and the start point guidance route creation unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and if the guidance condition has not been satisfied, guidance for satisfying the guidance condition is displayed on the screen of the touch panel.
[0061] At the start of work travel in actual automatic travel, it is important that the worker understands whether or not the guidance condition has been satisfied. In particular, it is convenient for the worker if the screen of the information terminal having the graphic interface characteristically displays that the guidance condition has been satisfied. For this reason, in one of the preferred embodiments of the present invention, a symbol indicating that the guidance condition has been satisfied is displayed on the screen of the touch panel. The displayed symbol may be text, but it is better to use an illustration or even a moving image or the like to make it easier for the worker to understand.
[0062] The number of straight routes on the back-and-forth route determines the positions of the start point and the end point of the back-and-forth route. For example, if the number of straight routes is odd, the position of the start point and the position of the end point will be on opposite sides of the inner region, that is, they will oppose each other. If the number of straight routes is even, the position of the start point and the position of the end point will be on the same side of the inner region. In other words, by changing the number of straight routes, it is possible to change the positional relationship between the start point and the end point, which is important for overall route creation. For this reason, in one of the preferred embodiments of the present invention, the positional relationship between the start point and the end point of work travel using the back-and-forth route is adjusted through adjustment of the number of straight routes and idle travel in which one straight route is traveled on without performing work, or through adjustment of the number of straight routes.
This operation can be performed through the screen of the touch panel of the information terminal both during the creation of the travel route and during the actual work travel. Specifically, it is convenient for route design if the number of the straight routes is set to an even number in the case where the start point and the end point are on the same side, and the number of straight routes is set to an odd number in the case where the start point and the end point are on different sides.
[0063] Also, even if the number of straight routes on the back-and-forth route is the same, if travel in which work is not performed (referred to as idle travel, idle planting travel, or the like) and travel in which work is performed are performed redundantly for one straight route, the positional relationship between the start point and the end point can be reversed. For this reason, in one of the preferred embodiments of the present invention, if the number of straight routes is an odd number, the idle travel can be executed so that the start point and the end point are located on the same side. This operation can be performed through the screen of the touch panel of the information terminal both during the creation of the travel route and during the actual work travel.
[0064] (6) A work machine capable of automatic travel according to the present invention includes: a body position calculation unit configured to calculate a body position using satellite positioning; a plurality of object detection sensors that are attached to the body and are configured to scan a surrounding area of the body; an obstacle detection unit configured to detect an obstacle based on a detection signal from an object detection sensor; and a sensor management unit configured to manage an operation check of the object detection sensor, in which the sensor management unit includes a sensor check execution unit configured to execute sensor check processing if a predetermined condition is satisfied, and a flag determination unit configured to record an operation checking flag indicating that operation of all of the object detection sensors has been checked through the sensor check processing, and to determine whether or not the operation checking flag is enabled. Note that the operation confirmation flag here is interpreted not only as a flag in the narrow sense used in programming or the like, but also as a broad definition including data (information) or the like indicating that it has been confirmed that the object detection sensors are operating.
[0065] The function of detecting obstacles is important in the case of performing automatic travel, and in particular, unmanned automatic travel. If obstacle detection is performed based on the detection signal from the object detection sensor, the sensor management unit needs to perform sensor check processing in collaboration with the worker to check whether or not the object detection sensor is malfunctioning due to adhesion of mud, water droplets, or the like. However, frequent sensor checks during automatic travel impose a heavy burden on both the worker and the control system. According to the configuration of the present invention, the sensor check execution unit performs the sensor check processing only if a predetermined condition is satisfied, and therefore the burden is suppressed. Furthermore, when the operation of all of the object detection sensors has been confirmed, an operation confirmation flag indicating that is recorded. As long as this operation confirmation flag is recorded, it is considered that the operating state of the object detection sensor is favorable, and automatic travel is performed. However, since the sensor check needs to be performed in a timely manner, a once-recorded operation confirmation flag is disabled at a predetermined timing. The timing at which the recorded operation confirmation flag is disabled, that is, the amount of time for which the operation confirmation flag is enabled, is determined by the flag determination unit. Since the determination condition in the flag determination unit differs depending on the type of work, the state of the work environment, and the like, the determination condition is set for each type of work machine based on actual experience and experimentation.
[0066] In order to prevent the worker from neglecting the sensor check, it is also important to make it a habit to perform the sensor check at the start of operation of the work machine. For this reason, in one of the preferred embodiments of the present invention, an initial sensor check request command for requesting execution of the sensor check processing is given to the sensor check execution unit when the work machine is started up, and if the operation of all of the object detection sensors has been confirmed through the sensor check processing performed based on the initial sensor check request command, the operation confirmation flag is recorded (overwritten) and updated. However, it is troublesome to always perform the sensor check when the work machine is started up (when the key switch is on) even when automatic travel is not performed, and therefore it is preferable to allow the sensor check processing to be canceled through a manual operation performed by the worker.
[0067] Since this work machine basically performs work at the work site through automatic travel, it is preferable that a sensor check is performed before the work machine tries to enter the work site. For this reason, in one of the preferred embodiments of the present invention, if the body reaches a region where the machine can enter the work site to be worked on while the operation confirmation flag is disabled, a pre-work sensor check request command requesting the execution of the sensor check processing is given to the sensor check execution unit.
[0068] When the work machine leaves the work site, it basically travels manually, and therefore obstacle detection using the object detection sensor is not needed, and therefore it is preferable to cancel the operation confirmation flag recorded at this timing and wait for an opportunity to perform the next sensor check. However, when a case is considered in which the work machine temporarily leaves the work site and then immediately returns to the work site to resume work, it is not preferable to cancel the operation confirmation flag as soon as the work machine leaves the work site. For this reason, in one of the preferred embodiments of the present invention, the operation confirmation flag is canceled at the time when the work machine leaves the work site, or after a predetermined time has elapsed from that time, or if the work machine moves away from the work site by a predetermined distance or more.
[0069] This work machine basically transitions from automatic travel to manual travel when the work at the work site ends. Accordingly, it is preferable that the recorded operation confirmation flag is canceled in preparation for the next automatic travel at the end of the work. However, if the end of the work is temporary, the sensor check needs to be performed at the next work resumption time. In order to avoid such an inconvenience, it is necessary to perform sensor check management separately for a complete end of work and a temporary end of work (that is, work interruption). For this reason, in one of the preferred embodiments of the present invention, when a work end command for the end of work is given, the operation confirmation flag is canceled, and when a work interruption command for interrupting work is given, the operation confirmation flag is maintained.
[0070] The most reliable sensor check is performed by a worker (including a monitor or the like) by arranging a pseudo-obstacle in the detection range of the object detection sensor. Since the sensor check is collaborative work between the control system of the work machine and a human, it is necessary for the worker to recognize the start of the sensor check. Also, since the work machine includes a plurality of object detection sensors, the worker needs to understand the processing result, identify any malfunctioning object detection sensor, and investigate the cause of the malfunction. For this reason, in one of the preferred embodiments of the present invention, the sensor check execution unit notifies the start of execution of the sensor check processing and the processing result of the sensor check processing through the notification device.
[0071] The work machine capable of automatic travel is equipped with a touch-panel-type graphic display for displaying a travel route and the like. For this reason, it is preferable to use a graphic display as a notification device. In that case, it is convenient to use a display mode by which the processing results of individual object detection sensors and the processing result of the object detection sensors overall can be understood at a glance. For this reason, the notification device is a graphic display (e.g., a touch panel), and a first visual symbol indicating the individual processing result of the object detection sensor and a second visual symbol indicating that all of the object detection sensors are good are displayed.
[0072] If the sensor check is not performed in a timely manner, the operation confirmation flag is disabled, but by simply notifying the worker that the flag is disabled, there is a possibility that automatic travel will be performed without the sensor check. In order to avoid this, in one of the preferred embodiments of the present invention, if the operation confirmation flag is disabled, automatic travel is prohibited. Regardless of whether or not there actually is an object detection sensor that is malfunctioning, the reliability of automatic travel is improved by prohibiting automatic travel due to the sensor check not being performed in a timely manner.
[0073] As the object detection sensor, sonar, which is inexpensive and has a simple structure, is preferably used. At that time, the sensor management unit is a sonar management unit, and the sensor check execution unit is a sonar check execution unit.
[0074] (7) A travel route management system for a work machine capable of automatically traveling on a farm according to the present invention includes: a replenishment side setting unit configured to set a specific side composed of one or more sides of an outer shape of the farm as a material replenishment side for replenishing a material to be consumed by the work machine; a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending toward the material replenishment side; and a replenishment control management unit configured to manage replenishment travel control for moving the work machine from a terminal end region of the straight route for traveling toward the material replenishment side, from a starting end region of the straight route to be traveled on next, or from both regions, to the material replenishment side. Note that if a back-and-forth route is created in the inner region of the farm, the back-and-forth route is also referred to as an inner back-and-forth route.
[0075] A work machine such as a rice transplanter, a fertilizer distributer, or a chemical sprayer uses a side of the outer shape of the farm, for example, a side in contact with a farm road, as the material replenishment side in order to replenish the material to be administered to the farm, and the work machine approaches this material replenishment side at the time of material replenishment. Note that in a work machine as described above, materials are usually replenished in an orientation in which the front end or the rear end of the body is brought close to the material replenishment side. In the above configuration of the present invention, the material replenishment side set by the replenishment side setting unit can be approached by forward or reverse travel from the traveling orientation on the straight route based on the replenishment travel control, and thus it is easier to approach the material replenishment side.
[0076] In work machines such as rice transplanters, seedling replenishment serving as the material replenishment is performed in an orientation in which the front end of the body is brought close to the material replenishment side. For this reason, in one of the preferred embodiments of the present invention, the replenishment travel control includes a front approach mode in which the front end of the work machine approaches the material replenishment side, and in the front approach mode, transitioning from the straight route being traveled on to the straight route to be traveled on next is stopped, the work machine approaches the material replenishment side as-is by straight travel, and after material replenishment, the work machine heads toward the straight route to be traveled on next through reverse quick turn travel. In this configuration, when the front approach mode is set, the work machine travels directly from the straight route being traveled on, toward the material replenishment side, and approaches the material replenishment side, and therefore efficient material supply is realized.
[0077] Furthermore, in one of the preferred embodiments of the present invention, a temporary stop of the vehicle body serving as travel control information is assigned to the terminal end region of the straight route on which the work machine is traveling toward the material replenishment side. In this configuration, before starting turning travel for entering the next straight route from the straight route being traveled on, at this point in time, automatic travel is interrupted, and the worker can be given time to consider whether or not to perform material replenishment.
[0078] If approach travel for departing from the straight route on the back-and-forth route and heading toward the material replenishment side is performed in automatic travel, when an extended route that reaches the material replenishment side by extending the straight route that is departed from is used as a target route for automatic travel, there is no need to calculate a special route, and therefore it is efficient.
For this reason, in one of the preferred embodiments of the present invention, the approach travel to the material replenishment side in the front approach mode is performed through automatic travel in which the extended route extended from the straight route is set as the target route. Of course, even if the approach travel is performed in manual travel, such an extended route can be used as a guidance route for assisting manual travel.
[0079] When replenishing chemicals or the like in a work machine such as a rice transplanter, seedling replenishment serving as the material replenishment is performed in an orientation in which the rear end of the work machine is close to the material replenishment side. For this reason, in one of the preferred embodiments of the present invention, the replenishment travel control includes a rear approach mode in which the rear end of the work machine approaches the material replenishment side, and in the rear-approach mode, after the travel for transitioning from the straight route being traveled on to the straight route to be traveled on next ends, the work machine approaches the material replenishment side as-is by reverse travel, and after the material replenishment, the work machine heads toward the straight route to be traveled on next. In this configuration, the rear end of the work machine reaches the material replenishment side by moving in reverse as-is in a body orientation that is prepared for travel on the next straight route, and therefore efficient material replenishment is realized.
[0080] In the approach travel for material replenishment, the selection of the front approach mode or the rear approach mode depends on the type of material to be replenished. The work machine is normally equipped with a mechanism for detecting the remaining amount of replenishment material mounted therein. Since it is possible to calculate insufficient material or material shortage based on the detected remaining amount of the replenishment material and the amount of material consumed per work travel, it is possible to manage the replenishment timing of the replenishment material. For this reason, one of the preferred embodiments of the present invention includes a material replenishment management unit for determining the replenishment timing of the replenishment material based on the calculated remaining amount of the replenishment material, and depending on the type of the material to be replenished, either a front approach mode in which the front end of the work machine approaches the material replenishment side or a rear approach mode in which the rear end of the work machine approaches the material replenishment side is selected. This makes it possible to automate the approach travel for material replenishment. Note that the material replenishment management unit may also be used as a replenishment control management unit.
[0081] In the approach travel for material replenishment, the work machine heads for a straight route serving as a travel destination after material replenishment. Even if the approach travel is performed manually, it is possible to transition to automatic travel when the straight route, which is the next travel route, is captured. For this reason, in one of the preferred embodiments of the present invention, the replenishment travel control is performed in manual travel by interrupting the automatic travel, and when the next straight route is captured after material replenishment, the automatic travel is resumed. This facilitates the transition from manual travel to automatic travel and reduces the burden on the worker.
[0082] In one of the preferred embodiments of the present invention, the replenishment travel control can be remotely operated using a remote control. In this configuration, when replenishing materials, the approach travel is performed manually using the remote control. For this reason, even if the traveling using the back-and-forth route or the like is unmanned automatic travel, the worker can manually perform the approach travel from a position away from the work machine, for example, from a ridge, which is convenient.
[0083] The setting of the replenishment side, various settings in route creation, and the like are performed based on the operation input performed by the worker. It is convenient to use a graphic interface in order to facilitate the operation input performed by the worker to such a work machine. For this reason, in one of the preferred embodiments of the present invention, the replenishment side setting unit, the back-and-forth route creation unit, and the replenishment control management unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and selection of the material replenishment side and content selection of the replenishment travel control are performed through the touch panel.
[0084] (8) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that travels by a drive force output from a motive power source while performing work, including: a continuously-variable transmission configured to shift the motive power due to an angle of a swash plate being changed, a vehicle speed operation tool for operating the angle of the swash plate, a swash plate angle detector configured to detect the angle of the swash plate, an operation position detector configured to detect an operation position of the vehicle speed operation tool, and an actuator for adjusting the angle of the swash plate according to the operation position detected by the operation position detector.
[0085] With such a configuration, the vehicle speed operation tool and the continuously-variable transmission are not directly connected. Even in such a case, the actuator adjusts the angle of the swash plate of the continuously variable transmission according to the operation position of the vehicle speed operation tool detected by the operation position detector. Then, the angle of the swash plate is detected by the swash plate angle detector, and by comparing the operation position of the vehicle speed operation tool detected by the operation position detector and the detected angle of the swash plate, it is possible to confirm whether or not the angle of the swash plate corresponds to the operation position of the vehicle speed operation tool, and it is possible to confirm whether or not the travel speed corresponds to the operation position of the vehicle speed operation tool.
[0086] Also, an accelerator lever that increases or decreases the rotation speed corresponding to the drive force output from the motive power source, and an accelerator detector that detects the operation position of the accelerator lever may be included.
[0087] With such a configuration, it is possible to accurately output the rotation speed corresponding to the operation position of the accelerator lever.
[0088] Also, the vehicle speed operation tool may be operated in the forward direction and the reverse direction across a neutral position, the operation route may be cranked at the neutral position, the vehicle speed operation tool may be fixed to the lever holding portion, the lever holding portion may be provided in one piece with a gear, the gear may swing around a shaft accompanying the operation of the vehicle speed operation tool, the lever holding portion may have a neutral holding mechanism that biases the vehicle speed operation tool in a direction intersecting the forward direction or the reverse direction, and a holding mechanism may be provided between the gear and the shaft.
[0089] The vehicle speed operation tool is only moved on a predetermined route, and it is not easy to accurately position the vehicle speed operation tool at a desired position. Also, if the operation position of the vehicle speed operation tool moves unintentionally, appropriate operation of the traveling vehicle speed is no longer performed. As described above, due to the neutral holding mechanism being provided, it is easy to keep the vehicle speed operation tool at the neutral position. Also, by providing the holding mechanism, it is possible to give a certain resistance force to the movement of the operating position of the vehicle speed operation tool. As a result, the operation feeling of moving the operation position of the vehicle speed operation tool can be improved, and the vehicle speed operation tool can be operated with good accuracy.
[0090] Also, an information terminal may be provided in which the operation position of the vehicle speed operation tool is converted into the number of gear shift stages and the result of the conversion is displayed.
[0091] Due to the number of gear shift stages corresponding to the vehicle speed operation tool being displayed, the driver can intuitively understand the travel speed, and the travel speed can be easily operated.
[0092] Furthermore, the work machine according to the embodiment of the present invention is a work machine that performs work travel by automatic travel along a predetermined travel route, including an automatic travel control unit that controls automatic travel, in which the automatic travel control unit controls a speed decrease start position so as to start reducing the travel speed from a near side by a predetermined distance relative to a terminal end portion of straight travel when transitioning from the straight travel to the turning travel, and performs control such that the distance increases the faster the travel speed is.
[0093] Turning travel is slower than straight travel. In order to reduce the travel speed of straight travel to the travel speed of turning travel, it is necessary to start a speed decrease during straight traveling. At this time, if the acceleration of the speed decrease is steep, the field will be roughened, or if the driver is on board, the driver will feel uncomfortable. By making the speed decrease start position farther away depending on the travel speed, it is possible to suppress the acceleration of the speed decrease from becoming steep.
[0094] Also, the maximum vehicle speed of work travel may be set, and the automatic travel control unit may perform control such that the distance is greater the faster the maximum vehicle speed is.
[0095] If the maximum vehicle speed is set, the travel speed will be less than or equal to the maximum vehicle speed. By making the speed decrease start position farther away according to the maximum vehicle speed, it is possible to more accurately suppress the acceleration of the speed decrease from becoming steep.
[0096] Also, the automatic travel may include a manned automatic travel mode and an unmanned automatic travel mode, and the speed decrease start position may be adjusted at the time of the manned automatic travel mode.
[0097] In the unmanned automatic travel mode, the driver is often not on board, whereas in the manned automatic travel mode, the driver is required to be on board. With the above-described configuration, it is possible to suppress the acceleration of the speed decrease from becoming steep with preference in the manned automatic travel mode in which it is necessary that the acceleration of the speed decrease is steeper than that of the travel in the unmanned automatic travel mode.
[0098] Also, the acceleration in the decrease of the travel speed may be set.
[0099] The acceleration of the speed decrease that is felt to be inappropriate varies depending on the work condition, field condition, and the driver on board. With the above-described configuration, it is possible to perform a speed decrease at an appropriate acceleration suitable for the situation.
[0100] Also, the automatic travel control unit may perform notification of that fact when starting the speed decrease.
[0101] With such a configuration, a driver and an observer can understand that the speed of the body will be reduced, and thus can contribute to appropriate operation.
[0102] Also, a vehicle speed operation tool for operating the travel speed may be included, and the turning speed at the time of turning travel may be predetermined, and the automatic traveling control unit may perform control so as to perform turning travel at the turning speed regardless of the operation position of the vehicle speed operation tool.
[0103] With such a configuration, it is possible to perform turning travel at an appropriate travel speed without operating the vehicle speed operation tool.
[0104] Furthermore, a work machine according to an embodiment of the present invention is a work machine that performs work while performing automatic travel along a predetermined travel route, including: a driver seat, a seating sensor configured to detect that a driver is seated in the driver seat, and an automatic travel control unit configured to control automatic travel, in which if the seating sensor does not detect seating in the automatic travel, the automatic travel control unit performs control such that a predetermined travel restriction is performed.
[0105] With such a configuration, appropriate automatic travel can be performed depending on whether or not the driver is seated.
[0106] Also, the travel restriction may be control in which at least one of notification for prompting seating, reduction of the travel speed, and stopping of traveling is performed if the seating sensor does not detect seating during automatic travel.
[0107] With such a configuration, appropriate automatic travel can be performed in a range in which it is allowed that the driver is not seated.
[0108] Also, the traveling restriction may be control in which automatic travel is not started if the seating sensor does not detect the seating at the time of starting automatic travel.
[0109] With such a configuration, more appropriate automatic travel can be performed.
[0110] Also, at at least one of the time when the turning travel is started and the time when reverse travel is started, the automatic travel control unit may perform control such that a predetermined notification is performed if the seating sensor does not detect seating during automatic travel.
[0111] At the start of turning travel or reverse travel, the traveling direction changes, which may cause discomfort to the driver. With the above-described configuration, the driver can recognize in advance that the traveling direction changes, and therefore a case is suppressed in which the driver feels discomfort.
[0112] Also, the driver seat may be configured to be rotatable, and wiring connected to the seating sensor may be arranged along a rotation fulcrum of the driver seat.
[0113] With such a configuration, it is possible to suppress damage to the wiring.
[0114] (9) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that travels using a driving force output from a motive power source while performing work, the work machine including: a battery that is charged while the motive power source is operating and supplies power; a sensor configured to detect a charge amount of the battery; and a charging control unit configured to continue the operation of the motive power source if the sensor has detected that the charge amount of the battery is a predetermined first charge amount or less when an operation in which the operation by which the motive power source is stopped is performed.
[0115] With such a configuration, even if the capacity of the battery is low, when the motive power source is stopped, the operation of the motive power source can be continued until the capacity of the battery is restored, and therefore it is possible to suppress a delay in the work travel due to insufficient capacity of the battery.
Also, the charging control unit may stop the operation of the power source when the sensor detects that the charge amount of the battery is a second charge amount that is the predetermined first charge amount or more.
[0116] With such a configuration, the motive power source can be appropriately stopped while sufficiently recovering the capacity of the battery.
[0117] Also, the charge control unit may be stopped after the operation of the motive power source is continued for a predetermined amount of time.
[0118] With such a configuration as well, the power source can be appropriately stopped while sufficiently recovering the capacity of the battery.
[0119] Also, the charge control unit may perform notification of the fact that the operation of the motive power source is to be continued when the operation of the motive power source is continued.
[0120] When the control for continuing the operation of the motive power source is performed, the operation of the motive power source is continued contrary to the intention of the driver who performed the operation of stopping the motive power source. At this time, due to being notified that the operation of the motive power source is to be continued due to the insufficient capacity of the battery, the driver can recognize that the operation of the motive power source is being continued in order to charge the battery, and can understand that this is not a malfunction.
[0121] Also, travel and work may be stopped while the operation of the motive power source is continued.
[0122] The driver performing an operation to stop the motive power source is premised on a state in which work travel is stopped. For this reason, even if the operation of the motive power source is continued, it is appropriate that the travel and the work are stopped during that time.
[0123] Also, the charge control unit may increase the rotation speed of the motive power source when the operation of the motive power source is to be continued.
[0124] The higher the rotation speed of the motive power source, the higher the charge rate of the battery. For this reason, when the operation of the power source is to be continued to charge the battery, the charging efficiency of the battery is improved by increasing the rotation speed of the motive power source.
[0125] Also, a vehicle speed operation tool for operating the travel speed may be included, and the vehicle speed operation tool may be set to a neutral position when the operation of the motive power source is to be continued.
[0126] With such a configuration, it is possible to suppress the body from traveling while the operation of the motive power source is continued. Also, when the motive power source is operated, if the vehicle speed operation tool is positioned at a position other than the neutral position, the body will unintentionally start traveling. Due to the vehicle speed operation tool being set to the neutral position while the motive power source is operating and the vehicle speed operation tool being set to the neutral position even when the motive power source is stopped, the vehicle speed operation tool remains at the neutral position when the motived power source is operated, and it is possible to suppress a case in which the body unintentionally starts traveling.
[0127] Also, when the operation of the power source is to be continued, notification may be performed to put the vehicle speed operation tool in the neutral position.
[0128] With such a configuration, the driver can be prompted to put the vehicle speed operation tool in the neutral position, and it is possible to suppress traveling of the body with a higher reliability.
[0129] (10) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, the work machine including an obstacle detection device configured to detect an obstacle using a predetermined range in the surrounding area of the body as a detection range, in which one or more front obstacle detection devices having a detection range in front of the body, one or more rear obstacle detection devices having a detection range in the rear of the body, and one or more lateral obstacle detection devices having a detection range on the lateral side of the body are included as the obstacle detection devices.
[0130] If work travel is performed at a work site such as a field, when an obstacle is present in the work site, the body may collide with the obstacle and be damaged or it may not be possible to perform appropriate work. For this reason, in automatic travel, it is necessary to detect obstacles and perform control to avoid collision with obstacles.
[0131] With the above-described configuration, obstacles in the required areas on all four sides of the body can be detected, and appropriate automatic travel can be performed with consideration given to the presence of obstacles.
[0132] Also, the number of the front obstacle detection devices may be the same as or less than the number of the rear obstacle detection devices.
[0133] With such a configuration, it is possible to accurately detect an obstacle behind the body in which it is difficult to ensure an appropriate detection range due to the presence of a working device or the like.
[0134] Furthermore, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, the work machine including an obstacle detection device configured to detect an obstacle using a predetermined region in the surrounding area of the body as a detection range, in which one or more front obstacle detection devices having a detection range in front of the body, one or more rear obstacle detection devices having a detection range in the rear of the body, and one or more lateral obstacle detection devices having a detection range on the lateral side of the body are included as the obstacle detection apparatuses, the number of the front obstacle detection devices may be greater than the number of the rear obstacle detection devices, and may be larger than the number of the lateral obstacle detection devices.
[0135] Work travel is generally carried out through straight travel. By providing a large number of front obstacle detection devices for detecting obstacles in front of the body in straight travel, it is possible to more accurately detect obstacles in work travel.
[0136] Also, a detection control device for controlling the obstacle detection device may be provided, and the detection control device may be arranged in the vicinity of the central portion of the body in a plan view.
[0137] With such a configuration, it is possible to efficiently arrange wiring connecting the obstacle detection devices and the detection control device that performs control thereof.
[0138] Also, a detection control device configured to control the obstacle detection device is included, the detection control device may control a predetermined number or fewer of the obstacle detection devices, and the number of the obstacle detection devices may be an integer multiple of the number that can be controlled by the detection control device.
[0139] With such a configuration, even if a detection control device is used in which the number of obstacle detection devices that can be controlled is limited, the obstacle detection device and the detection control device can be efficiently provided.
[0140] Also, the detection control device for controlling the front obstacle detection device may be arranged in a front region of the body in a plan view, and the detection control device for controlling the rear obstacle detection device may be arranged in a rear region of the body in a plan view.
[0141] With such a configuration, it is possible to efficiently arrange the wiring connecting the obstacle detection device and the detection control device that performs control while providing a number of obstacle detection devices capable of accurately detecting the obstacle.
[0142] Also, the lateral obstacle detection device and the rear obstacle detection device may be controlled by the same detection control device.
[0143] With such a configuration, the detection control device can be efficiently provided.
[0144] Also, the detection control device that controls the lateral obstacle detection devices and the rear obstacle detection devices may be arranged in a region surrounded by the lateral obstacle detection devices and the rear obstacle detection devices.
[0145] With such a configuration, the detection control device can be efficiently provided, and can be arranged efficiently by shortening the length of the wiring connecting the obstacle detection device and the detection control device.
[0146] Also, the detection control device that controls the rear obstacle detection device may be attachable to and detachable from the outside of the body.
[0147] With such a configuration, maintenance of the detection control device can be facilitated, and the rear obstacle detection device can be retrofitted.
[0148] Also, the detection control device for controlling the rear obstacle detection device may be provided at a position away from a hydraulic hose arranged in the body.
[0149] Since the hydraulic hose moves accompanying operation, if the wiring is arranged close to the hydraulic hose, the wiring may be damaged. With the above-described configuration, it is possible to suppress damage to the wiring by the hydraulic hose.
[0150] Also, a motive power source for causing the body to travel and an engine frame supporting the motive power source may be included, four or more front obstacle detection devices may be provided, and two of the front obstacle detection devices toward the center of the body may be supported by a member extended from the engine frame.
[0151] With such a configuration, it is possible to more accurately detect an obstacle in the central region in front of the body in the traveling direction, which is the most necessary for work travel.
[0152] Also, a motive power source for causing the body to travel and an engine hood in which the motive power source is accommodated may be provided, and at least one of the front obstacle detection devices may be supported by the engine hood.
[0153] Even with such a configuration, it is possible to more accurately detect obstacles in the central region in front of the body in the traveling direction that is the most necessary for work travel.
[0154] Also, the front obstacle detection device may be installed facing upward with respect to the horizontal direction of the body relative to an orientation in which the rear obstacle detection device and the lateral obstacle detection device are installed.
[0155] When the body travels forward, mud masses and a mud surface generated accompanying turning in the turning region may be erroneously detected as obstacles. With the above configuration, it is possible to suppress such erroneous detection of mud masses and the mud surface. Furthermore, by directing the front obstacle detection device upward, it is possible to suppress the adhesion of mud that is scattered accompanying traveling.
[0156] Also, the lateral obstacle detection device may be supported by a rear step provided in the rear region of the body.
[0157] With such a configuration, obstacles on the lateral side of the body can be detected with good accuracy.
[0158] Also, the lateral obstacle detection device may be supported on a backup seedling support frame on which a backup seedling storage device provided in the body is supported, or may be supported near a positioning unit that receives radio waves from a satellite to calculate the position of the body.
[0159] Even with such a configuration, obstacles on the lateral side of the body can be detected with good accuracy.
[0160] Also, the rear obstacle detection device may be provided in a non-operating portion of the rear region of the body.
[0161] If an obstacle detection device is provided in the operating portion, it is difficult to appropriately detect an obstacle when that portion is in operation. Also, in the rear part of the body, there are many operating devices, such as working devices. With the above-described configuration, obstacles behind the body can be detected with good accuracy.
[0162] Also, the rear obstacle detection device may be provided above a seedling stand provided on the body, or above a mudguard cover provided on a chemical spraying device.
[0163] With such a configuration, it is possible to prevent mud from adhering to the rear obstacle detection device, and it is possible to accurately detect obstacles behind the body.
[0164] Also, a plurality of the rear obstacle detection devices may be provided, and the rear obstacle detection devices may be provided facing outward in the front-rear direction of the body.
[0165] With such a configuration, even if the arrangement position is limited and a sufficient number of rear obstacle detection devices are not provided, it is possible to easily ensure the detection range necessary for detecting obstacles behind the body.
[0166] Also, three or more rear obstacle detection devices may be provided side by side on the upper portion of the seedling stand provided on the body, and each of the rear obstacle detection devices may be provided in a rear-facing orientation parallel to the front-rear direction of the body.
[0167] With such a configuration, a required number of rear obstacle detection devices can be provided, and obstacles behind the body can be detected with good accuracy.
[0168] Also, a plurality of the rear obstacle detection devices may be provided, and may be provided side by side in the left-right direction intersecting the front-rear direction of the body with the chemical spraying device provided in the body interposed therebetween.
[0169] A chemical spraying device is provided at a position protruding rearward of the body, and becomes an obstacle when ensuring the detection range of the rear obstacle detection devices. With the above configuration, the detection range of the rear obstacle detection devices provided with the chemical spraying device interposed therebetween can complement each other's blind spots, which are caused by the chemical spraying device, and the detection range for detecting obstacles behind the body can be easily ensured.
[0170] Also, the obstacle detection device may be provided in an area above a step provided in the body.
[0171] With such a configuration, obstacles in the surrounding area of the body can be detected with good accuracy.
[0172] Also, the obstacle detection device may be provided at a position overlapping the step provided on the body in a plan view.
[0173] If the obstacle detection device is provided at a position protruding from the body, mud or the like is likely to adhere to the obstacle detection device, and sufficient obstacle detection may not be possible. With the above-described configuration, it is possible to prevent mud from adhering to the obstacle detection device, and it is possible to continuously detect obstacles during automatic travel.
[0174] (11) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by performing work while performing automatic travel, the work machine including: an obstacle detection device configured to detect an obstacle using a predetermined region of a surrounding area of a body; and an automatic travel control unit configured to control travel according to the detection result of the obstacle detection device, in which the automatic travel control unit controls automatic travel including a start suppression mode in which it is determined based on the result of detecting the obstacle whether or not travel can be started at a start time of automatic travel, and an obstacle detection mode in which automatic driving is controlled according to the result of detecting the obstacle during automatic travel.
[0175] When performing work travel in a work site such as a field, if an obstacle is present in the work site, the body may collide with the obstacle and be damaged or it may not be possible to perform appropriate work. For this reason, in automatic travel, it is appropriate to detect obstacles and perform control to avoid collision with obstacles.
[0176] Also, during automatic travel, it is necessary to change the travel route, stop travel, or the like depending to the presence of obstacles, whereas at the start of travel by automatic travel, if there are obstacles, it is appropriate not to start travel.
[0177] For this reason, when controlling automatic travel according to the result of detecting obstacles, it is appropriate to divide the control state into a start suppression mode in which control is performed at the start time of automatic travel and an obstacle detection mode in which control is performed during automatic travel. As a result, it is possible to appropriately control automatic travel according to the travel state.
[0178] Also, as the obstacle detection devices, one or a plurality of front obstacle detection devices having a detection range in front of the body, one or a plurality of rear obstacle detection devices having a detection range in the rear of the body, and one or a plurality of lateral obstacle detection devices having a detection range on a lateral side of the body may be included.
[0179] With such a configuration, it is possible to detect obstacles in an appropriate range according to the traveling state, and it is possible to perform appropriate automatic travel control according to the travel state.
[0180] Also, the lateral obstacle detection device may include a surrounding area of a boarding/alighting step that the driver passes when boarding in the detection range.
[0181] The driver or the like generally boards the body using the boarding/alighting step. In particular, if the driver or the like is trying to board and alight from the body when starting travel, it is inappropriate to start the travel.
With the above-described configuration, it is possible to accurately detect a driver or the like who is trying to board or alight from the body.
[0182] Also, the automatic travel control unit may detect the obstacles on the front side in the direction in which the body progresses and on the lateral side of the body in the start suppression mode.
[0183] When the travel is started, it is necessary to detect an obstacle on the front side in the traveling direction of the body. Also, as described above, it is preferable to detect a driver or the like who is trying to board and alight from the body. With the above-described configuration, obstacles in a range required when travel is started are appropriately detected.
[0184] Also, an obstacle determination unit configured to determine whether or not the obstacle detected by the obstacle detection device is the mud surface may be included, and the automatic travel control unit may control automatic travel by recognizing that the obstacle determined by the obstacle determination unit to be the mud surface is not the obstacle in the start suppression mode.
[0185] In order to perform appropriate automatic travel, it is necessary to widen the obstacle detection range. On the other hand, since the body travels on the upper surface of a work site such as a field, it is also conceivable that a surface of the work site such as a mud surface is detected. Detecting a mud surface or the like hinders suitable automatic travel. With the above-described configuration, even if a mud surface or the like is detected, it is possible to perform control such that the mud surface or the like is not recognized as an obstacle, and therefore travel can be started appropriately.
[0186] Also, an obstacle determination unit configured to determine whether or not the obstacle detected by the obstacle detection device is a moving person may be included, and the automatic travel control unit may control automatic travel by recognizing only a moving person as the obstacle in the start suppression mode.
[0187] At the travel start time, the most problematic obstacle is a moving person. With the above-described configuration, it is possible to appropriately control the start of travel according to the obstacle and thus travel can be started more appropriately.
[0188] Also, as the obstacle detection device, one or a plurality of front obstacle detection devices having a detection range in front of the body and one or a plurality of rear obstacle detection devices having a detection range in the rear of the body may be included, and in the obstacle detection mode, the automatic travel control unit may control automatic travel using the front obstacle detection devices during forward travel, and may control automatic travel using the rear obstacle detection device when traveling in reverse.
[0189] While traveling, it is most appropriate to detect obstacles on the front side in the traveling direction of the body. With the above-described configuration, appropriate detection of obstacles according to the traveling state is performed, and automatic travel is appropriately continued.
[0190] Also, as the obstacle detection device, one or a plurality of lateral obstacle detection devices having a detection range on the lateral side of the aircraft may be provided, and in the obstacle detection mode, the automatic travel control unit may control automatic travel using the lateral obstacle detection device during forward travel and reverse travel.
[0191] Obstacles may approach the body during automatic travel. Obstacles may approach from the side of the body. With the above-described configuration, obstacles that hinder travel can be detected more reliably, and automatic travel is continued more appropriately.
[0192] Also, the travel control unit may control automatic travel using all of the obstacle detection devices during forward travel and reverse travel in the obstacle detection mode.
[0193] With such a configuration, obstacles can be detected more accurately, and automatic travel can be continued more appropriately.
[0194] Also, an obstacle determination unit for determining whether or not the obstacle detected by the obstacle detection device is approaching may be included, and in the obstacle detection mode, the automatic travel control unit may control automatic travel based on the approaching obstacle during reverse travel.
[0195] With such a configuration, it is possible to maintain the efficiency of work travel while detecting the minimum necessary obstacles.
[0196] Also, as the obstacle detection device, one or a plurality of front obstacle detection devices having a detection range in front of the body, one or a plurality of rear obstacle detection devices having a detection range in the rear of the body, and one or a plurality of lateral obstacle detection devices having a detection range on the lateral side of the body may be included, and the detection range of the lateral obstacle detection devices may be narrower than the detection range of the front obstacle detection devices and the detection range of the rear obstacle detection devices.
[0197] Various devices protrude from the side region of the body. If the obstacle detection device detects these devices as obstacles, it will hinder work travel. With the above-described configuration, the possibility of erroneously detecting these devices as obstacles can be suppressed, and appropriate work travel can be performed.
[0198] Also, the detection range of the obstacle detection devices in the obstacle detection mode may be narrower than the detection range of the obstacle detection devices in the start suppression mode.
[0199] Although it is appropriate to detect obstacles in a wider range at the travel start time, from the viewpoint of the continuity of work travel, it is also necessary to suppress erroneous detection during travel. With the above-described configuration, obstacles can be detected in an appropriate detection range according to the traveling state.
[0200] Also, the detection range of the obstacle detection device in the obstacle detection mode may be widened as the distance from the ridge increases.
[0201] Since the work machine travels inside the field during the work travel, the distance from the ridge provided on the periphery of the field constantly changes. Generally, when the ridge enters the obstacle detection range, the ridge is detected as an obstacle. The travel route is generated with consideration given to the ridge. For this reason, even if ridge is detected in relation to the length of the obstacle detection range, it is expected that there will be no hindrance to work travel. With the above-described configuration, the likelihood of detecting the ridge as an obstacle is reduced by optimizing the length of the detection range of the obstacle according to the distance from the ridge. As a result, the work travel can be continued appropriately.
[0202] Also, as the obstacle detection devices, a plurality of front obstacle detection devices having a detection range in front of the body are included, and when turning, the detection range of the front obstacle detection devices in the obstacle detection mode may be wider the more the front obstacle detection devices are on the inner side of the turn.
[0203] In turning travel, the body moves in the turning direction as it travels. With the above-described configuration, it is possible to more appropriately detect obstacles on the front side in the traveling direction of the body, and it is possible to more appropriately detect obstacles that hinder work travel.
[0204] Also, as the obstacle detection device, one or a plurality of rear obstacle detection devices having a detection range in the rear of the body may be included, the detection range of the front obstacle detection devices may be the outer side of a path drawn by the front outermost end of the backup seedling storage device provided on the body, and the detection range of the rear obstacle detection devices may be the outer side of a path drawn by the rear outermost portion of a sliding plate guard provided on the body.
[0205] With the above-described configuration, it is possible to ensure the maximum width of the detection range while suppressing erroneous detection.
[0206] Also, the automatic travel may include back-and-forth work travel performed in the inner region of the field and loop work travel performed on the peripheral region of the field, the loop work travel may include outermost periphery work travel, and in the obstacle detection mode, the automatic travel control unit may control automatic travel based on the obstacle during the back-and-forth work travel.
[0207] With such a configuration, it is possible to perform automatic travel with consideration given to obstacles in the back-and-forth work travel.
[0208] Also, the automatic travel control unit may control automatic travel based on the obstacle even in the outermost periphery work travel in the obstacle detection mode.
[0209] With such a configuration, it is possible to perform automatic travel with consideration given to obstacles even in the outermost periphery work travel.
[0210] Also, before the automatic travel is started, the obstacle detection device may not control the automatic travel using the detection result, and when the automatic travel is started, may start automatic travel using the detection result together with a notification.
[0211] Before the start of traveling by automatic control, even if an obstacle is detected, control according to the detection result is not performed, and control according to the detection result is performed from the time when the traveling is started. Then, when the control is started, a notification to that effect is given. As a result, the control operation is performed only when necessary, the automatic travel control unit operates efficiently, and the driver or the like can accurately recognize that the control according to the detection result is performed.
[0212] Also, when the obstacle is detected, the automatic travel control unit may set a main transmission for controlling the travel speed to a neutral position and maintain the engine rotation speed.
[0213] With such a configuration, the body is stopped when an obstacle is detected, but it is possible to maintain a state in which work travel can be resumed as soon as the obstacle is eliminated, and thus efficient work travel can be continued.
[0214] The obstacle detection device may also include at least one of a sonar sensor, a laser sensor, an image analysis device, and analysis using a machine-learned trained model.
[0215] With such a configuration, it is possible to detect an obstacle using the optimum obstacle detection device.
[0216] (12) A work machine of the present invention includes: a self-propelled vehicle, a working device located behind the self-propelled vehicle: a control unit that controls automatic work travel; and a tower lamp displaying a control mode of the control unit to the outside of the self-propelled vehicle, and the tower lamp is provided on a peripheral portion of the self-propelled vehicle.
[0217] According to this configuration, even if a worker monitors the automatic work travel of the work machine at a location away from the work machine, it is easy to see the tower lamp, and therefore it is easy to know the travel status and the work status of the work machine that performs automatic work travel based on the display performed by the tower lamp.
[0218] In the present invention, it is preferable that the working device has a seedling stand and a planting mechanism for taking out seedlings from the seedling stand and planting the taken-out seedlings in a field, the self-propelled vehicle includes backup seedling stands arranged side by side in a plurality of upper and lower levels, and the tower lamp is provided at a position higher than the backup seedling stand of the uppermost level among the upper and lower levels of the backup seedling stands.
[0219] According to this configuration, the backup seedling stand of the uppermost level is generally provided at a high position, and the tower lamp is located at a higher position than the backup seedling stand of the uppermost level, and therefore the display of the tower lamp is easier to see and the travel state and the work state of the work machine are easier to know.
[0220] In the present invention, the self-propelled vehicle includes a positioning unit that receives radio waves from a satellite of a global navigation satellite system to acquire position information of the self-propelled vehicle, the self-propelled vehicle includes a support frame extending in a direction along a body vertical direction, the positioning unit is supported by the upper end portion of the support frame, the tower lamp is supported by a lower end portion of the support frame that is lower than the upper end portion, the state of the support portion is configured to be changeable to a state in which the positioning unit is located at a raised use position by swinging the upper end portion upward with respect to the lower end portion, and to a state in which the positioning unit is located at a lowered storage position by swinging the upper end portion downward with respect to the lower end portion.
[0221] According to this configuration, even if the positioning unit is switched from the raised use position to the lowered storage position, the tower lamp is supported by the lower end portion of the support frame and remains in the same orientation as when it is in use, and therefore the same support frame can be used for the support of the tower lamp and the support of the positioning unit to simplify the support structure, and even if the positioning unit is stored at a lower position than when it is in use, for example, it is possible to maintain a state in which it is difficult for car wash water or rainwater to enter the tower lamp.
[0222] In the present invention, it is preferable that the self-propelled vehicle includes an antenna for receiving a wireless command signal from a remote control device, and the antenna is detachably supported on the upper end portion.
[0223] According to this configuration, even if the antenna when used is supported by the upper end portion of the support frame that has been swung upward and is located at a high position, when the positioning unit is stored, the antenna can be moved from the upper end portion, and for example, it is possible to avoid a case in which the antenna is lowered to the upper end portion and hits a member in the surrounding area.
[0224] In the present invention, it is preferable that the self-propelled vehicle includes a sonar sensor for detecting obstacles to the travel of the self-propelled vehicle, a sonar control device for controlling the sonar sensor, and a reception device linked to the tower lamp, the sonar control device, and the antenna is provided on one of two lateral sides of the self-propelled vehicle.
[0225] According to this configuration, the tower lamp, the sonar control device, and the reception device are located offset to one lateral side portion of the self-propelled vehicle, and therefore, for example, when inspecting or repairing the tower lamp, it is easy to perform the inspection of the sonar control device and the inspection of the reception device at the same time.
[0226] In the present invention, it is preferable that the battery is provided on the lateral side portion where the tower lamp, the sonar control device, and the reception device are provided, out of the two lateral sides of the self-propelled vehicle.
[0227] According to this configuration, since the tower lamp, the sonar control device, the reception device, and the battery are located offset to one lateral side of the self-propelled vehicle, the wiring for supplying power from the battery to the tower lamp, the sonar control device, and the reception device can be shortened.
[0228] In the present invention, it is preferable that the self-propelled vehicle includes backup seedling stands arranged in a plurality of upper and lower levels, and the backup seedling stands in the plurality of upper and lower levels are supported by the support frame.
[0229] According to this configuration, since the same support frame is used for supporting the positioning unit and supporting the backup seedling stands, the support structure of the positioning unit and the backup seedling stands can be simplified.
[0230] (13) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, the work machine including a notification device for performing notification of a warning, in which the notification device performs notification of a warning during any one of reverse travel in automatic travel, turning in automatic travel, and a start time of automatic travel.
[0231] During automatic travel, even if the driver is on board the body, awareness of the travel of the body tends to be low. In particular, the driver may feel uncomfortable if he/she has low awareness when travel other than straight travel, which is normal work travel, is started, or when the body starts traveling from a stopped state. Even in such a case, by performing notification to that effect, it is easier for the driver to be aware, and the discomfort felt by the driver can be mitigated. Also, even if there is a person in the surrounding area of the body, the movement of the body can be easily detected, which is an opportunity for the person in the surrounding area to pay attention to the body.
[0232] Also, the warning may be an audio warning.
[0233] With such a configuration, the driver is more likely to notice the warning regardless of the state of the driver, and the driver is less likely to feel discomfort.
[0234] Also, a vehicle speed operation tool for operating the vehicle speed may be included, automatic travel may include manned automatic travel that requires the driver to be on board and unmanned automatic travel that does not require the driver to be on board, the work travel performed through the unmanned automatic travel may be started or resumed by operating the vehicle speed operation tool at a position other than the neutral position, and the work travel performed through the unmanned automatic travel may be started or resumed under the condition that the vehicle speed operation tool is at a neutral position.
[0235] With such a configuration, the driver can easily operate the start of travel during manned automatic travel. Also, since unmanned automatic travel automatically controls the start of travel, when automatic travel is canceled while it is not necessary to operate the vehicle speed control tool but the vehicle speed control tool has been operated to a position other than the neutral position, the body starts travel at that moment. With the above-described configuration, the vehicle speed operation tool is operated to the neutral position during unmanned automatic travel, whereby it is possible to suppress unintended travel of the body after automatic travel is canceled.
[0236] Also, a remote control that can perform remote control from a position away from the body, and an automatic travel start/stop switch that is installed on the body to operate the start and stop of work travel performed through automatic travel may be included, and in the case of unmanned automatic travel, the work travel may be started or resumed only if the remote control has been operated, and in the case of manned automatic travel, the work travel may be started or resumed only if the automatic travel start/stop switch has been operated.
[0237] In the case of unmanned automatic travel, it is not necessary for the driver to be on board, and therefore it is preferable to be able to give an instruction to start travel from a position away from the body using the remote control. In the case of manned automatic travel, since the driver is on board, it is appropriate that the body is provided with an operating tool for instructing the start of travel. With the above-described configuration, it is possible to perform a work travel start operation according to whether or not the driver is needed in the automatic travel.
[0238] Also, a work operation tool for operating the working device may be provided, manned automatic travel may require a manual operation in which the movement operation of the vehicle speed operation tool and the operation of the work operation tool are performed accompanying guidance performed through audio guidance, and if an operation of moving the vehicle speed control tool to the neutral position is necessary or if an operation of moving the working device to the working state is necessary, the notification device may perform notification of audio guidance until the operation corresponding to the audio guidance is performed.
[0239] With such a configuration, the driver can easily understand the necessary operation, erroneous operation in predetermined manned automatic travel can be suppressed, and thus work travel can be performed efficiently.
[0240] Also, a work operation tool for operating the working device and an information terminal for displaying information may be provided, manned automatic travel may require a manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed accompanying guidance, and if an operation of moving the vehicle speed operation tool to the neutral position is necessary or if an operation of transitioning the working device to the work state is necessary, the guidance may be performed by a predetermined number of instances of audio guidance being performed, and then display being performed on the information terminal until the corresponding operation is performed.
[0241] Even if the driver knows the necessary operations, it may not be possible to perform them immediately depending on the state of the body, the condition of the work site, and the like. In such a case, if notification of the voice guidance performed through audio is continuously performed, the driver may feel annoyed. With the above-described configuration, it is possible to suppress discomfort and continue necessary guidance while suppressing such inconvenience.
[0242] Also, when work travel performed through manned automatic travel is started and when it is resumed, guidance prompting operation of the vehicle speed operation tool from the neutral position in the traveling direction may be performed.
[0243] With such a configuration, it is possible to accurately start work travel.
[0244] Also, a configuration may be used in which, when manned automatic travel is started and resumed, travel is not started even if the vehicle speed operation tool is operated from the neutral position in the direction opposite to the traveling direction.
[0245] With such a configuration, even if an erroneous operation is performed, erroneous travel is not performed, and predetermined work travel can be appropriately performed.
[0246] Also, when changing the direction, it is not necessary to operate the vehicle speed operation tool even if the forward and reverse travel are switched.
[0247] A predetermined operation is required for manned automatic travel. In the case of a change of direction along a travel route, the operation of the body in the change of direction is constant and can be performed in the flow of automatic travel.
With the above-described configuration, work travel can be continued continuously and smoothly.
[0248] Also, a continuously-variable transmission for adjusting the travel speed is included, and if it is necessary to perform an operation of moving the vehicle speed control tool to the neutral position and the continuously-variable transmission is not in the neutral position, guidance prompting the operation of moving the vehicle speed operation tool to the neutral position may not be performed.
[0249] With such a configuration, guidance is performed if the angle of the swash plate of the continuously-variable transmission that directly corresponds to actual travel is not in the neutral position (a state in which the drive force is not transmitted), and thus guidance that is more in line with actual travel is performed.
[0250] Also, if an operation contrary to preset automatic travel is performed, notification of guidance to perform the operation according to automatic travel may be performed until the operation according to the automatic travel is performed.
[0251] With such a configuration, it is possible to more reliably prompt an operation in accordance with predetermined automatic travel, and it is possible to continue appropriate automatic travel.
[0252] Also, the work travel may be automatic travel on an inner back-and-forth route in the inner region of the work site, automatic travel on the inner loop route of the peripheral region, and manned automatic travel on each side of the outer loop route of the peripheral region, a guidance start area may be provided in the work site, and when the body is stopped in the guidance start area, the body may be guided by manned automatic travel to the start point of the internal back-and-forth route, and the start of automatic travel may be the start of automatic travel on the inner back-and-forth route, the start of automatic travel on the inner loop route, the start of automatic travel on the inner loop route, the start of manned automatic travel on each side of the outer loop route, the start of guidance from the guidance start area, and a return to the travel route when material has been replenished.
[0253] With such a configuration, automatic travel can be started in an appropriate state. In particular, by setting each side of the outer loop route as independent automatic travel, even if an unexpected situation occurs during the turning travel on the outer loop route, the work travel can be resumed more easily.
[0254] Also, the manned automatic travel in the guidance from the guidance start area is performed by traveling forward after reverse travel, guidance prompting operation of the vehicle speed operation tool to the reverse position is performed, and manned automatic travel in the guidance from the guidance start area may be performed by performing guidance prompting predetermined reverse travel and then operation of the vehicle speed operation tool to the forward position.
[0255] With such a configuration, guidance to the start point of the inner back-and-forth route is appropriately performed.
[0256] Also, a work operation tool for operating the working device may be provided, it may be necessary to operate the vehicle speed operating tool in the forward direction at the time of starting manned automatic travel on the first side of the outer loop route, operation of the vehicle speed operation tool may be unnecessary at the time of starting manned automatic traveling on other sides, and it may be necessary to operate the working operating tool in a non-operating state before turning between the sides.
[0257] With such a configuration, with regard to travel, travel is continued by merely operating the vehicle speed operation tool first, and only the operation of setting the working device to the non-operating state is required, and therefore work travel can be continued with a simple operation.
[0258] Also, after the turn is completed, it may be necessary to operate the work operation tool at the work operation start time of the next side.
[0259] With such a configuration, it is possible to more easily continue the work travel after the start of travel by only operating the working device.
[0260] Also, it may be possible to set whether or not to automatically perform a state change of the work operation tool that is performed when work travel of the next side is started during turning between the sides and after the end of the turning.
[0261] Since a certain operation is performed in turning travel, it is relatively easy to perform automatic control. In the case of using a configuration in which turning travel can be performed by automatic control, automatic travel suitable for the work state can be performed by using a configuration in which the driver can select whether or not to perform turning by automatic control.
[0262] Furthermore, a work machine according to an embodiment of the present invention is a work machine that performs work travel by automatic travel, including: a vehicle speed operation tool for operating a vehicle speed; a first actuator that displaces the vehicle speed operation tool according to a travel state; and a clutch for switching the vehicle speed operation tool and the first actuator to a connected state and a disconnected state, in which the vehicle speed operation tool is displaced to a forward position and a reverse position via a neutral position, and in the neutral position, the clutch is in the disconnected state.
[0263] If the forward position and the reverse position of the vehicle speed operation tool are not arranged side by side in a straight line, it is not possible to perform the displacement between the forward position and the reverse position with one actuator. In the neutral position connecting the forward position and the reverse position, the displacement between the forward position and the reverse position can be performed by putting the vehicle speed operation tool and the actuator in the disconnected state using the clutch.
[0264] Also, a second actuator that displaces the vehicle speed operation tool in the neutral position may be included.
[0265] With such a configuration, the vehicle speed operation tool can be displaced between the forward position and the reverse position by the second actuator while the connection between the vehicle speed operation tool and the first actuator is disconnected, and the vehicle speed operation tool can be automatically displaced over the forward position to the reverse position by two actuators.
[0266] Also, a notification device for performing notification of a warning may be included, and when the vehicle speed operation tool is displaced, the notification device may perform notification of the operating status of the vehicle speed operation tool.
[0267] With such a configuration, even if the vehicle speed operation tool is displaced without the driver's knowledge, the driver can recognize the displacement and can easily keep track of the traveling state of the body.
[0268] Also, the vehicle speed operation tool may be maintained in the forward position when moving in reverse accompanying a change of direction.
[0269] In the case of a change of direction along a travel route, the operation of the body in the change of direction is constant and is performed in the flow of automatic travel. For this reason, in this case, it is less necessary for the driver to be concerned with the traveling state of the body, and it is possible to suppress excessive notification.
[0270] Also, a brake used for reducing the travel speed may be included, and the vehicle speed operation tool may be displaced according to the operation of the brake.
[0271] With such a configuration, the vehicle speed operation tool can be displaced according to the travel speed that changes according to the operation of the brake, and thus the driver can imagine the travel speed based on the position of the vehicle speed operation tool.
[0272] (14) A work machine of the present invention includes: a self-propelled vehicle; a driving section provided in the self-propelled vehicle; a working device located behind the self-propelled vehicle; a control unit for controlling automatic work travel; and a notification device for performing notification of the control executed by the control unit, and the notification device is provided at a front upper location of the driving section.
[0273] According to this configuration, since the notification device performs notification of the status of the automatic work travel, the notification performed by the notification device is performed from the front upper location of the driving section and is easy to find out, and therefore the status of the automatic work travel can be easily recognized. Also, it is easy to take a countermeasure such as change to the control performed.
[0274] In the present invention, it is preferable that the work machine includes a positioning unit that is provided at a front upper position of the driving section, receives radio waves from a satellite of a global navigation satellite system, and acquires position information of the self-propelled vehicle, and the notification device is provided below the positioning unit while being covered by the positioning unit from above.
[0275] According to this configuration, since the positioning unit is used as a covering member for the notification device, it is possible to inexpensively prevent the notification device from getting wet due to rainwater or car wash water, and the like.
[0276] In the present invention, it is preferable that the work machine includes a frame portion provided extending in the lateral width direction of the vehicle body, a mounting platform that is supported by the frame portion and on which the positioning unit is mounted and fixed, and a support member extending downward from the mounting platform, at a front upper portion of the driving section, and the notification device is supported by the support member.
[0277] According to this configuration, since the support member is supported by the frame portion via the mounting platform, the structure of the support member can be given a simpler configuration while the notification device can be positioned below the positioning unit compared to the case where the support member is directly supported by the frame portion.
[0278] In the present invention, it is preferable that the driving section includes a driver seat, and the lower end of the notification device is located above the upper end of the driver seat.
[0279] According to this configuration, the notification device does not hinder the ability to see ahead from the driver seat and thus driving is easy.
[0280] In the present invention, it is preferable that the driving section includes a steering wheel, and the lower end of the notification device is located above the upper end of the steering wheel.
[0281] According to this configuration, the notification device does not hinder the ability to see ahead from the driving section and thus driving is easy.
[0282] In the present invention, it is preferable that the work machine includes a motor section having an engine and an engine hood in the front side region of the self-propelled vehicle, and the lower end of the notification device is located above the upper end of the engine hood.
[0283] According to this configuration, the notification device does not hinder the ability to see ahead from the driving section and thus driving is easy.
[0284] In the present invention, it is preferable that the notification device is a voice alarm generation device, and the voice alarm generation device is provided with a sound emission unit facing the driving section.
[0285] According to this configuration, it is easy to recognize the content being notified.
[0286] (15) In order to achieve the above-described object, a work machine according to an embodiment of the present invention is a work machine that performs work travel through automatic travel, the automatic travel includes manned automatic travel that requires a driver to be on board and unmanned automatic travel that does not require the driver to be on board, the work machine includes: a driver seat in which the driver is to be seated; and a seating sensor that detects that the driver is seated in the driver seat, and a starting condition for manned automatic travel is that the seating sensor has detected that the driver is seated in the driver seat.
[0287] For manned automatic travel, it is essential that the driver is on board. If the driver is on board the body, it is appropriate that the driver is seated in the driver seat. With the above-described configuration, manned automatic travel is started only if the driver is seated in the driver seat, and therefore performance of manned automatic travel in an inappropriate state is suppressed.
[0288] Also, a notification device for performing notification of a warning is included, and if the seating sensor does not detect that the driver is seated in the driver seat, the notification device may perform notification of the warning.
[0289] With such a configuration, if the driver is not seated in the driver seat even though the driver is on board, the driver can be prompted to sit down, and thus a case is suppressed in which work travel is performed in an inappropriate state.
[0290] Also, a notification device for performing notification of a warning may be included, and in unmanned automatic travel, after the seating sensor detects that the driver is seated in the driver seat, if the seating sensor no longer detects that the driver is seated in the driver seat, the notification device may perform notification of a warning, and thereafter, work travel by unmanned automatic travel is not started until the seating sensor detects that the driver is seated in the driver seat.
[0291] Unmanned automatic travel does not require the driver to be on board, but it does not prevent the driver from being on board. Even in unmanned automatic travel, if the driver is on board, it is appropriate that the driver sits in the driver seat. According to the above-described configuration, after the seating sensor detects that the driver is on board (seated), when the seating sensor no longer detects that the driver is seated, it can be inferred that the driver is not seated despite being on board. Then, in such a case, by using a configuration in which work travel is not started, it becomes possible to perform appropriate automatic travel while the driver is seated.
[0292] Also, an information terminal for displaying information may be included, and if the seating sensor does not detect that the driver is seated in the driver seat, a warning may be displayed on the information terminal.
[0293] With such a configuration, if the driver is on board and the driver is not seated, the driver can be prompted to sit down, and a case in which work travel is performed in an inappropriate state is suppressed.
[0294] Also, a notification device for performing notification of a warning and an information terminal for displaying information may be included, and if the seating sensor detects that the driver is seated in the driver seat at the start of turning travel and the start of reverse travel, the notification device may perform notification of the warning and the information terminal may display the warning.
[0295] When switching to turning travel or reverse travel, the travel direction is switched, and thus it is appropriate that the driver on board is seated. With the above-described configuration, when switching to turning travel or reverse travel, if the driver on board is not seated, the driver can be prompted to sit down, and thus a case is suppressed in which work travel is performed in an inappropriate state.
[0296] Also, if the seating sensor does not detect that the driver is seated in the driver seat at the start of turning travel and the start of reverse travel, the travel speed may be reduced.
[0297] With such a configuration, even if the driver is not seated, the inappropriate situation is mitigated, and a case is suppressed in which work travel is performed in the inappropriate state.
[0298] Also, the seating sensor may be a pressure sensor provided in the driver seat.
[0299] With such a configuration, it is possible to efficiently detect that the driver is seated.
[0300] Also, the driver seat may be rotatable, and the wiring of the seating sensor may be arranged along a rotation axis of the driver seat.
[0301] Wiring for a power source, a signal, and the like is connected to a seating sensor such as a pressure sensor. If the driver seat rotates, such wiring may be damaged as the driver seat rotates. With the above-described configuration, damage to the wiring can be suppressed.
[0302] (16) A work machine of the present invention includes: a body that performs work travel in a field; a positioning unit for acquiring position information of the body based on a positioning signal of a navigation satellite; a supply device for supplying agricultural material to the field; and a control unit capable of controlling the supply device based on the position information while the machine is traveling, in which the control unit is configured to cause the supply device to operate before the work travel is started if the work travel is to be started from a pre-set start position, and to cause the supply device to stop before the work travel is ended if the work travel is to be ended at a pre-set end position.
[0303] In the conventional technique, there tends to be a time lag in actually starting or stopping the supply of agricultural materials to the field after the control unit outputs an instruction to start or stop the operation of the supply device. When the supply device supplies agricultural material to the field, precision agriculture is realized when the supply of agricultural material starts accurately at the position where it is to start and the supply of agricultural material stops accurately at the position where it is to end, which is preferable. According to the present invention, the start position and the end position are set in the field based on the position information. The start position is the position where the supply of agricultural materials is to be started, and the end position is the position where the supply of agricultural material is to be ended. Then, the control unit operates the supply device before the start of the work travel and stops the supply device before the end of the work travel. For this reason, even if there is a time lag from when the supply device starts operation to when the supply of agricultural material to the field is actually started, the supply of agricultural material accurately starts at the start position. Also, even if there is a time lag from when the supply device stops to when the supply of the agricultural material to the field actually stops, the supply of the agricultural material stops accurately at the end position. Also, in the present invention, since the control unit is configured to adjust the timings of starting and stopping the operation of the supply device, it is not necessary to attach a special valve mechanism or the like to the terminal end in the transport direction of the supply device, which is advantageous in terms of cost compared to a configuration in which the special valve mechanism or the like is attached. This further improves convenience in automatic work travel.
[0304] In the present invention, it is preferable that the supply device includes a storage unit for storing agricultural material, a feeding mechanism for feeding agricultural material from the storage unit, and a hose for transporting the agricultural material fed by the feeding mechanism and discharging the agricultural material to a field, and the control unit is configured to cause the supply device to operate such that the agricultural material transported along the hose starts to be discharged at the start position, and the control unit is configured to cause the supply device to stop such that the agricultural material transported along the hose finishes being discharged at the end position.
[0305] The time lag from when the operation of the supply device is started or stopped to when the supply of agricultural material to the field actually starts or stops increases in proportion to the length of the hose. With this configuration, the agricultural material starts to be discharged from the hose at the start position, and the agricultural material from the hose finishes being discharged at the end position, and therefore the supply device can accurately supply the agricultural material to the field.
[0306] In the present invention, it is preferable that the work machine includes a speed detection unit capable of detecting the speed of the body, and the control unit is configured to be able to change the timing of causing the supply device to operate or stop based on the speed.
[0307] In this configuration, the timing at which the control unit causes the supply device to operate or stop can be variably controlled according to the speed, and therefore even if the supply device operates at a high speed or low speed according to the speed of the body, the control unit can flexibly control the supply device.
[0308] In the present invention, it is preferable that the control unit reduces the speed of the body before causing the supply device to operate or stop if the speed is faster than a set speed set in advance.
[0309] If the speed of the body is too high, there is a risk that the supply of agricultural materials will not start accurately at the start position, and the supply of agricultural materials will not end accurately at the end position. In this configuration, the control unit reduces the speed of the body before the supply device operates or stops, and therefore the supply of agricultural materials starts accurately at the start position and the supply of agricultural materials ends accurately at the end position.
[0310] In the present invention, it is preferable that the control unit increases the speed of the body before causing the supply device to operate or stop if the speed is slower than a set speed that is set in advance.
[0311] With this configuration, the control unit can output instructions to start and stop the operation of the supply device while the body is traveling at a set speed set in advance, and therefore the supply device can even more accurately supply the agricultural material to the field.
[0312] In the present invention, if the speed is slower than the set speed set in advance, it is preferable that the control unit causes the body to travel at the speed until the supply device starts the operation or the stopping.
[0313] With this configuration, the control unit can output instructions to start and stop the operation of the supply device while maintaining the speed of the body, and therefore the supply device can supply agricultural materials to the field even more accurately.
[0314] In the present invention, it is preferable that, based on the position information, the control unit calculates a first time, which is the time until the body reaches the start position, and a second time, which is the time until the body reaches the end position, causes the supply device to operate if the first time is a pre-set threshold value or less, and causes the supply device to stop if the second time is the pre-set threshold value or less.
[0315] According to this configuration, the first time is calculated as the time until the body reaches the start position, and the second time is calculated as the time until the body reaches the end position. Due to this, the control unit can manage the timing of starting the operation of the supply device at the first time, and can manage the timing of stopping the operation of the supply device at the second time. As a result, the supply device can supply agricultural materials to the field with even higher accuracy.
[0316] In the present invention, it is preferable that, based on the position information, the control unit calculates a first distance, which is the distance until the body reaches the start position, and a second distance, which is the distance until the body reaches the end position, causes the supply device to operate if the first distance is a pre-set threshold value or less, and causes the supply device to stop if the second distance is the pre-set threshold value or less.
[0317] According to this configuration, the first distance is calculated as the distance until the body reaches the start position, and the second distance is calculated as the distance until the body reaches the end position. Due to this, the control unit can manage the position where the operation of the supply device is started at the first distance, and can manage the position where the operation of the supply device is stopped at the second distance. As a result, the supply device can supply agricultural materials to the field with even higher accuracy.
[0318] In the present invention, it is preferable that the work machine includes a working device capable of planting seedlings for each row in a field, and the control unit causes the supply device to operate or stop in each row in conjunction with the row in which the working device plants seedlings.
[0319] In this configuration, the supply device can operate in each row in conjunction with the row in which the working device plants seedlings, and the supply device can accurately supply the agricultural material according to the position at which the seedlings are actually being planted. Note that in the present invention, “seedlings” include seeds that have not yet germinated and seedlings that have germinated. Also, “planting” means a general term for the work of sowing seeds that have not yet germinated in the field and transplanting seedlings that have germinated in the field.
[0320] (17) A feature of the present invention is a work machine capable of automatic travel, including: a working device for performing work in a paddy field; a work clutch for switching a drive state of the working device by turning on or off the motive power transmission from an engine; a clutch control unit for controlling an engaged and disengaged state of the work clutch, and if the clutch control unit executes switching control, which is control for switching the engaged/disengaged state of the work clutch, before the engaged/disengaged state of the work clutch is switched, the vehicle speed control unit executes speed decrease control, which is control for lowering vehicle speed.
[0321] According to the present invention, the engaged/disengaged state of the work clutch is switched while the vehicle speed is relatively low. For this reason, if the work clutch is controlled such that the engaged/disengaged state of the work clutch is switched at a predetermined position, the actual position of the body at the time when the engaged/disengaged state of the work clutch is switched is not likely to be misaligned from the predetermined position.
[0322] Thus, according to the present invention, the accuracy of the position of switching the drive state of the working device is favorable.
As a result, it is possible to further improve the convenience in the automatic work travel of the work machine.
[0323] Furthermore, in the present invention, it is preferable that the working device is a planting system working device that performs seedling planting work or sowing work along a predetermined row direction, and the work clutches are row clutches that are configured to be able to select the start and stop of the operation of the working device for each predetermined number of rows.
[0324] According to this configuration, when the seedling planting work or the sowing work is performed while the work machine travels, the accuracy of the position of switching the number of rows of seedling planting or the number of rows of sowing is favorable. As a result, for example, even if the shape of the paddy field is relatively complicated, it is easy to perform seedling planting or sowing according to the shape of the paddy field. As a result, the entire paddy field can be used efficiently.
[0325] Furthermore, in the present invention, it is preferable that the working device is a planting system working device that performs seedling planting work or sowing work along a predetermined row direction, and if the work clutch is in the engaged state, the working device is driven, and if the work clutch is in the disengaged state, the working device is stopped.
[0326] With this configuration, when the seedling planting work or the sowing work is performed while the work machine travels, the accuracy of the start position and the end position of the seedling planting or sowing is favorable.
[0327] Furthermore, in the present invention, it is preferable that after the body has passed a switching point, which is the body position at the time when the switching control is executed by the clutch control unit, the vehicle speed control unit performs speed increase control, which is control for increasing the vehicle speed.
[0328] According to this configuration, it is easier to proceed with the work more quickly than in the case where the speed increase control is not executed after the body has passed the switching point. As a result, it is possible to realize a work machine having good work efficiency while having good accuracy of the position where the drive state of the working device is switched.
[0329] Furthermore, in the present invention, it is preferable that if a first point, which is the switching point, and the second point, which is the switching point, are located on the travel route of the body, the body is scheduled to pass through the second point after passing through the first point, and the distance between the first point and the second point is a predetermined reference distance or less, then the vehicle speed control unit does not execute the speed increase control in the period from when the body passes through the first point to when the body reaches the second point.
[0330] According to this configuration, it is easy to avoid a situation in which speed decrease control and speed increase control are repeatedly switched between in a short amount of time. As a result, the travel of the work machine is smooth and stable.
[0331] Another feature of the present invention is a work machine capable of automatic travel, the work machine including: a seedling planting device for performing seedling planting work; a planting clutch for switching a driving state of the seedling planting device by turning on/off motive power transmission from an engine; a clutch control unit for controlling the engaged/disengaged state of the planting clutch; and a raising/lowering control unit for controlling raising/lowering of the seedling planting device, in which the driving of the seedling planting device starts due to the planting clutch being switched from the disengaged state to the engaged state and the driving of the seedling planting device stops due to the planting clutch being switched from the engaged state to the disengaged state, the raising/lowering control unit lowers the seedling planting device when the driving of the seedling planting device is started, and the seedling planting device is raised when the driving of the seedling planting device is stopped, and the elevating control unit keeps the seedling planting device in the lowered state while the body travels a predetermined distance from a body position at the time when the planting clutch is switched from the engaged state to the disengaged state due to the clutch control unit.
[0332] If the seedling planting device rises immediately after the planting clutch is switched from the engaged state to the disengaged state, the seedlings that were in the state immediately before planting tend to fall from the seedling planting device without being planted. As a result, the seedlings for planting are wasted.
[0333] Here, in the present invention, after the planting clutch is switched from the engaged state to the disengaged state, the seedling planting device is maintained in the lowered state while the body travels a predetermined distance. For this reason, as described above, it is easy to avoid a situation in which the seedlings that were in the state immediately before planting fall from the seedling planting device without being planted. Accordingly, it is easy to avoid a situation where the seedlings for planting are wasted. As a result, it is possible to further improve the convenience in the automatic work travel of the work machine.
[0334] Furthermore, in the present invention, it is preferable that the predetermined distance is at least a planting interval of seedlings along the travel direction of the body.
[0335] Generally, the seedling planting device includes a rotary planting mechanism. Also, the planting mechanism is configured to stop in a predetermined stop orientation when driving stops. For this reason, if the planting clutch is switched from the engaged state to the disengaged state when the planting mechanism is being driven, the planting mechanism continues to be driven in the period from the time when the planting clutch is switched from the engaged state to the disengaged state to when the planting mechanism reaches the predetermined stop orientation.
[0336] Also, the length of time from the time when the planting clutch is switched from the engaged state to the disengaged state until the planting mechanism reaches the predetermined stop orientation depends on the orientation of the planting mechanism at the time when the planting clutch is switched from the engaged state to the disengaged state. The length of this time, in the longest case, is equal to the length of time it takes for the body to travel a distance corresponding to the distance between the seedlings. Note that the distance between the seedlings is the planting interval of seedlings along the travel direction of the body.
[0337] Here, according to the above-described configuration, the seedling planting device is kept in the lowered state in the period from the time when the planting clutch is switched from the engaged state to the disengaged state until the body finishes traveling a distance corresponding to the distance between the seedlings. During this period, the planting mechanism reaches the predetermined stop orientation. This makes it easy for the planting mechanism to reliably stop while the seedling planting device is kept in a lowered state.
[0338] Accordingly, with the above-described configuration, it is easy to reliably avoid a situation where the seedlings that were in the state immediately before planting fall from the seedling planting device without being planted.
[0339] (18) A feature of the present invention includes: a traveling device driven by a motive force from an engine; a hydraulic continuously-variable transmission that has a swash plate whose angle can be changed, and shifts the motive force from the engine and transmits the result to the traveling device; a brake device that brakes the traveling device; a brake pedal that is configured to be depressible from an initial position to a maximum depression position, and a brake pedal that performs a braking operation on the brake device; a brake detection unit for detecting that the brake pedal has been depressed; and a control unit for controlling the continuously-variable transmission, in which when it is detected by the brake detection unit that the brake pedal has been depressed, the control unit starts to return the swash plate to a neutral position in a stage before the brake pedal reaches the maximum depressing position.
[0340] According to this characteristic configuration, when the brake pedal is depressed, the swash plate starts to return to the neutral position in the stage before the brake pedal reaches the maximum depressing position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed. That is, with this characteristic configuration, it is possible to further improve the convenience of automatic work travel in the work machine.
[0341] Also, in the present invention, it is preferable that the brake detection unit has a depression sensor that detects that the brake pedal has been depressed to an intermediate position located between the initial position and the maximum depression position, and the control unit starts to return the swash plate to a neutral position when it is detected by the depression sensor that the brake pedal has been depressed to the intermediate position.
[0342] According to this characteristic configuration, when the brake pedal is depressed to the intermediate position, the swash plate begins to return to the neutral position.
[0343] Here, in the case of a configuration in which the swash plate starts to return to the neutral position when the brake pedal is depressed from the initial position, when the brake pedal slightly fluctuates from the initial position to the depression side due to the vibration of the body, there is a risk that the work efficiency will decrease due to the swash plate starting to return to the neutral position each time.
[0344] In this regard, according to this characteristic configuration, the swash plate does not start to return to the neutral position unless the brake pedal is depressed to the intermediate position, and therefore the load applied to each portion such as the brake can be reduced when the brake pedal is depressed to the intermediate position or more, while preventing malfunction of the swash plate due to erroneous detection of the brake pedal.
[0345] Also, in the present invention, it is preferable that the brake detection unit has a depression end sensor that detects that the brake pedal has been depressed to the maximum depression position, and the control unit returns the swash plate to the neutral position when it is detected by the depression sensor that the brake pedal has been depressed to the intermediate position, and the control unit finishes returning the swash plate to the neutral position when it is detected by the depression end sensor that the brake pedal has been depressed to the maximum depression position.
[0346] According to this characteristic configuration, the swash plate returns to the neutral position while the brake pedal is depressed from the intermediate position to the maximum depression position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed to the maximum depression position, while preventing malfunction of the swash plate due to erroneous detection of the brake pedal.
[0347] Furthermore, in the present invention, the brake detection unit includes a depression start sensor that detects that the brake pedal has been depressed from the initial position and a depression sensor that detects that the brake pedal has been depressed to an intermediate position located between the initial position and the maximum depression position, and the control unit starts returning the swash plate to the neutral position when it is determined by the depression start sensor that the brake pedal has been depressed from the initial position, and the control unit finishes returning the swash plate to the neutral position when it is detected by the depression sensor that the brake pedal has been depressed to the intermediate position.
[0348] According to this characteristic configuration, the swash plate returns to the neutral position while the brake pedal is depressed from the initial position to the intermediate position. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal has been depressed from a relatively early stage at which the degree of depression of the brake pedal is the intermediate position or less.
[0349] Furthermore, in the present invention, it is preferable that the brake detection unit has a depression amount sensor that detects the depression amount of the brake pedal, and the control unit returns the swash plate to the neutral position in response to an increase in the depression amount of the brake pedal detected by the depression amount sensor.
[0350] According to this feature configuration, the swash plate returns to the neutral position side in response to an increase in the amount of depression of the brake pedal detected by the depression amount sensor. As a result, it is possible to reduce the load applied to each part such as the brake when the brake pedal is depressed in a form suitable for the braking force of the brake device.
[0351] Furthermore, in the present invention, it is preferable to include: a starting operation tool for performing a starting operation on the engine; a neutral sensor for detecting that the shift position of the continuously-variable transmission is in the neutral position; and the control unit for controlling the engine, in which, when the starting operation is performed on the engine using the starting operation tool, if the brake detection unit detects that the brake pedal is depressed to the maximum depression position and the neutral sensor detects that the shift position of the continuously-variable transmission device is in the neutral position, the control unit starts the engine based on the starting operation of the starting operation tool.
[0352] According to this feature configuration, the engine can be started only when the traveling device is braked by the braking device and the power from the continuously-variable transmission is not transmitted to the traveling device. As a result, the engine can be started while the body is stable.
[0353] Furthermore, in the present invention, it is preferable to include a notification device for notifying that the engine will not be started.
[0354] According to this characteristic configuration, if the engine is not started, the notification device performs notification of the fact that the engine is not started. This makes it possible to ensure that the driver is aware that the engine will not be started.
[0355] Furthermore, in the present invention, it is preferable that the control unit estimates the amount of wear of the brake device based on the travel information obtained when the brake device brakes the traveling device.
[0356] Here, a correlation is recognized between the traveling information obtained when the braking device brakes the traveling device and the amount of wear of the braking device. According to this feature configuration, the amount of wear of the brake device can be estimated accurately.

Brief Description of the Drawings
[0357] FIG. 1 is a side view of a rice transplanter capable of performing automatic travel.
FIG. 2 is a plan view of the rice transplanter capable of performing automatic travel.
FIG. 3 is a front view of the rice transplanter capable of performing automatic travel.
FIG. 4 is a schematic view illustrating work travel of the rice transplanter.
FIG. 5 is a functional block diagram showing a control system of the rice transplanter.
FIG. 6 is a schematic view illustrating an operation configuration of a continuously-variable transmission.
FIG. 7 is an enlarged schematic view illustrating the operation configuration of the continuously-variable transmission.
FIG. 8 is an exploded perspective view illustrating the operation configuration of the continuously-variable transmission.
FIG. 9 is a schematic view illustrating a configuration of a lever guide.
FIG. 10 is a schematic view illustrating a configuration of a neutral holding mechanism.
FIG. 11 is a diagram illustrating a relationship between a continuously-variable transmission for controlling a travel speed and an engine rotation speed.
FIG. 12 is a schematic view illustrating arrangement of a rear sonar.
FIG. 13 is a conceptual diagram illustrating a detection region in a horizontal direction of a sonar sensor.
FIG. 14 is a conceptual diagram illustrating a detection region in a vertical direction of the sonar sensor.
FIG. 15 is a schematic diagram of a structure for transmitting motive power from an engine to a planting mechanism.
FIG. 16 is a diagram showing travel of the rice transplanter.
FIG. 17 is a diagram showing a trend of vehicle speed.
FIG. 18 is a diagram showing travel of the rice transplanter.
FIG. 19 is an illustrative side view showing a start of operation of a fertilization device at a start position.
FIG. 20 is an illustrative side view showing a start of operation of the fertilization device at the start position.
FIG. 21 is an illustrative side view showing stopping of the fertilization device at an end position.
FIG. 22 is an illustrative side view showing stopping of the fertilization device at the end position.
FIG. 23 is a plan view of a field showing a state in which planting work is formed with a seedling planting device straddling a peripheral region and an inner region.
FIG. 24 is a functional block diagram showing a control system of the rice transplanter, and is a diagram relating to control for returning a swash plate of the continuously-variable transmission to neutral and control for starting the engine.
FIG. 25 is a perspective view showing a positioning unit in a removed state, a voice alarm generation device, and an upper end portion, and showing a reception device in an attached state.
FIG. 26 is a side view showing a support mechanism on the upper end portion.
FIG. 27 is a side view showing the support mechanism on the upper end portion.
FIG. 28 is a perspective view showing a tower lamp and a cover in a removed state.
FIG. 29 is a side view showing a use orientation and a storage orientation of the tower lamp.
FIG. 30 is an illustrative diagram showing a display state of the tower lamp and a display state of a display light section of a center mascot.
FIG. 31 is a rear view showing a support structure of the voice alarm generation device.
FIG. 32 is an illustrative diagram showing a voice alarm.
FIG. 33 is a plan view of a remote control.
FIG. 34 is a plan view of an information terminal.
FIG. 35 is a functional block diagram showing functional parts in sonar check control.
FIG. 36 is a flowchart of overall sonar check control.
FIG. 37 is a flowchart of sonar check processing.
FIG. 38 is a view of a screen in sonar check processing.
FIG. 39 is a view of the screen in sonar check processing.
FIG. 40 is an alert screen displayed on a touch panel when starting an automatic travel mode.
FIG. 41 is a functional block diagram showing functional parts in map selection processing.
FIG. 42 is a diagram of a screen in map selection processing.
FIG. 43 is a diagram of a screen in map selection processing.
FIG. 44 is a diagram of a screen in map selection processing.
FIG. 45 is a functional block diagram showing functional parts in field shape acquisition processing.
FIG. 46 is a diagram showing a plurality of regions divided along a periphery of a field.
FIG. 47 is a diagram illustrating processing performed in the case where raising and lowering of the seedling planting device are repeated.
FIG. 48 is a diagram illustrating a first line and a second line.
FIG. 49 is a diagram of a screen in field shape acquisition processing.
FIG. 50 is a diagram of a screen in field shape acquisition processing.
FIG. 51 is a diagram of a screen in field shape acquisition processing.
FIG. 52 is a diagram of a screen in field shape acquisition processing.
FIG. 53 is a diagram of a screen in field shape acquisition processing.
FIG. 54 is a diagram of a screen in field shape acquisition processing.
FIG. 55 is a functional block diagram showing functional parts relating to route creation.
FIG. 56 shows a screen displayed on a touch panel during route creation.
FIG. 57 shows a screen displayed on a touch panel during route creation.
FIG. 58 shows a screen displayed on a touch panel during route creation.
FIG. 59 is a schematic diagram illustrating connecting turns.
FIG. 60 is a schematic diagram illustrating quick turning.
FIG. 61 is a diagram illustrating planting work travel accompanying row clutch control.
FIG. 62 is a schematic diagram illustrating basic start point guidance.
FIG. 63 is a schematic diagram illustrating basic start point guidance.
FIG. 64 is a diagram of a screen in start point guidance.
FIG. 65 is a diagram of a screen in start point guidance.
FIG. 66 is a diagram of a screen in another mode in start point guidance.
FIG. 67 is a diagram of a screen in another mode in start point guidance.
FIG. 68 is a diagram of a screen in another mode in start point guidance.
FIG. 69 is a schematic diagram illustrating basic start point guidance.
FIG. 70 is a schematic diagram showing work travel in which terminal ends of straight routes sequentially get shorter.
FIG. 71 is a schematic diagram showing work travel in which terminal ends of straight routes sequentially get longer.
FIG. 72 is a diagram showing work travel in a special planting region.

Best Mode for Carrying out the Invention
[0358] Hereinafter, a rice transplanter that performs work travel in a field will be described.
[0359] Here, in order to facilitate understanding, in the present embodiment, unless otherwise specified, “front” (direction of arrow F shown in FIG. 1) means frontward in a body front-rear direction (travel direction), and “rear” (direction of arrow B shown in FIG. 1) means rearward in the body front-rear direction (travel direction). Also, the left-right direction or the lateral direction is the body transverse direction (body width direction) orthogonal to the body front-rear direction, that is, “left” (direction of arrow L shown in FIG. 2) and “right” (direction arrow R shown in FIG. 2) mean the left and right directions of the body, respectively.
[0360] Overall Configuration
As shown in FIGS. 1 to 3, the rice transplanter includes a riding type of four-wheel-drive body. A body 1 includes: a parallel quadruple link type of link mechanism 13 joined to the rear portion of the body 1 so as to be able to swing up and down, a hydraulic lift link 13a for driving the link mechanism 13 so as to swing, a seedling planting device 3 rollably joined to the rear end region of the link mechanism 13, a fertilization device 4 installed so as to span from the rear end region of the body 1 to the seedling planting device 3, a chemical spraying device 18 provided at the rear end region of the seedling planting device 3, and the like. The seedling planting device 3, the fertilization device 4, and the chemical spraying device 18 are examples of working devices.
[0361] As a mechanism for travel, the body 1 includes wheels 12, an engine 2 (corresponding to a “motive power source”), and a hydraulic continuously-variable transmission 9, which is the main transmission. The continuously-variable transmission 9 is, for example, an HST (Hydro-Static Transmission), and shifts the driving force (rotation speed) output from the engine 2 by adjusting the angles of a motor swash plate and a pump swash plate. The wheels 12 include left and right front wheels 12A that can be steered and left and right rear wheels 12B that cannot be steered. The engine 2 and the continuously-variable transmission 9 are mounted on the front part of the body 1. The motive power from the engine 2 is supplied to the front wheels 12A, the rear wheels 12B, the working device, and the like via the continuously-variable transmission 9 and the like.
[0362] The seedling planting device 3 is formed in an eight-row planting type, as an example. The seedling planting device 3 includes a seedling stand 21, a planting mechanism 22 for eight rows, and the like. Note that the seedling planting device 3 can be changed to a form such as two-row planting, four-row planting, six-row planting, and the like by controlling each row clutch (not shown).
[0363] The seedling stand 21 is a pedestal on which eight rows of seedlings in the form of a mat are placed. The seedling stand 21 moves back and forth in the left-right direction with a constant stroke corresponding to the left-right width of the mat-shaped seedlings, and a vertical feed mechanism 23 vertically feeds each mat-shaped seedling on the seedling stand 21 with a predetermined pitch toward the lower end of the seedling stand 21 each time the seedling stand 21 reaches the left and right stroke ends. Eight planting mechanisms 22 are of a rotary type and are arranged in the left-right direction at regular intervals corresponding to the spaces between the planting rows. Also, in each planting mechanism 22, the driving force is transmitted from the engine 2 due to the planting clutch (see C5 in FIG. 15 described later) being shifted to the transmission state, and one seedling (also called a planted seedling) is cut from the lower end of the mat-shaped seedlings placed on the seedling stand 21 and is planted in a leveled mud region. As a result, in the operating state of the seedling planting device 3, seedlings can be taken out from the mat-shaped seedlings placed on the seedling stand 21 and planted in a mud portion of a paddy field.
[0364] As shown in FIGS. 1 to 3, the fertilization device 4 includes a horizontally-long hopper 25, a feeding mechanism 26, an electric blower 27, a plurality of fertilization hoses 28, and a groove creation device 29 provided for each row. The hopper 25 stores granular or powdery fertilizer. The feeding mechanism 26 is operated by motive power transmitted from a motor (not shown), and feeds two rows of fertilizer from the hopper 25 in predetermined amounts.
[0365] The blower 27 is operated by electric power from a battery 73 mounted on the body 1, and generates a transporting wind for transporting the fertilizer fed by each feeding mechanism 26 toward the mud surface of the field. Through intermittent operation of the blower 27 and the like, the fertilization device 4 can switch 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.
[0366] Each fertilization hose 28 guides the fertilizer transported by the transporting wind to each groove creation device 29. Each groove creation device 29 is disposed on each leveling float 15. Then, each groove creation device 29 moves up and down together with each leveling float 15, forms a fertilizer groove in the mud region of the paddy field, and guides the fertilizer into the fertilizer groove during the work travel in which each leveling float 15 touches the ground.
[0367] As shown in FIGS. 1 to 3, the body 1 includes a driving section 14 in the rear side region. The driving section 14 includes: a steering wheel 10 for front-wheel steering, a main shift lever 7A (corresponding to the “vehicle speed operation tool”) for adjusting the vehicle speed by performing a shift operation of the continuously-variable transmission 9, an auxiliary shift lever 7B (corresponding to the “vehicle speed operation tool”) that enables a shift operation of an auxiliary shift device, a work operation lever 11 (corresponding to the “work operation tool”) that enables a raising operation of the seedling planting device 3, switching of the work state, and the like, an information terminal 5 that performs notification (output) to an operator by displaying (performing notification of) various types of information, and has a touch panel for receiving input of various types of information, a driver seat 16 for the operator (driver/worker), and the like. Furthermore, in front of the driving section 14, a backup seedling storage device 17A for accommodating backup seedlings is supported by a backup seedling support frame 17.
[0368] The steering wheel 10 is joined to the front wheels 12A via a steering mechanism (not shown), and the steering angle of the front wheels 12A is adjusted through a rotation operation of the steering wheel 10.
[0369] Automatic Travel
Work travel in which the rice transplanter performs rice planting work in the field by automatic travel will be described with reference to FIGS. 1 to 3 and FIG. 4.
[0370] The rice transplanter in the present embodiment can selectively perform manual travel and automatic travel.
Manual travel and automatic travel are selected by switching an automatic/manual switch 7C. In manual travel, the driver manually performs work travel by operating the steering wheel 10, the main shift lever 7A, the auxiliary shift lever 7B, the work operation lever 11, and the like. In automatic travel, the rice transplanter runs and works under automatic control along a pre-set travel route. Also, in automatic travel, manned automatic travel that requires the driver to be on board (manned automatic travel mode) and unmanned automatic travel that does not require the driver to be on board (unmanned automatic travel mode) can be performed. In manned automatic travel, while the driver performs some operations according to guidance provided by the rice transplanter, the rice transplanter automatically controls other operations associated with travel and work. In unmanned automatic driving, it is not necessary for the driver to be on board, but the driver may also be on board during unmanned automatic driving. Also, in the unmanned automatic driving, the driver performs an operation of starting automatic travel, for example, a starting operation performed using a later-described remote control 90 (see FIG. 33), whereby the work travel is started under automatic control, and pre-set work travel is performed under automatic control. The manned automatic mode in which manned automatic travel is performed and the unmanned automatic mode in which unmanned automatic travel is performed are set using the information terminal 5.
[0371] When the rice transplanter performs the planting work, first, through a manual operation, the driver causes the rice transplanter to travel without performing work along the periphery of the field. Through this peripheral travel, the peripheral shape (field map) of the field is generated, and the field is divided into a peripheral region OA and an inner region IA. Also, at this time, an entrance/exit E for the rice transplanter to enter the field is set, and one side or a designated plurality of sides of the periphery of the field is set as a seedling replenishment side SL for replenishing mat-like seedlings, fertilizer, chemicals, fuel, and the like in the rice transplanter.
[0372] When the field map is generated, the travel route on which the rice transplanter performs work travel is set. In the inner region IA, an inner back-and-forth route IPL is formed in which multiple paths that are substantially parallel to one side of the field are connected by a turning route. The inner back-and-forth route IPL is a travel route that travels all over the inner region IA from a start point S to an end point G. When the inner back-and-forth route IPL is generated, a guidance startable area GA is generated near the entrance/exit E. Due to the rice transplanter being stopped in the guidance startable area GA, the rice transplanter can move by automatic travel to the start point S of the inner back-and-forth route IPL. Note that although a dedicated travel route is set for the start point guidance performed from the guidance startable area GA, a plurality of these travel routes may also be set. Depending on the shape of the field, it may be difficult to perform start point guidance from the stop position. By setting a plurality of travel routes, the likelihood that start point guidance is performed appropriately regardless of the stop position increases, which is preferable.
[0373] In the peripheral region OA, two travel routes, namely an inner loop route IRL and an outer loop route ORL, which go in a loop in the peripheral region OA along the periphery of the field, are generated. By performing work travel on the inner loop route IRL and the outer loop route ORL, the overall work travel of the peripheral region OA is performed. After the work travel of the inner back-and-forth route IPL (back-and-forth work travel) ends, the movement to the work travel start position of the inner loop route IRL is performed by traveling on a separately-set travel route. If the outer shape of the field is complicated, it may be necessary to separate the end point of the inner back-and-forth route IPL and the start point of the inner loop route IRL from each other. In such a case, a travel route including a route parallel to any one side of the field may be provided as a travel route for moving from the end point of the inner back-and-forth route IPL to the start point of the inner loop route IRL.
[0374] In the case of automatic travel, in a state where the travel route has been generated in this manner, the rice transplanter first enters the field from the entrance/exit E, moves to the guidance startable area GA, and stops. When automatic travel is started in the guidance startable area GA, the rice transplanter moves in reverse once to a rear start point S (start point guidance), and automatic travel on the inner back-and-forth route IPL in the inner region IA is performed until the end point G is reached. The travel speed in unmanned automatic travel is controlled according to the maximum speed of the travel speed set in advance.
[0375] If the outer shape of the field is complicated, it may not be possible to completely perform work in the region required for turning in work travel between the inner loop route IRL and the outer loop route ORL. In such a case, it becomes necessary to extend part of the inner back-and-forth route IPL to perform work travel. At this time, after turning on the inner back-and-forth route IPL, the work vehicle may travel in reverse by a required distance, and thereafter the work travel performed through forward travel may be started. The reverse travel at this time is performed by automatic travel and does not require a specific operation. However, unlike when traveling forward, it is difficult to steer with the front wheels, and therefore it may be possible to switch to manual operation only when traveling in reverse.
[0376] When work travel in the inner region IA ends, work travel in the peripheral region OA is performed. First, the rice transplanter is manually moved to the start point of the inner loop route IRL, and then work travel of the inner loop route IRL is performed through unmanned automatic travel. Next, the rice transplanter is manually moved to the start point of the outer loop route ORL, and then work travel on the outer loop route ORL is performed through manned automatic traveling (loop work travel). In manned automatic travel, automatic travel along a travel route is performed at a manually-operated travel speed, and the working device is manually operated according to guidance (driving assistance). Also, at the time of turning, the body 1 is automatically temporarily stopped at a predetermined position, and when the necessary working device is manually operated according to the guidance, turning travel is performed through automatic travel. Through the above-described work travel, the planting work of the entire field is completed.
[0377] The inner back-and-forth route IPL and the inner loop route IRL are not limited to unmanned automatic travel, and work travel may also be performed through manned automatic travel or manual travel. Also, the outer loop route ORL is not limited to manned automatic travel, and work travel may be performed through manual travel, or work travel may be performed through unmanned automatic travel. Furthermore, the movement from the end point G of the inner back-and-forth route IPL to the inner loop route IRL is not limited to manual travel, and may be performed through manned or unmanned automatic travel. Similarly, the movement from the end point of the inner loop route IRL to the outer loop route ORL is not limited to manual travel, and may be performed through manned or unmanned automatic travel.
[0378] Note that in manned automatic travel, the conditions for automatic travel are that at least the 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 while the start conditions are satisfied, automatic travel is started. In the travel route of the above-described field, manned automatic travel is performed during work travel on the outer loop route ORL, but may be performed on another travel route. Also, in manned automatic travel, the raising and lowering of the seedling planting device 3 is performed by automatic control. For example, in work travel in the manned automatic travel on the inner back-and-forth route IPL or the inner loop route IRL, the raising and lowering of the seedling planting device 3 is performed through automatic control. However, during work travel on the outer loop route ORL, the seedling planting device 3 is lowered by a manual operation. Specifically, when the body 1 reaches the turning position on the outer loop route ORL, the seedling planting device 3 is raised by automatic control. When the turning is completed in that state, the body 1 is stopped, and work travel performed by automatic travel is continued by lowering the seedling planting device 3 by a manual operation. In the outer loop route ORL, there is a higher possibility that there are obstacles in the surrounding area than in other travel routes. In order to perform smooth work travel, it is confirmed that there are no obstacles or the like in the work travel on the outer loop route ORL, and then the seedling planting device 3 is lowered by a manual operation.
[0379] Also, in the unmanned automatic travel, automatic travel is started by operating the remote control 90, and work travel is performed through automatic control on the pre-set travel route. In the travel route of the above-described field, unmanned automatic travel can be performed during work travel on the inner back-and-forth route IPL and the inner loop route IRL. Even in unmanned automatic travel, the raising and lowering of the seedling planting device 3 is performed by automatic control.

[0380] Control System
Next, a control system of the rice transplanter will be described with reference to FIGS. 1 to 3 and FIG. 5.
[0381] The control unit 30, which forms the core of the control system of the rice transplanter, performs travel control of the rice transplanter and operation control of various working devices 1C. The control unit 30 performs control according to the operation of various operation tools 1B performed by the driver during manual travel, and performs control according to the position of the vehicle while acquiring the vehicle position during automatic travel.
[0382] For this reason, the control unit 30 including an automatic travel microcomputer 6 and the like is connected to a positioning unit 8 for calculating the vehicle position, an information terminal 5 for performing various settings and operations and displaying various types of information, a sensor group 1A that detects various states of the rice transplanter, various operating tools 1B, various working devices 1C, a traveling device 1D including the front wheels 12A related to steering, the continuously-variable transmission 9, and the like. Note that the mode switch 7E, which is one of the operating tools 1B, is a switch for selecting one of the manual travel mode for performing manual travel, the manned automatic travel mode for performing manned automatic travel, and the unmanned automatic travel mode for performing unmanned automatic travel.
[0383] The positioning unit 8 outputs positioning data for calculating the position and direction of the body 1.
The positioning unit 8 includes a satellite positioning module 8A that receives radio waves from a satellite of a global navigation satellite system (GNSS) and an inertia measurement module 8B that detects inclination and acceleration on three axes of the body 1.
[0384] In the manual travel mode, the control unit 30 controls the traveling device 1D according to the operation of the operation tool 1B and the setting state of the information terminal 5, and controls travel by controlling the vehicle speed and the steering amount. Also, the control unit 30 controls the operation of the working device 1C according to the operation of the operation tool 1B and the setting state of the information terminal 5.
[0385] In the manned automatic travel mode or the unmanned automatic travel mode, the control unit 30 calculates the map coordinates (vehicle position) of the body 1 based on the satellite positioning data sequentially sent from the positioning unit 8. Also, the control unit 30 acquires the field map and sets the travel route according to the field map and the setting and operation of the information terminal 5. At the same time, the control unit 30 determines the operation of the working device 1C according to the position on the travel route. Then, the control unit 30 calculates the travel position in the travel path based on the vehicle position, and controls the traveling device 1D and the working device 1C according to the travel position in the travel route and the setting state of the information terminal 5. In this manner, the control unit 30 controls work travel in the automatic travel mode.
[0386] Also, the control unit 30 performs control such that the vehicle speed is reduced and the speed increase or reduction is performed more slowly in the manned automatic travel mode compared to the unmanned automatic travel mode. As a result, work travel can be efficiently performed in the unmanned automatic travel mode, and it is possible to prevent the comfort of the driver who is on board from being impaired in the manned automatic travel mode.
[0387] Note that the control unit 30 may have any configuration as long as the above-described function can be realized, and may be constituted by a plurality of functional blocks. Also, some or all of the functions of the control unit 30 may be configured by software. A program relating to the software is stored in any storage unit, and is executed by a processor such as an ECU or CPU included in the control unit 30 or a processor provided separately.
[0388] Operational Configuration of Continuously-Variable Transmission
Next, with reference to FIGS. 1 to 3 and FIGS. 6 to 10, a configuration will be described in which the angles of swash plates of the motor and the pump of the continuously-variable transmission 9, which as an HST (hereinafter simply referred to as “swash plates”) are operated.
[0389] In the continuously-variable transmission 9, the angle of the swash plates is adjusted as the main shift lever 7A is operated, and switching between forward and reverse travel and adjustment of the travel speed is performed. In the operation region of the main shift lever 7A, a forward travel operation region and a reverse travel operation region are arranged linearly or in a crank shape with the neutral position interposed therebetween. Due to the main shift lever 7A being operated at a position away from the neutral position in the forward travel operation area and the reverse travel operation area, the traveling speed at the time of forward travel or reverse travel becomes faster.
[0390] The operation position of the main shift lever 7A is detected by an operation position detector such as a potentiometer 40. The lower end of the main shift lever 7A is fixed at a lever holding portion 42A. The potentiometer 40 is supported by a shaft cover or the like that protects a steering shaft (not shown).
The potentiometer 40 includes a shaft 40A. A gear 42 is supported in a configuration capable of swinging along a shaft 41 held by the body 1. The gear 42 swings centered about the shaft 41 according to the operation position of the main shift lever 7A.
[0391] One end of the rotation transmission unit 40B is fixed to the shaft 40A of the potentiometer 40, and the shaft 40A rotates accompanying the rotation of the rotation transmission unit 40B. A pin 40C is provided at the other end of the rotation transmission portion 40B. Also, the gear 42 includes a rotation transmission portion 42B. A hole 42C is provided at the leading end of the rotation transmission portion 42B. The rotation transmission portion 40B is arranged such that the pin 40C passes through the hole 42C. When the operation position of the main shift lever 7A is changed, the gear 42 swings. The shaft 40A of the potentiometer 40 rotates in response to the swinging of the gear 42 via the rotation transmission portion 42B and the rotation transmission portion 40B. The potentiometer 40 detects the operation position of the main shift lever 7A by detecting this angle.
[0392] Also, a lever guide 43 that defines the operating range of the main shift lever 7A is supported by a power steering unit 44. The lever guide 43 is provided with a hole 43B having a shape that defines the operating range of the main shift lever 7A. A rod 43A is fixed to the lever holding portion 42A. The rod 43A passes through the hole 43B. With the above configuration, the operation range of the main shift lever 7A is defined by the hole 43B of the lever guide 43.
[0393] A plurality of notches 42H arranged side by side along the swing direction of the gear 42 are formed on the peripheral edge of one end of the gear 42. As the gear 42 swings, one of the notches 42H engages with a holding pin 42I supported by the power steering unit 44. The notches 42H are formed in both swing directions of the gear 42, sandwiching the notch 42H that engages with the holding pin 42I when the main shift lever 7A is operated to the neutral position. A distinction is made between the notches 42H that engage with the holding pin 42I when the main shift lever 7A is located on the forward side and the notches 42H that engage with the holding pin 42I when the main shift lever 7A is located on the reverse side. Accordingly, the notches 42H are arranged such that the notch 42H corresponding to the forward operation region and the notch 42H corresponding to the reverse operation region are aligned with the notch 42H corresponding to the neutral position interposed therebetween.
[0394] Due to the holding pin 42I engaging with one of the notches 42H, the driver who operates the main shift lever 7A can feel a certain response depending on the operation position. This serves as a guide when the driver operates the main shift lever 7A, and thus the operability of the main shift lever 7A is improved.
[0395] Conventionally, the driver recognized the travel speed by the number of steps of the main shift lever 7A. The number of steps is expressed as, for example, the number of gear shift stages, such as first gear, second gear, and the like. In this embodiment, since the continuously-variable transmission 9 is adopted, the concept of the number of steps does not exist, but the driver can recognize the number of steps in a simulated manner, based on whether or not the above-mentioned response is present, and thus is less likely to feel a sense of discomfort compared to the conventional operability.
[0396] Also, the notch 42H corresponding to the neutral position may be formed to have a wider opening width than the other notches 42H. Even if the neutral position of the main shift lever 7A is slightly misaligned due to the assembly or deterioration of use of the main shift lever 7A, the neutral position can be specified with a certain width, and thus the operability of the main shift lever 7A is improved.
[0397] In order to improve the operability of the main shift lever 7A, a friction holding mechanism 42D (corresponding to a “holding mechanism”) or a neutral holding mechanism 42E may be provided. The friction holding mechanism 42D is provided between the shaft 40A and the gear 42 in the surrounding area of the shaft 40A, and the frictional force thereof causes resistance when the gear 42 swings with respect to the shaft 40A. The friction holding mechanism 42D generates appropriate resistance when the main shift lever 7A is operated, which makes it easy to operate the main shift lever 7A to a desired operation position. Note that the friction holding mechanism 42D is not limited to such a configuration, and can have any configuration as long as it can provide resistance to the movement of the operation position of the main shift lever 7A to the extent that the operability of the main shift lever 7A can be ensured.
[0398] The neutral holding mechanism 42E includes a rod 42F fixed to the gear 42 and a torsion coil spring 42G through which the rod 42F is inserted. The torsion coil spring 42G is provided such that one end is in contact with the gear 42 and the other end is in contact with the side portion of the lever holding portion 42A, and the torsion coil spring 42G biases the lever holding portion 42A in a direction intersecting the direction in which the gear 42 swings (direction in which the main shift lever 7A moves in the forward operation region or the reverse operation region). Here, if the hole 43B of the lever guide 43 is formed in a crank shape, for example, in order to operate the main shift lever 7A from the neutral position to the forward position, the main shift lever 7A needs to be operated from the neutral position along the crank in a lateral direction (directional intersecting the direction in which the gear 42 swings), and thereafter be moved to the forward position. Since the main shift lever 7A is biased by the neutral holding mechanism 42E in the direction of suppressing the movement of the main shift lever 7A from the neutral position to the forward region, a certain force or more is needed in order to move the main shift lever 7A from the neutral position to the forward region. As a result, the main shift lever 7A is properly held in the neutral position.
[0399] The angle of the swash plate of the continuously-variable transmission 9 is changed according to the operation position of the main shift lever 7A. The main shift lever 7A is not mechanically connected to the continuously-variable transmission 9, and the angle of the swash plate of the continuously-variable transmission 9 is changed by an actuator constituted by a motor 45 and the like. Specifically, the actuator for changing the angle of the swash plate of the continuously-variable transmission 9 includes a motor 45, a gear 48, and a link 49. The gear 48 is driven by the motor 45, and the angle of the swash plate of the continuously-variable transmission 9 is changed by the link 49 connected to the gear 48 and the continuously-variable transmission 9. The angle of the swash plate of the continuously-variable transmission 9 is detected by a swash plate angle detector such as a potentiometer 46, and consistency between the operation position of the main shift lever 7A and the angle of the swash plate of the continuously-variable transmission 9, which are detected by the potentiometer 40, is confirmed by the above-mentioned control unit 30 and the like. In other words, the control unit 30 controls the motor 45 based on the detection results of the potentiometer 40 and the potentiometer 46 so as to achieve the angle of the swash plate of the continuously-variable transmission 9 that corresponds to the operation position of the main shift lever 7A.
[0400] The potentiometer 46 and the motor 45 are supported by the power steering unit 44 via a stay 47. The potentiometer 46 includes a shaft 46A and can detect the rotation angle of the shaft 46A.
[0401] The gear 48 is configured to swing accompanying the rotation of the shaft 46A, and is fixed to the shaft 46A. The motor 45 drives the gear 48 to swing. The shaft 46A of the potentiometer 46 rotates accompanying the swinging of the gear 48. For this reason, the potentiometer 46 detects the swing angle of the gear 48.
[0402] One end of the link 49 is supported in the end region of the gear 48. The other end of the link 49 is connected to the swash plate of the continuously-variable transmission 9. For this reason, the angle of the swash plate of the continuously-variable transmission 9 is changed according to the swinging of the gear 48. More specifically, the link 49 includes a rod 49A and an operation part 49B. One end of the rod 49A is supported by the gear 48. One end of the operation part 49B is supported by the other end of the rod 49A, and the other end of the operation part 49B is connected to the swash plate of the continuously-variable transmission 9.
[0403] With the above-described configuration, the motor 45 performs driving according to the detection value of the potentiometer 40, the gear 48 swings, and the angle of the swash plate of the continuously-variable transmission 9 is changed by the link 49.
[0404] Note that in the above-described configuration example, the main shift lever 7A and the motor 45 are not joined to each other, the operation position of the main shift lever 7A is detected by the potentiometer 40, and the motor 45 is driven according to the detection value of the potentiometer 40. However, there is no limitation to such a configuration, and it is also possible to use a configuration in which the main shift lever 7A and the motor 45 are directly connected to each other and the motor 45 is directly driven according to the operation position of the main shift lever 7A.
[0405] Also, in the configuration in which the main shift lever 7A and the motor 45 are not joined to each other, the motor 45 can be driven to change the angle of the swash plate of the continuously-variable transmission 9 in automatic travel, regardless of the operation position of the main shift lever 7A. The body 1 travels in a traveling state according to the angle of the swash plate of the continuously-variable transmission 9. At this time, an actuator such as a motor may be provided on the main shift lever 7A as well, and the operation position of the main shift lever 7A may be changed according to the angle of the swash plate of the continuously-variable transmission device 9. The main shift lever 7A is operated in a crank shape in the neutral position. That is, the operation route of the main shift lever 7A is restricted to a crank shape, and the main shift lever 7A moves in a direction intersecting the forward-reverse direction at the neutral position when switching between forward and reverse travel. For this reason, when this actuator is connected to the main shift lever 7A, the main shift lever 7A cannot move between the forward side and the reverse side across the neutral position. For this reason, it is possible to use a mechanism in which a clutch is provided between the main shift lever 7A and this actuator, and the clutch is disengaged in the neutral position so that the main shift lever 7A can be operated in the left-right direction. Furthermore, it is also possible to use a configuration in which another actuator for moving the main shift lever 7A in the left-right direction is provided, and the main shift lever 7A is moved in the left-right direction by switching the clutch only at the neutral position. Also, an actuator for moving the main shift lever 7A from the neutral position to the forward side and an actuator for moving the main shift lever 7A from the neutral position to the reverse side may be separately provided. Note that these actuators and clutches are controlled according to the angle of the swash plate of the continuously-variable transmission 9 detected by the potentiometer 46 using the control unit 30, a main shift lever control unit built in the control unit 30, or a main shift lever control unit provided outside of the control unit 30.
[0406] As described above, if the main shift lever 7A and the motor 45 are not joined to each other and the angle of the swash plate of the continuously-variable transmission 9 is changed by the driving of the motor 45, when the motor 45 fails, there is no way to change the angle of the swash plate of the continuously-variable transmission 9, and the body 1 can no longer be moved. For example, even if the motor 45 breaks down in the middle of the field, if the machine 1 cannot be moved, repair will be performed in the field, which is extremely difficult.
[0407] For this reason, it is preferable to prepare a predetermined rod as an emergency device (not shown) in advance so that the main shift lever 7A and the swash plate of the continuously-variable transmission 9 can be directly connected. For example, the emergency equipment has a configuration in which the rod 43F and the gear 48 can be directly connected to each other, and is preferably always equipped on the body 1. By directly connecting the rod 43F and the gear 48 to each other with the emergency device, the gear 48 can perform driving according to the operation position of the main shift lever 7A, and the angle of the swash plate of the continuously-variable transmission 9 can be changed.
[0408] Also, in the above-described configuration example, the actuator for changing the angle of the swash plate, which includes the motor 45, the gear 48, and the link 49, is arranged between the main shift lever 7A and the continuously-variable transmission 9. However, the arrangement position of this actuator is arbitrary, and it may be arranged in a region below a step 14A in the machine body 1.
[0409] The travel speed may be displayed on a display device such as the main monitor 14B or the information terminal 5. In this case, the travel speed may be displayed by the number of gear shift stages. Also, in automatic travel, the driver selects and sets the travel speed at the time of work in advance by using the information terminal 5 or the like, but the travel speed at this time may be set by the number of gear shift stages. As a result, the driver or monitor can intuitively recognize the travel speed, and can efficiently perform work or setting.
[0410] Also, in manual travel or manned automatic travel, a recommended travel speed corresponding to the work content may be displayed on the display device such as the information terminal 5 during the work travel. As the work content, there are respective suitable travel speeds for traveling over a ridge, traveling during planting, traveling before turning, traveling during turning, and traveling after turning. By displaying the recommended travel speed according to the work content during or immediately before such work travel, the driver can easily perform the work travel at a travel speed suitable for the work content.
[0411] There is no limitation to the recommended travel speed, and a recommended engine rotation speed corresponding to the work content may also be displayed. The engine rotation speed is displayed on a display device such as the main monitor 14B. The engine load differs depending on the work content, and the engine load depends on the engine rotation speed. The driver operates the main shift lever 7A and the like while checking the engine rotation speed displayed on the main monitor 14B so as to reach the displayed recommended engine rotation speed. As a result, the driver can easily perform work travel at the engine rotation speed suitable for the work content.
[0412] As described above, planting work is performed by the planting mechanism 22 operating due to the planting clutch (not shown) being shifted to the transmission state. The operating speed of the planting mechanism 22 is determined according to the travel speed, and planting work is performed such that the distance between the seedlings is constant. For this reason, if travel is continued despite the planting clutch being stopped during the planting work, the seedlings to be planted during that period cannot be planted, resulting in mis-planting. In order to suppress the occurrence of mis-planting, when the planting clutch is disengaged during the planting work, the angle of the swash plate of the continuously-variable transmission 9 may be shifted to the neutral position to stop work travel. When stopping the body 1, a warning indicating that the body 1 is to be stopped may be given in advance. Also, when the body 1 is to be stopped, it is preferable that speed reduction is not suddenly performed, but is gradually performed until the body stops.
[0413] An accelerator lever 7F may be further provided as an operating tool for operating the vehicle speed. The travel speed is mainly controlled according to the operation position of the main shift lever 7A, in conformity with the map scheduled by the angle of the swash plate of the continuously-variable transmission 9 and the engine rotation speed. Here, depending on the state of the field and the working condition, there are cases where it is desired to increase only the engine rotation speed while maintaining the travel speed, and there are cases where it is desired to reduce the engine rotation speed in consideration of fuel efficiency and the like. In such a case, the engine rotation speed is increased or reduced using the accelerator lever 7F. Specifically, by changing the operation position of the accelerator lever 7F, only the engine rotation speed can be increased or reduced from the current engine rotation speed while the angle of the swash plate of the continuously-variable transmission 9 is maintained. Furthermore, a potentiometer (corresponding to an “accelerator detector”) for detecting the operation position of the accelerator lever 7F may be provided.
[0414] As described above, basically, the engine rotation speed is determined according to the detection value of the potentiometer 40 of the main shift lever 7A. However, regardless of the engine rotation speed determined in this manner, the engine rotation speed increases or decreases according to the detection value of the potentiometer on the accelerator lever 7F. For example, when travel is performed at the engine rotation speed determined according to the detection value of the potentiometer 40 of the main shift lever 7A, the engine rotation speed increases if the accelerator lever 7F is operated in the direction of increasing the engine rotation speed, and this engine rotation speed reaches the minimum required instructed rotation speed instructed using the accelerator lever 7F.
[0415] Travel Speed Control when Turning
When performing turning travel on the inner back-and-forth route IPL (see FIG. 4) in automatic travel, the travel speed is slowed down during turning travel compared to when performing work travel on a straight route (straight travel). That is, turning travel is slower than straight travel. The travel speed in turning travel is determined in advance (turning vehicle speed), and travel is performed at the turning vehicle speed regardless of the operation position of the main shift lever 7A.
[0416] For this reason, speed reduction is started at a position located in front of the position of entering the turning path (turning start position) by a predetermined distance. Here, the travel speed in the work travel on the straight route is set by the information terminal 5 and the like. For example, in the setting of automatic travel, the maximum vehicle speed, which is the maximum travel speed during automatic travel, is set using the information terminal 5. When the maximum vehicle speed is set, travel is performed at a speed lower than the set maximum vehicle speed, regardless of the operation position of the main shift lever 7A (see FIG. 1) during automatic travel. The speed reduction start position may be a position located in front of the turning start position by a predetermined distance, or may be a different position depending on the travel speed. That is, the length of the speed reduction section provided in front of the turning route may be variable according to the travel speed. Also, in the manned automatic mode, the set vehicle speed set by the information terminal 5 may be changed using the main shift lever 7A, and the turning vehicle speed may be set based on the changed set vehicle speed.
[0417] For example, the faster the travel speed is, the longer the speed reduction section is set, and the father away the position at which the speed reduction starts is from the turning start position. As the travel speed, the actually-measured travel speed may be used, or the travel speed set by the information terminal 5 or the like may be used.
[0418] Manned automatic travel and unmanned automatic travel can be set as automatic travel. In manned automatic travel, the driver must be on board, but in unmanned automatic travel, the driver does not need to be on board, and in actuality, work travel is performed without the driver on board in some cases. If the driver is on board, a sudden speed reduction increases the driver's discomfort and is unsuitable. On the other hand, it is more effective from the viewpoint of work efficiency to rapidly increase or reduce the travel speed within a range that does not interfere with the work travel. For this reason, it is preferable to make the speed reduction start position different for manned automatic travel and unmanned automatic travel. Note that the speed reduction at this time is performed regardless of the operation position of the main shift lever 7A (see FIG. 6). For this reason, it is also possible to use a configuration in which, even if the travel speed is changed, the operation position of the main shift lever 7A is not changed.
[0419] During manned automatic travel, it is preferable that the speed reduction section is set to be long and the speed reduction is started from a position located far from the turning start position. In addition to this, during unmanned automatic travel, it is preferable that the speed reduction section is set to be short and the speed reduction is started from a position close to the turning start position. With such control, it is possible to efficiently perform work travel during unmanned automatic travel, and it is possible for the driver to perform appropriate work travel during manned automatic travel. Note that it is also possible to use a configuration in which the speed reduction start position is adjusted only during manned automatic travel, and speed reduction is performed from a predetermined speed reduction start position during unmanned automatic travel. Also, a speed reduction section may be ensured with leeway on the seedling replenishment side SL side, and the speed reduction start position at the time of turning on a side other than the seedling replenishment side SL may be a position closer to the turning start position than the seedling replenishment side SL side.
[0420] It is also possible to use a configuration in which the adjustment efficiency can be set when adjusting the speed reduction start position.
That is, a configuration may be used in which the speed reduction start position can be adjusted, the speed reduction start position may be adjusted such that the speed reduction section is shortened when using a setting in which rapid speed reduction is allowed, and the speed reduction start position may set such that the speed reduction section is lengthened when using a setting in which speed reduction is performed gradually. This makes it possible to select appropriate automatic travel according to the situation.
[0421] The driver may be notified that speed reduction will start when the speed reduction start position is approached. For example, the information terminal 5 can perform display of this notification or perform notification using audio. Due to notification being performed, the driver can prepare for the speed reduction.
[0422] The determination of whether or not to adjust the speed reduction start position as described above is not limited to the case of being determined according to whether it is set to manned automatic travel or unmanned automatic travel, and the determination may also be performed by determining whether the driver is actually on board. Even in unmanned automatic travel, it is appropriate to consider the driver's discomfort if the driver is on board, and it is preferable to focus on work efficiency only if the driver is not actually on board.
[0423] For this reason, it is determined whether or not the driver is actually on board, and if not on board, speed reduction may be started from a predetermined position, and the speed reduction start position may be adjusted only if the driver is on board. For example, the determination of whether or not the driver is actually on board can be performed by the seating sensor 16A (FIG. 1), a motion sensor, and the like (one of sensor group 1A shown in FIG. 5) provided in the driver seat 16 (see FIG. 1). In addition, position information of a wearable terminal or smartphone held by the driver may be detected, and it can be determined whether or not the driver is actually on board based on whether or not the driver's position detected based on this position information and the position of the body 1 are within a predetermined range.
[0424] Also, in manned automatic travel, the driver needs to be on board. For this reason, it is determined whether or not the driver is on board by including the seating sensor 16A or the like. Also, a start condition for manned automatic travel is that it is detected that the driver is on board. Also, in manned automatic travel, if it is not detected that the driver is on board, an alarm prompting the driver to sit down (board) may be notified. At this time, a warning may also be displayed on the information terminal 5. Also, these warnings may be given even in unmanned automatic travel. The warning given in unmanned automatic travel does not need to prompt the driver to sit down, but may simply notify the driver that the driver is not seated. Also, if it has been detected that the driver is not seated, the travel speed may be reduced or the travel may be stopped. When the speed of the body 1 is reduced or the body 1 is stopped, a warning to that effect may be notified in advance. Also, when stopping the body 1, it is preferable to gradually reduce the speed and stop the body 1 without stopping suddenly. Thereafter, if it is detected that the driver is seated, the traveling may be started or the travel speed may be restored. These controls are not limited to automatic travel, and may be performed during manual travel.
[0425] It is also possible to use a configuration in which, if it is detected that the driver is not seated, the automatic travel is not started or the automatic travel is not resumed after a temporary stop. For example, it may be specified that the seating sensor 16A detects seating as a condition for starting manned automatic travel. In this case, if the seating sensor 16A does not detect seating at the start of manned automatic travel, a notification requesting seating may be performed. The notification is performed by audio, display on the information terminal 5, or the like. Furthermore, in the case where the maximum vehicle speed in work travel has been set, the set maximum vehicle speed can be reduced if seating cannot be confirmed, and work travel can be performed exceeding the set maximum vehicle speed if seating has been confirmed.
[0426] Also, in unmanned automatic travel, it is not necessary for the driver to be on board, but this does not mean that the driver must not be on board. However, in unmanned automatic travel, the travel speed is controlled to be faster than in manned automatic travel, and speed increase and reduction are also performed rapidly. For this reason, in unmanned automatic travel, after it is detected that the driver is seated in the driver seat 16 by the seating sensor 16A or the like, if seating is no longer detected due to the driver standing up or the like, a notification prompting the driver to sit may be given. Furthermore, when leaving the seat is detected, control may be performed such that automatic travel is temporarily stopped, and automatic travel is not resumed until the seating is confirmed.
[0427] In addition, in manned automatic travel or unmanned automatic travel, it may be confirmed whether or not the driver is seated also when turning or reverse travel is to be started, and when the driver is not seated, seating may be prompted by display on the information terminal 5, triggering of a buzzer or the like, or another warning. At this time, the body 1 may have its speed reduced or be stopped, but the body 1 does not necessarily need to have its speed reduced or be stopped in consideration of the convenience for the worker.
[0428] As described above, at the turning start position, the traveling speed is adjusted so as to reduce the speed at the turning start position, regardless of the operation position of the main shift lever 7A (see FIG. 1) and the travel speed set by the information terminal 5 or the like. Such control of the travel speed according to the traveling condition may be performed not only at the turning start position but also when traveling in the vicinity of the peripheral side of the field, such as a ridge.
[0429] If the plow pan in the field is rough, it may not be possible to travel properly on the travel route and the work may not be performed properly. For example, in the case of planting work, it may not be possible to plant with an appropriate row interval on an appropriate travel route, resulting in poor planting. In order to suppress such a work defect, if the plow pan is rough, the control unit 30 may perform notification of the fact that a planting defect may occur, or may perform control so as to suppress the travel speed. Roughness of the plow pan can be detected based on the movement or the like of the body 1, and for example, the behavior of the working device in the roll or pitching direction can be detected and determined from the work link, swinging of the float can be detected and determined, and changes in the inclination of the body 1 can be detected and determined based on the inertia measurement module 8B.
[0430] In automatic travel, turning is performed by automatic control, and switching between forward and reverse travel is performed by automatic control. When turning or switching the traveling direction, a shock is transmitted to the driver due to the body 1 shaking, and thus it is appropriate to prepare for the shock. In view of this, when turning or switching the traveling direction, a notification to that effect may be given or a notification prompting seating may be given. Note that the notification can be performed in various ways, such as being displayed on the information terminal 5, being displayed on the remote control 90, being displayed on the main monitor 14B (see FIG. 2), being performed by the later-described voice alarm generation device 100 (see FIG. 1), or turning on the tower light 71.
[0431] The seating sensor 16A may be provided in the driver seat 16 (see FIG. 1). Since the seating sensor 16A transmits and receives signals to and from a control ECU such as the control unit 30, wiring such as signal wiring and power source wiring may be connected thereto. Also, the driver seat 16 may be configured to be rotatable about an axis in a direction intersecting the seat surface. If the driver seat 16 rotates, the wiring connected to the seating sensor 16A may come into contact with, get entangled with, or be damaged by the rotation shaft or the like of the driver seat 16. In order to suppress damage to the wiring, it is preferable that the wiring is arranged along the vicinity of the rotation shaft, which is the rotation fulcrum of the driver seat 16, and that the wiring is clamped in the vicinity of the rotation portion.
Also, the seating sensor 16A may have any configuration as long as a pressure sensor or the like is used and seating can be confirmed.
[0432] Engine Rotation Speed Control
The engine rotation speed is controlled by the engine rotation speed control microcomputer (corresponding to or included in the control unit 30 or the like in FIG. 5) driving the motor 45 (see FIG. 6) according to the operation position of the main shift lever 7A (see FIG. 1) in manual travel, and according to the control of the automatic travel ECU (corresponding to or included in the control unit 30 or the like in FIG. 5) in automatic travel.
[0433] Furthermore, if the remaining amount of fuel in the fuel tank becomes a predetermined amount or less, the engine rotation speed control microcomputer may control at least one of the engine rotation speed and the angle of the swash plate of the continuously-variable transmission 9 (see FIG. 6), and thus the fuel efficiency may be improved. For example, in order to improve fuel efficiency, the engine rotation speed control microcomputer shifts the angle of the swash plate of the continuously-variable transmission 9 to the high speed side and reduces the engine rotation speed. The remaining amount of fuel can be detected by, for example, providing a sensor or the like (one of the sensor group 1A shown in FIG. 5) in the fuel tank and using this sensor or the like. Note that the angle of the swash plate of the continuously-variable transmission 9 may be controlled by a dedicated microcomputer for controlling the transmission (corresponding to or included in the control unit 30 or the like in FIG. 5).
[0434] When the rice transplanter crosses a ridge or moves to a truck bed, a large driving force is required to maintain the engine rotation speed while the travel speed is low. For this reason, when the rice transplanter crosses the ridge or moves to a truck bed, it is preferable to move the continuously-variable transmission 9 (see FIG. 1) to the low speed side and set the engine rotation speed high, regardless of the operation position of the main shift lever 7A (see FIG. 1), the operation position of the accelerator lever 7F (see FIG. 2), and the travel speed set by the information terminal 5 and the like. At this time, the angle of the swash plate of the continuously-variable transmission 9 and the engine rotation speed may be adjusted regardless of the operation position of the main shift lever 7A or the like. Note that detection of when the rice transplanter crosses the ridge or is in a state of moving to the truck bed can be performed by detecting the inclination or the like of the body 1, or the setting for when the rice transplanter crosses the ridge or is in a state of moving to the truck bed may be performed by providing a ridge crossing mode switch (not shown) as one operation tool, and manually operating the ridge crossing mode switch. Alternatively, the state may be detected based on a change in the height position of the body 1 detected by the mounted positioning unit 8.
[0435] Also, if the field is a wet paddy field, a load is applied to the engine 2 (see FIG. 1), a large amount of motive power is needed, and in the worst case, work is interrupted by stopping the engine 2. For this reason, when performing work travel in a wet paddy field, automatic control may be performed such that the engine rotation speed is increased and the angle of the swash plate of the continuously-variable transmission 9 is on the low speed side. This makes it possible to continue appropriate work travel.
[0436] Such a work load is determined by the engine rotation speed, and if the work load is large, it is preferable that the engine rotation speed is increased. At the same time, the angle of the swash plate of the continuously-variable transmission 9 may be controlled to be on the low speed side. As a result, even if the work load becomes large, the engine 2 is suppressed from stopping, and the work travel can be continued. If the work load is small, it is preferable that the engine rotation speed is reduced. At the same time, the angle of the swash plate of the continuously variable transmission 9 may be controlled to be on the high speed side. This makes it possible to improve fuel efficiency. As described above, the work travel can be continued at an appropriate engine rotation speed.
[0437] Reverse travel is performed at a lower speed than forward travel. For this reason, the maximum value of the engine rotation speed may be kept lower during reverse travel than during forward travel.
[0438] Also, the engine rotation speed control microcomputer may be included in the above-mentioned control unit 30, or may be separately provided. For example, the engine rotation speed control microcomputer may be arranged in the vicinity of the steering shaft. The engine rotation speed control microcomputer and the transmission control microcomputer control the engine 2 and the continuously-variable transmission 9. For this reason, it is preferable that the engine rotation speed control microcomputer and the transmission control microcomputer are arranged in the vicinity of the engine 2 and the continuously-variable transmission 9.
[0439] Travel Speed Control
Next, the control configuration of the travel speed will be described with reference to FIG. 1 and FIG. 11.
[0440] The travel speed is operated according to the operation position of the main shift lever 7A, the body 1 travels at a speed (operation speed) corresponding to the operation position of the main shift lever 7A due to the angle of the swash plate of the continuously-variable transmission 9 and the engine rotation speed being controlled. The larger the angle of the swash plate of the continuously-variable transmission 9 is, that is, the larger the opening degree of the swash plate of the continuously-variable transmission 9 is, the faster the travel speed is. Also, the higher the engine rotation speed is, the faster the travel speed is.
[0441] In conventional travel speed control, the faster the operating speed operated by the main shift lever 7A is, the higher the engine rotation speed is set in proportion to the operating speed, and the larger the opening degree of the swash plate of the continuously-variable transmission 9 is set. Here, such control is referred to as control in a normal mode, and this relationship is shown in graph A for a normal mode in FIG. 11. For example, in the normal mode, the limit of the engine rotation speed is 3000 [rpm], and at this time, the opening degree of the swash plate of the continuously-variable transmission 9 is controlled to 100 [%], and the travel speed is 1.8 [m/s], which is the maximum travel speed. Also, in order to output the set speed ES [m/s] in conformity with the graph A for the normal mode, the control unit 30 (see FIG. 5) controls the engine rotation speed to Ro [rpm], and controls the opening degree of the swash plate of the continuously-variable transmission 9 to r [%].
[0442] In the present embodiment, the travel speed is controlled not in the normal mode but in an eco-mode in which the fuel efficiency is prioritized. The eco-mode is control in which the opening degree of the swash plate of the continuously-variable transmission 9 is preferentially increased and the set speed is ensured even if the engine rotation speed is lowered accordingly, and it is control in which fuel efficiency is improved by suppressing the engine rotation speed to a low value.
[0443] Specifically, in the case of increasing the speed from a certain speed O [m/s] to a set speed ES [m/s], the control unit 30 (see FIG. 5) sets the opening degree of the swash plate of the continuously-variable transmission 9 to rE [%], which is greater than r [%] and increases the engine rotation speed toward a target engine rotation speed RE [rpm]. When the opening degree of the swash plate of the continuously-variable transmission 9 is rE [%], due to the engine rotation speed being RE [rpm], it is possible to travel at the set speed ES [m/s].
[0444] However, if the engine load in work travel is large, the target engine rotation speed RE may not be reached even if an attempt is made to increase the engine rotation speed. In this case, control is performed such that the target engine rotation speed RE is set high and the engine rotation speed reaches RE. Furthermore, if the engine rotation speed does not reach RE even if the target engine rotation speed RE is set to 3000 [rpm], which is the limit of the engine rotation speed, the opening degree rE of the swash plate of the continuously-variable transmission 9 is reduced, and by setting the target engine rotation speed RE high, control is performed such that the travel speed can reach the set speed ES. By performing such control, it is possible to improve fuel efficiency when working at the set speed ES.
[0445] When a load that is at a certain limit or more is applied to the engine 2, the engine rotation speed cannot be increased and the engine 2 may stop. For this reason, even before the target engine rotation speed RE is set to 3000 [rpm], which is the limit of the engine rotation speed, if a load that is a predetermined load or more is applied to the engine 2, control for setting the opening degree rE of the swash plate of the continuously-variable transmission 9 to a low value may be performed. As a result, it is possible to suppress a case in which the engine 2 stops and thus it is possible to continuously perform work travel.
[0446] Furthermore, when control for setting the opening degree rE of the swash plate of the continuously-variable transmission 9 to be small is performed in this manner, it is preferable that even if the engine rotation speed is increased, the opening degree of the swash plate of the continuously-variable transmission 9 is not restored. As a result, it is possible to suppress an excessive increase or decrease in the travel speed and maintain smooth work travel.
[0447] Note that in the present embodiment, a configuration in which control of the travel speed is performed only in the eco-mode has been described as an example, but it is also possible to use a configuration in which the eco-mode and the normal mode can be selectively implemented. With such a configuration, it is possible to improve fuel efficiency by performing work travel in the eco-mode, it is possible to maximize the performance of the body 1 and perform stable work travel by performing work travel in the normal mode, and optimal control of the travel speed according to the status can be performed.
[0448] Travel Control During Error Detection or the Like
Although not shown in the drawings, various devices such as the seedling planting device 3 (see FIG. 1), the continuously-variable transmission 9 (see FIG. 1), and the positioning unit 8 are provided with sensors (sensor group 1A shown in FIG. 5) for detecting the operating state as needed. In automatic travel, if these sensors detect an error state or if it is determined that the sensor itself has a defect, the control unit 30 may end automatic travel and stop the body 1, or the control unit 30 may temporarily stop the body 1 while maintaining automatic travel.
[0449] When a defect such as an error occurs, it is preferable that the travel is stopped in order to suppress a case where inappropriate work is performed. In some cases, it may be appropriate to end automatic travel, resolve the defect, and thereafter resume travel by starting over from the setting of automatic travel. However, in the case of a temporary defect, it may not be efficient to start over from the setting of automatic travel.
[0450] For example, a signal from a satellite acquired by the positioning unit 8 is temporarily weakened in some cases, but this is often only a temporary decrease in the reception state of radio waves, and in many cases, the state will recover immediately. If the automatic travel is terminated every time such a state occurs, there is a risk that the work efficiency will deteriorate. Accordingly, in such a case, it is preferable that automatic travel is temporarily stopped and only the travel is stopped. It is preferable to end the automatic travel for the first time if the situation is not improved after waiting for a while, and then perform necessary repairs and the like.
[0451] Note that when the body 1 is to be stopped, a warning that the body 1 will be stopped, a warning that a defect has occurred, or a warning of the content of the defect or the like may be given. Also, when the body 1 is to be stopped, it is preferable that speed reduction is not performed rapidly, but speed reduction is performed gradually until the body stops.
[0452] If the body 1 stops at an inclined location such as an entrance/exit of a field, the body 1 may slide down the incline. In such a case, the angle of the swash plate of the continuously-variable transmission 9 may be adjusted in the direction of going up the incline instead of setting the angle of the swash plate of the continuously-variable transmission 9 to the neutral position. For example, when the body 1 is stopped on the way down the slope to enter the field, the control unit 30 moves the angle of the swash plate of the continuously-variable transmission 9 in the reverse direction. As a result, since the body 1 is driven in the direction opposite to the sliding-down direction, it is possible to suppress a case in which the body 1 sliding down, and the body 1 can be stopped.
[0453] Note that in the case where the body 1 is stopped and the angle of the swash plate of the continuously-variable transmission 9 is operated to the neutral position, if the vehicle position calculated using the positioning unit 8 is moving, the angle of the swash plate of the continuously-variable transmission 9 may be adjusted according to the vehicle position, and control may be performed such that the stopped state is maintained.
[0454] Also, in order to maintain the stopping of the machine body 1 at the inclined location or the like, the engine rotation speed may be controlled in addition to the angle of the swash plate of the continuously-variable transmission 9.
[0455] Battery Capacity Control
Some of the various devices mounted in the rice transplanter operate with the power supplied from the battery 73 (see FIG. 2). Each of these devices uses a different amount of power for operation. For example, the blower of the fertilization device 4 (see FIG. 1) consumes a large amount of power. The battery 73 is charged during the operation of engine 2 (see FIG. 1). However, in work travel in which a device having large power consumption is operated, the power is consumed in excess of the charge amount of the battery 73 in some cases, and the remaining amount of the battery 73 may be low. For this reason, if the remaining amount of the battery 73 is less than the predetermined amount, it is preferable to keep the engine 2 running for a while in order to charge the battery 73 even if the operation of stopping the engine 2 has been performed.
[0456] The battery 73 includes a sensor for measuring the charge amount (one of the sensor group 1A shown in FIG. 5). The engine 2 is stopped and started by operating a key or the like. When the operation of stopping the engine 2 is performed, if the charge amount is a predetermined value or less by the sensor included in the battery 73, the control unit 30 does not immediately stop the engine 2 but continues the operation of the engine 2 to charge the battery 73, and thereafter stops the engine 2. After the operation of stopping the engine 2, while the battery 73 is being charged (engine operation continuation period), even if the engine 2 is operating, travel and work are stopped. That is, during this period, the swash plate of the continuously-variable transmission 9 maintains a neutral position, the planting clutch and the like are disengaged, and the brake is put in a braking state. Also, at least one of the main shift lever 7A and the auxiliary shift lever 7B may be maintained in the neutral position.
[0457] The engine operation continuation period may be a predetermined amount of time, or may be a period in which the charge amount reaches a predetermined value or more according to the sensor included in the battery 73. Also, when the engine 2 is not stopped even if the operation of stopping the engine 2 is performed, it is preferable that notification to that effect is performed.
[0458] Also, if a device having a large power consumption is used during the operation of the engine 2, or if the remaining amount of the battery 73 decreases, control for increasing the engine rotation speed may be performed. Due to the engine rotation speed being increased, charging of the battery 73 is prompted.
[0459] Note that the control unit 30 may perform the control relating to the above-described charging of the battery 73 and the operation of the engine 2, or a functional block such as a charge control unit (not shown), which is included in the control unit 30 or provided separately from the control unit 30, may perform the control.
[0460] Auxiliary Shift Lever
The auxiliary shift lever 7B (see FIG. 1) is used to switch the travel speed between a work speed during work and a movement speed during movement. For example, movement between fields is performed at the movement speed, and planting work and the like are performed at the work speed.
[0461] Normally, the movement speed is faster than the work speed. Also, the seedling planting device 3 is controlled such that the distance between the seedlings planted in the field is constant at the work speed. As a result, if the planting work is performed at a moving speed, there is a risk that planting will not be performed with a predetermined distance between seedlings and an appropriate planting work will not be possible. For this reason, it is preferable that the control unit 30 is controlled such that work is not started unless the auxiliary shift lever 7B has been operated to the work speed side. For example, the control unit 30 performs control that the planting clutch is not engaged unless the auxiliary shift lever 7B has been operated to the work speed side. As a result, travel can be performed at a travel speed suitable for work, and appropriate work can be performed. Note that it is preferable that the auxiliary shift lever 7B is also provided with a potentiometer in order to confirm the operation position of the auxiliary shift lever 7B.
[0462] Furthermore, it is more preferable that the auxiliary shift lever 7B is operated to the neutral position when work travel is started after moving between the fields. That is, it is preferable that the start operation of work such as the planting work is effective only in the state where the auxiliary shift lever 7B has been operated to the neutral position. Specifically, after the auxiliary shift lever 7B is operated to the neutral position, the work start operation is performed, and thereafter work is started due to the auxiliary shift lever 7B being operated to the working speed. Also, when the operation to start the work is performed, if the auxiliary transmission lever 7B is not in the neutral position, a notification prompting the operation of the auxiliary transmission lever 7B to the neutral position may be performed.
[0463] Note that it is preferable that the auxiliary shift lever 7B is at the neutral position even when the operation of the engine 2 is continued in order to charge the battery 73 as described above. As a result, since the auxiliary shift lever 7B is at the neutral position during the continuous operation of the engine 2 and the subsequent restarting of the engine 2, it is possible to suppress a case in which the body 1 travels inadvertently. In another embodiment, if the main shift lever 7A and the swash plate are located at the neutral position or a brake operation has been performed, the auxiliary shift lever 7B may automatically return to neutral.
[0464] Also, there is a problem if the body 1 travels during inspection and maintenance. For this reason, it is preferable to use a configuration in which the inspection and maintenance can be performed only when the auxiliary shift lever 7B has been operated to the neutral position. If the auxiliary shift lever 7B is not at the neutral position during inspection and maintenance, notification for prompting operation of the auxiliary shift lever 7B to the neutral position may be performed.
[0465] When replenishing seedlings in the form of a mat, replenishing chemicals, or the like, the body 1 is brought close to the ridges, which are the end portions of the field. The automatic travel rice transplanter detects obstacles, and stops travel when an obstacle is detected. For this reason, even if an attempt is made to bring the body 1 close to the end of the field, the ridge is detected as an obstacle and normally, travel cannot be performed. In view of this, the rice transplanter of the present embodiment includes a function of temporarily stopping obstacle detection when the body 1 is moved to the end of the field, and being able to bring the rice transplanter close to the end of the field while the ridge is not detected as an obstacle.
[0466] Sonar Arrangement Configuration
The arrangement configuration of the sonars will be described with reference to FIGS. 1 to 3 and FIGS. 12 to 14.
[0467] The rice transplanter of this embodiment can perform automatic travel. If there is an obstacle on the front side in the traveling direction or in the surrounding area of the body 1 at the start of travel by automatic travel or during automatic travel, problems may occur in travel or work. For this reason, the rice transplanter of the present embodiment includes a sonar sensor 60 as an example of an obstacle detection device (one of the sensor group 1A shown in FIG. 5) that detects obstacles in the surrounding area the body 1. Obstacles are basically detected during automatic travel, but it is also possible to use a configuration in which obstacles are detected during manual travel.
[0468] Specifically, for example, the sonar sensor 60 has four front sonars 61 that detect obstacles in the region in front of the body 1, two rear sonars 62 that detect obstacles in the region behind the body 1, and two lateral sonars 63 that detect obstacles in the regions on the sides of the body 1. In many cases, the travel speed when the body 1 travels straight is faster than the travel speed during reverse travel and turning travel. For this reason, the number of front sonars 61 for detecting obstacles in the region in front of the body 1 is larger than that of the rear sonars 62 and the lateral sonars 63. As a result, obstacles can be detected accurately even when traveling straight at a high travel speed.
[0469] Two of the front sonars 61 are provided side by side in the left-right direction of the body 1 on the side surface of the front end of step 14A. The other two of the front sonars 61 are respectively supported by stays 61A protruding forward from left and right backup seedling support frames 17. The above-ground heights of the four front sonars 61 are approximately the same.
[0470] As shown in FIG. 13, the detection range in the plane direction (detection range in a plan view) of each front sonar 61 extends in a fan shape from the front sonar 61. The detection ranges in the forward direction of the front sonars 61 are adjusted such that when traveling at the maximum travel speed, a length that allows the body 1 to stop in front of the obstacle after detecting the obstacle can be ensured. The front sonars 61 are arranged such that at least parts of the detection ranges in the horizontal direction of the adjacent front sonars 61 overlap with each other. As a result, the accuracy of detecting obstacles is improved. As another embodiment, the detection range of the sensor may be automatically adjusted according to the vehicle speed. This makes it possible to detect obstacles within the optimum detection range without increasing the detection range more than necessary when traveling at a low speed.
[0471] As shown in FIG. 12, the rear sonar 62 is supported by the support structure 62A supported by the seedling planting device 3 or the like to support the chemical spraying device 18. The two rear sonars 62 are arranged on each side in the left-right direction with respect to the chemical spraying device 18, and the above-ground height of the rear sonars 62 is substantially the same as the upper end of the chemical spraying device 18.
[0472] The rear sonars 62 detect obstacles mainly during reverse travel. As shown in FIG. 13, the detection range in the plane direction of each rear sonar 62 extends in a fan shape from the rear sonar 62. Each rear sonar 62 is arranged slightly outward from the direct rear, and the detection range of each rear sonar 62 is slightly outwardly biased. As a result, it is possible to ensure a wide detection range in the left-right direction of the body 1 behind the body 1. The rear sonars 62 are arranged such that at least parts of the detection ranges in the horizontal direction of the two rear sonars 62 overlap each other. As a result, the accuracy of detecting obstacles is improved.
[0473] The lateral sonars 63 are provided on the side surfaces of both side ends (rear steps 14C) of the body 1 behind the steps 14A on the sides of the driver seat 16. The rear step 14C is arranged at a higher position than step 14A. For this reason, the influence of mud splashing from the rear wheels and the like can be suppressed. As another attachment position, the lateral sonars 63 may be attached to the backup seedling support frame 17 located opposite the step 14A.
[0474] The lateral sonars 63 detect the area around the boarding/alighting region of the step 14A, and detect obstacles on the sides of the body 1. There is a problem when a person tries to board and alight from the driving section 14 at the start of automatic travel. The lateral sonars 63 detect, in particular, a person trying to board and alight from the driving section 14.
As shown in FIG. 12, the detection range in the plane direction of each lateral sonar 63 extends in a fan shape from the front sonar 61. A person boarding and alighting from the driver section 14 mainly boards and alights from the side and frontward of the driver seat 16. Also, the fertilization device 4 and the like is provided behind the driver seat 16, and it is unlikely that a person will board or alight from that direction. For this reason, the detection range in the plane direction of the lateral sonar 63 is slightly inclined forward from the side of the body 1. Also, the backup seedling support frame 17 protrudes in the left-right direction in front of the body 1. The front end of the detection range in the plane direction of the lateral sonar 63 is set to be behind the backup seedling support frame 17 such that the lateral sonar 63 does not detect the backup seedling support frame 17 or the backup seedling storage device 17A.
[0475] The sonar sensor 60 detects an object that is present within a specific detection range as described above. Also, if the mud surface of the field is in the detection range, the sonar sensor 60 detects the mud surface as an obstacle. If the mud surface is detected as an obstacle, automatic travel will not start and driving will not continue. For this reason, the detection range of the sonar sensor 60 is adjusted such that the mud surface is not detected.
[0476] As shown in FIG. 14, the sonar sensor 60 is supported slightly upward and is adjusted such that the mud surface is not detected, while ensuring a predetermined detection distance. That is, the sonar sensor 60 is adjusted such that the lower end of the detection range does not reach the mud surface at a predetermined detection distance. Furthermore, since the body 1 swings up and down accompanying travel, it becomes easier to detect the mud surface accompanying the up and down movement. Also, in some cases, mud clumps generated during turning are present in the headland and the like, and mud clumps protruding from the mud surface are erroneously detected. For this reason, a certain margin may be taken into consideration for the distance from the mud surface to the lower end of the detection range. In this manner, the detection range in the vertical direction of the sonar sensor 60 (detection range viewed from the side) is adjusted with consideration given to the required detection distance and the fact that the mud surface and the like are not to be detected, and thereby an appropriate detection range is ensured.
[0477] Conversely, the sonar sensors 60 may be supported facing slightly downward. For example, if consideration is given to a situation where it is unlikely that there are obstacles in the height direction, or a situation where the detection of obstacles that are relatively low in height from the mud surface, such as a crouching person, is to be given priority, it is preferable that the detection range is adjusted such that an obstacle that has a low height and is as close to the body 1 as possible can be detected. In such a case, the sonar sensor 60 is supported facing slightly downward and is adjusted so as to include the lower region in the vicinity of the body 1 in the detection range. Note that, at this time, the mud surface and the like are detected more than necessary. For this reason, it is preferable that the detection pattern of the mud surface is analyzed to determine whether or not the detected obstacle is the mud surface, and control is performed such that the mud surface is not recognized as an obstacle even if it is detected.
[0478] Note that the front sonars 61 are not limited to the configuration supported by the step 14A or the backup seedling support frame 17, and can be arranged at any position as long as an appropriate detection range can be ensured. For example, the front sonars 61 may be supported by the engine hood 2B or by an extension member supported by the body 1. Furthermore, a front sonar 61 may be provided in the vicinity of the positioning unit 8, and may be provided in the vicinity of the positioning unit 8 in place of the four front sonars 61 or in addition to the four front sonars 61.
[0479] Also, in order to stabilize the detection state, it is preferable that the sonar sensors 60 are supported at positions where the arrangement position does not move during the detection of obstacles. It is preferable that the rear sonars 62 are also arranged at positions where the arrangement position does not move (non-operating portion), but can be arranged at any position as long as an appropriate detection range can be ensured. For example, the rear sonars 62 may be provided on a toolbar that supports the working device, a planting case of the seedling planting device 3, a sliding plate 3A, a sliding plate guard 3B, a support column of the seedling stand 21, and the like.
[0480] Also, the rear sonars 62 are close to the rear wheels 12B as well and are easily affected by mud splashes. For this reason, it is preferable that the rear sonars 62 are provided at positions having a high above-ground height away from the mud surface. For example, the rear sonar 62 may be provided at the upper end of the seedling stand 21. The seedling stand 21 has an inclination that inclines forward and upward. Also, as described above, the rear sonars 62 have fan-shaped detection ranges. For this reason, by providing the rear sonar 62 at the upper end of the seedling stand 21, it is possible to efficiently ensure an appropriate detection range while suppressing erroneous detection of the seedling stand 21 by the rear sonars 62.
[0481] Also, the rear sonars 62 may be provided in a region above a mud shield cover 18A provided on the chemical spraying device 18. The chemical spraying device 18 includes a mud shield cover in some cases, and the adhesion of mud to the rear sonars 62 is suppressed due to the rear sonars 62 being provided in a region above the mud shield cover. Similarly, the rear sonars 62 may be provided in the region above the upper end of a planting transmission case 3D of the seedling planting device 3, and it is more preferable if the rear sonars 62 are provided in the region above a mud scattering prevention cover 3E included in the seedling planting device 3. Also, a dedicated cover may be provided in the lower region of the rear sonars 62. Furthermore, the rear sonars 62 may be provided in the fertilization device 4, a feeder for a powder or granular material such as an insecticide/fungicide/herbicide, the upper part of a direct seeding machine or a region above these.
[0482] Also, the two rear sonars 62 are arranged so as to face slightly outward of the body 1. For this reason, the detection ranges in the horizontal direction of the two rear sonars 62 are provided over a wide range while partially overlapping each other. Also, three or more rear sonars 62 may be provided, and a wide detection range may be secured while the detection ranges are partially overlapped with each other. In this case, each rear sonar 62 does not need to be arranged facing slightly outward of the body 1, each rear sonar 62 can be arranged in any direction, and some or all of the rear sonars 62 may be arranged facing slightly inward of the body 1 or facing directly behind the body 1. For example, the plurality of rear sonars 62 may be arranged side by side along the seedling stand 21.
[0483] Also, the two rear sonars 62 are arranged in a positional relationship sandwiching the chemical spraying device 18. As a result, obstacles such as people in the surrounding area of the chemical spraying device 18 can be appropriately detected. The detection ranges of these rear sonars 62 are set to regions in which the chemical spraying device 18 is not included in the detection range in order to prevent the chemical spraying device 18 from being erroneously detected. Also, the chemical spraying device 18 is not always included in the rice transplanter. In this case, the region where the chemical spraying device 18 is arranged does not fall within the detection ranges of the rear sonars 62. Specific members may be provided in this region in order to prevent at least a person from entering the region.
[0484] Each sonar sensor 60 may be provided inside the body 1 relative to the end portion of the body 1. Since the detection range of each sonar sensor 60 expands in a fan shape, the blind spot of the detection range in the surrounding area of the body 1 is reduced by providing the sonar sensor 60 on the inside relative to the end of the body 1, and it is easier to detect obstacles in the region closer to the surrounding area of the body 1. Also, in order to suppress a case in which mud adheres to each sonar sensor 60, it is preferable that each sonar sensor 60 is arranged inside the body 1, that is, at a position overlapping the body 1, or for example, the step 14A, in a plan view.
[0485] On the contrary, each sonar sensor 60 may be provided at the leading end portion of the body 1. If each sonar sensor 60 is provided inside the body 1, there is a possibility that the body 1 itself will be erroneously detected as an obstacle. When each sonar sensor 60 is provided at the leading end portion of the body 1, the likelihood that the body 1 itself is erroneously detected as an obstacle is reduced. In this case, it is preferable that a mud shield member is provided below each sonar sensor 60.
[0486] Also, the front sonar 61 may be provided above the axle of the body 1, preferably above the upper end of the axle, and more preferably above the lower end of the step 14A. Also, the front sonars 61 may be provided below the upper end of the positioning unit 8, preferably below the upper end of the steering wheel 10, and more preferably below the upper end of the step 14A. Also, the front sonars 61 may be provided on the backup seedling support frame 17. By arranging the front sonar 61 at a position away from the mud surface in this manner, it becomes easy to set a detection range in which an assumed obstacle can be detected more accurately while suppressing the detection of the mud surface. Also, the front sonars 61 may be provided on an engine frame 1F or a step frame 1G.
[0487] Furthermore, the front sonars 61 may be provided in a configuration in which the arrangement position can be adjusted. For example, it is possible to use a configuration in which the front sonars 61 are supported via a stay and the position at which the front sonar 61 of the stay is supported can be selected, or a configuration in which the stay that supports the front sonars 61 can be deformed such that the arrangement positions of the front sonars 61 can be changed.
[0488] Also, the sonar sensor 60 may be configured such that its orientation is changed to a use state in the obstacle detection state and its orientation is changed to a storage state when no obstacle is detected. For example, in the storage state, the detection unit of the sonar sensor 60 is hidden behind another member, or the detection unit faces upward. As a result, a case is suppressed in which contamination such as mud adheres to the sonar sensor 60 while no obstacle is detected, and it is easy to maintain a state in which obstacle detection is appropriately performed in the obstacle detection state.
[0489] Also, the adjacent sonar sensors 60 are not limited to a configuration in which at least parts of the detection ranges overlap each other, and may have a configuration in which there is no overlapping region, as long as the detection range can be appropriately ensured.
[0490] In the front-rear direction of the body 1, it is desired that the detection accuracy of the region in the center in the left-right direction of the body 1 is improved in some cases. In such a case, at least one of the front sonars 61 and the rear sonars 62 may be arranged closer to the center in the left-right direction of the body 1.
[0491] Also, the detection range of each sonar sensor 60 may be changed according to the position, the travel speed, and the operating condition of the body 1. The position of the body 1 is determined based on the position information of the body 1 and the field map, and is the distance to the ridge, the distance from the peripheral portion of the field, whether or not the travel route is the outer loop route ORL, and the like. The peripheral portion of the field is an electronic boundary or the like defined in the field map as the boundary portion of the field. Also, the detection range of each sonar sensor 60 may be changed according to the status of the travel route or the work content by obtaining the position to be traveled to next based on the predetermined travel route and the field map.
[0492] Sonar ECU
The sonar ECU will be described with reference to FIGS. 1 to 3.
[0493] The sonar sensor 60 is controlled by a sonar ECU 64 (corresponding to a detection control device).
The sonar ECU 64 controls the operation of the sonar sensor 60, acquires the detection result, and sends the acquired detection result to the control unit 30 (see FIG. 5). In the present embodiment, the front sonar ECU 64A and the rear sonar ECU 64B are provided as the sonar ECU 64. The four front sonars 61 are controlled by the front sonar ECU 64A, and the two rear sonars 62 and the two lateral sonars 63 are controlled by the rear sonar ECU 64B. A large number of signal wires, power source wires, and the like are arranged between the front side region and the rear side region of the body 1. For this reason, the front sonar ECU 64A connected to the sonar sensor 60 (front sonars 61) located closer to the front of the body 1 and the rear sonar ECU 64B connected to the sonar sensor 60 (rear sonars 62 and lateral sonars 63) located closer to the rear of the body 1 are arranged divided between the front and rear. As a result, a case is suppressed in which wiring such as signal wiring and power source wiring connected to the sonar sensor 60 and the sonar ECU 64 is arranged in front of and behind the body 1, and the wiring efficiency of the body 1 is improved.
[0494] The front sonar ECU 64A is provided in the front region of the body 1, and for example, is supported by the left lateral side surface of the tower lamp support member 74 supported by the backup seedling support frame 17. In the wiring such as communication wiring and power source wiring for performing data communication between the front sonar ECU 64A and each front sonar 61, the wiring connected to each front sonar 61 is bundled together in the vicinity of the front sonars 61, and one of the bundled wires is connected to the front sonar ECU 64A.
[0495] Also, since the front sonar ECU 64A is supported on the left lateral side surface of the tower lamp support member 74, it can be easily attached to and detached from the outside of the body 1. For this reason, the front sonars 61 can be retrofitted, and the front sonar ECU 64A can be more easily repaired or replaced.
[0496] The rear sonar ECU 64B is provided in the rear region of the body 1, and for example, is arranged in a region surrounded by each rear sonar 62 and each lateral sonar 63. The rear sonar ECU 64B is supported on the left lateral side surface of the body frame 1E in the region below the driver seat 16, which is in the vicinity of the lateral sonar 63 on the left side. Also, in the wiring such as the communication wiring for performing data communication between the rear sonar ECU 64B, each rear sonar 62, and each lateral sonar 63, and power supply wiring, the communication wiring connected to each rear sonar 62 and each lateral sonar 63 is bundled together into one, and the one bundled piece of wiring is connected to the front sonar ECU 64A. As a result, wiring between each rear sonar 62, each lateral sonar 63, and the rear sonar ECU 64B is efficiently performed.
[0497] Also, a hydraulic hose or the like is arranged in the right side region of the body 1. For this reason, due to the rear sonar ECU 64B being provided in the left region of the body, the wiring connected to the rear sonar ECU 64B and the rear sonar ECU 64B does not interfere with the hydraulic hose and the like, damage to the wiring is suppressed, and in addition, it is easy to attach and detach the wiring.
[0498] Also, since the rear sonar ECU 64B is supported on the left lateral side surface of the body frame 1E, it can be easily attached to and detached from the outside of the body 1. For this reason, the rear sonars 62 and the lateral sonars 63 can be retrofitted, and the rear sonar ECU 64B can be easily repaired and replaced.
[0499] There is a limit to the number of sonar sensors 60 that can be connected to the sonar ECU 64. For this reason, in this embodiment, two sonar ECUs 64 are provided. When one sonar ECU 64 can control all of the sonar sensors 60, it is preferable that one sonar ECU 64 is provided in the center of the body 1. This makes it possible to optimize the wiring efficiency.
[0500] Also, the total number of mounted sonar sensors 60 is preferably an integer multiple of the limit number of sonar sensors 60 that can be connected to the sonar ECU 64. That is, it is preferable to provide as many sonar sensors 60 as possible with respect to the limitation of the sonar ECU 64. This makes it possible to improve the accuracy of detecting obstacles.
[0501] Also, if there is leeway in the number of sonar sensors 60 that can be mounted, the number of front sonars 61 does not need to be larger than the number of rear sonars 62, and the number thereof can be the same. As a result, the obstacle detection accuracy of the rear sonars 62 can be improved.
[0502] Note that in the above description, a configuration example in which the sonar sensor 60 is used as the obstacle detection device was described, but the obstacle detection device is not limited to the sonar sensor 60, and any device can be used as long as it can detect an obstacle.
[0503] For example, a laser sensor or a contact sensor can be used as the obstacle detection device.
Also, the periphery of the body 1 may be photographed by an image capture device, and an obstacle may be detected through image analysis. Image analysis can also be performed using a trained model generated through machine learning, and can be performed by any means using artificial intelligence.

[0504] Detection by Sonar Sensor
A configuration for detecting an obstacle by a sonar sensor and travel control performed according to the detection content will be described with reference to FIGS. 1 to 3 and FIGS. 12 to 14.
[0505] The sonar sensor 60 detects obstacles in the surrounding area of the body 1, and in automatic travel, the control unit 30 (see FIG. 5) controls automatic travel according to the detected content of the obstacles. Specifically, such control can be performed by functional blocks such as an automatic travel control unit or an obstacle handling unit included in the control unit 30 including the automatic travel microcomputer 6 and the like, and furthermore, these functional blocks may be provided separately from the control unit 30.
[0506] If an obstacle is detected when the body 1 starts travel by unmanned automatic travel (at the start of unmanned automatic travel), the start of travel is suppressed and travel is not started (travel start suppression mode). For example, at the start of unmanned automatic travel in forward travel, the detection results of the front sonars 61 and the lateral sonars 63 among the sonar sensors 60 are used, and when the front sonars 61 and the lateral sonars 63 detect an obstacle, the start of travel is suppressed and travel is not started. Also, at the start of unmanned automatic travel in reverse travel, the detection results of the rear sonars 62 and the lateral sonars 63 among the sonar sensors 60 are used, and when the rear sonars 62 and the lateral sonars 63 detect an obstacle, the start of travel is suppressed and travel is not started. At this time, the lateral sonars 63 detect the surrounding area of the boarding/alighting steps (steps 14A), which are the boarding region that the driver passes through when boarding, and in particular, detects a person trying to board or alight from the driving section 14.
[0507] Obstacles are detected during travel by unmanned automatic travel, and when an obstacle is detected, control such as stopping automatic travel is performed (obstacle detection mode). Specifically, when the sonar sensor 60 detects an obstacle during travel by unmanned automatic travel, travel is stopped or the travel speed is reduced. For example, the detection results of the front sonars 61 are used when the body 1 travels straight by unmanned automatic travel, and the detection result of the rear sonar 62 is used when the body 1 travels in reverse by unmanned automatic travel. Also, when performing turning by unmanned automatic travel, the detection results of the lateral sonars 63 may be used in addition to these, or the detection result of only the lateral sonar 63 in the turning direction may be used. Note that when travel is stopped, the body 1 may ultimately be stopped by gradually reducing the travel speed. Note that obstacles may be detected during the back-and-forth work travel on the inner back-and-forth route IPL, and furthermore, obstacle detection may be performed also during planting in the outermost periphery (outermost periphery work travel).
[0508] Also, if an obstacle is detected in the travel start suppression mode and the obstacle detection mode, the angle of the swash plate of the continuously-variable transmission 9 is maintained in a neutral state. At this time, it is preferable that the engine speed is maintained without being reduced. As a result, if it is confirmed that the detected obstacle does not hinder the travel, or if the obstacle has been removed, the travel can be started or resumed promptly. Also, if an obstacle is detected by the sonar sensor 60, notification of the fact that the obstacle has been detected may be performed. For example, the control unit 30 controls the voice alarm generation device 100 to cause the voice alarm generation device 100 to perform notification. Also, the notification that an obstacle has been detected may be performed by the later-described tower lamp 71 or center mascot 20 using a predetermined display pattern, or may be performed by a remote control 90 or a mobile terminal held by the work vehicle, or may be performed by the information terminal 5 or the like.
[0509] Also, the control of travel performed using the detection result of the sonar sensor 60 is not limited to the case of unmanned automatic travel, but may be performed during manned automatic travel or manual travel. In particular, work travel is performed on the outer loop route ORL (see FIG. 4) by manned automatic travel or manual travel. There are many obstacles such as water outlets in the outermost periphery of the field. For this reason, obstacle detection using the sonar sensor 60 may be performed even in the outermost periphery work travel by manned automatic travel or manual travel. Also, during manned automatic travel or manual travel, control of travel using the detection result of the sonar sensor 60 may be performed in only a region where there are many obstacles such as a water outlet. Also, it is possible to detect whether or not the driver is on board in the driving section 14, and if it cannot be detected that the driver is on board in the driving section 14 even in manned automatic travel or manual travel, control of travel using the detection result of the sonar sensor 60 may be performed. Note that the seating sensor 16A or the like can be used to detect whether or not the driver is on board in the driving section 14.
[0510] As described above, the detection range of the sonar sensor 60 is set so as not to detect the mud surface. Since the state of the field varies, it is easy to detect the mud surface even if setting is performed in this manner in some cases. Here, since the body 1 is stationary at the start of unmanned automatic travel, it is easy to determine whether or not the detected obstacle is the mud surface. Based on this, at the start of unmanned automatic travel, if an obstacle is detected, the control unit 30 may determine whether or not it is the mud surface, and if it is determined to be the mud surface, the control unit 30 may correct (ignore) the detection result if no obstacle has been detected.
As a result, the control unit 30 can control automatic travel by recognizing that the mud surface is not an obstacle even if it has been detected, and due to it being less likely that the control unit 30 will detect an obstacle more than necessary and suppress the start of travel, smooth automatic travel is possible. Note that the obstacle determination unit may determine whether the obstacle is the mud surface. The obstacle determination unit may be included in the control unit 30, or may be provided outside the control unit 30.
[0511] Also, at the start of unmanned automatic travel (travel start suppression mode), the sonar sensor 60 may be controlled as having detected an obstacle when only a moving object such as a moving person has been detected by the sonar sensor 60. In many cases where it is necessary to suppress the start of travel at the start of unmanned automatic travel, a person is trying to board or alight from the driving section 14. For this reason, by setting only moving objects such as people as detection targets (obstacles to be considered during automatic travel), erroneous detection can be suppressed and appropriate control at the start of unmanned automatic travel can be performed. The obstacle determination unit determines whether or not the object is a moving object such as a person. The obstacle determination unit can determine an obstacle through image analysis or the like, or can determine an obstacle also by inputting a captured image into machine-learned trained data.
[0512] Also, the sonar sensor 60 whose detection result is not used according to the traveling state may continue to detect obstacles, or may be put into an unused state in which the power source is turned off, or the like.
[0513] The rear sonar 62 is supported by the seedling planting device 3, and the seedling planting device 3 moves up and down according to the planting work travel. As a result, the seedling planting device 3 is in a lowered state during the planting work, and the rear sonar 62 is in a position where it is easy to detect the mud surface. Also, the seedling planting device 3 is in a forward traveling state during the planting work, and there is little need to detect obstacles on the rear side. Due to this, the rear sonars 62 may be put in the unused state in the forward work travel, on the condition that the seedling planting device 3 is lowered. The state in which the seedling planting device 3 is lowered can also be detected by a sensor that detects the state of the elevating link 13a (one of the sensor group 1A shown in FIG. 5), and can be determined based on the orientation of the marker 19 and whether or not a leveling float 15 is in contact with the ground.
[0514] Also, the rear sonars 62 may be controlled so as to recognize only an approaching object as an obstacle when traveling in reverse. At this time, when the seedling planting device 3 is in the raised position, it is easy to detect an obstacle at a position high from the mud surface, and it is easy to detect an obstacle entering the rear side of the body 1.
Note that whether or not an obstacle is approaching can be determined by the obstacle determination unit.
[0515] Also, as described above, the lateral sonars 63 are set to have a narrower detection range in the plane direction compared to the other sonar sensors 60 such that the backup seedling support frame 17 is not erroneously detected as an obstacle.
However, if there is little risk of erroneous detection depending on the arrangement position of the backup seedling support frame 17, the arrangement positions of the lateral sonars 63, and the like, the detection ranges of the lateral sonars 63 may be the same as or greater than those of the other sonar sensors 60.
[0516] Also, the size of the detection range of the sonar sensor 60 may be different in the travel start suppression mode and the obstacle detection mode. For example, the size of the detection range of the sonar sensor 60 is larger in the travel start suppression mode than in the obstacle detection mode. If the detection range of the sonar sensor 60 increases, the detection range in the vertical direction also increases, making it easier to detect the mud surface. As described above, since the body 1 is stationary in the travel start suppression mode, it is possible to determine whether the obstacle is the mud surface through control performed after the detection, and even if the mud surface is detected, the detection result can be ignored in the subsequent control. On the other hand, in the obstacle detection mode, the body 1 is in a traveling state, it is easy to detect the mud surface, and it is difficult to determine whether or not the detected obstacle is the mud surface. Accordingly, in the obstacle detection mode, it is preferable to reduce the size of the detection range in order to suppress the detection of the mud surface.
[0517] In the work travel on the inner back-and-forth route IPL (see FIG. 4), the body 1 approaches the ridge as it travels. The ridge is higher than the mud surface and is easily detected by the sonar sensor 60. In automatic travel, turning is performed on a turning route generated with consideration given to the ridge, and it is not necessary for the sonar sensor 60 to detect the ridge more than necessary. For this reason, the size of the detection range of the sonar sensor 60 may be changed as appropriate. For example, in work travel on the inner back-and-forth route IPL, control is performed such that when the distance from the body 1 to the ridge approaches a predetermined distance or less, the shorter the distance to the ridge is, the shorter the length of the detection range of the sonar sensor 60 is.
[0518] Also, the detection range of the sonar sensor 60 located inside the turn may be increased during turning travel. For example, in forward travel, the detection range of one or more of the front sonars 61 located inside the turn may be increased. If the front sonar 61 can detect an obstacle in the region through which the body 1 passes through turning travel, the risk of the body 1 coming into contact with the obstacle can be sufficiently reduced. For this reason, the front sonar 61 need only be configured to be able to detect the path of the front outermost end portion of the body 1 drawn along the turn. For example, if the front outermost end of the body 1 is the front outermost end of the backup seedling storage device 17A, the path drawn by the front outermost end of the backup seedling storage device 17A may be included in the detection range. This reduces the risk of missed detection.
[0519] Similarly, in reverse travel, the detection range of the rear sonar 62 located inside the turn among the rear sonars 62 may be increased. The rear outermost end of the body 1 is the rear outermost end of the sliding plate guard 3B. Accordingly, it is sufficient that the path drawn by the rear outermost end of the sliding plate guard 3B is included in the detection range. When turning on the ridge, an auxiliary worker or the like often waits in the field on the side opposite to the turning direction. By adopting the above-described configuration in such a case, the risk that the auxiliary work will be erroneously detected as an obstacle and the body will stop is reduced due to the detection range being expanded to the side of the body 1 opposite to the position where the auxiliary worker is waiting.
[0520] Also, the sonar sensor 60 may be configured to operate at the time of use, for example, at the start of unmanned travel, or may be configured such that when the engine 2 is started, the sonar sensor 60 also operates and an obstacle is detected, but the detection result is not used until unmanned travel is started (until the time of use is reached). When automatic travel is controlled using the detection result, the voice alarm generation device 100 or the like performs notification to that effect.
[0521] As described above, the sonar sensor 60 erroneously detects an object that does not hinder work travel as an obstacle in some cases. If the observer can confirm whether or not the object will not hinder work travel, it is preferable to start or continue the travel. For this reason, it is possible to use a configuration in which, if the observer can determine that the object will not hinder work travel, the observer can perform an operation such that the detected object is temporarily not considered. For example, the remote control 90 is provided with a button operation according to which it is possible to prevent the detected obstacle from being considered temporarily (ignore the detected obstacle). The period for ignoring the detected obstacle may be a predetermined amount of time determined in advance, a button operation for resuming consideration of the detected obstacle may be separately prepared, and it is also possible to use a configuration in which the detected obstacle is ignored while a button operation is continued (in a long-press state of the button). Alternatively, the period for ignoring the detected obstacle may be a period during which traveling is performed for a predetermined distance determined in advance. These button operations may be hidden commands that are not disclosed as normal operations of the remote control 90. Also, the button operation may be a complicated operation in order to suppress an operation error. For example, operations that are frequently performed and that can be redone immediately even if erroneous operation occurs can be performed by operating one button on the remote control 90, and operations that cannot be easily redone once erroneous operation occurs, such as starting automatic travel, may be performed by operating two or more buttons at the same time. Note that one of the two or more buttons may be a function button.
[0522] Such an operation may be configured such that an audio announcement is performed and the operation is performed while referring to the announcement. Also, the operation may be enabled only after such an operation is performed after the announcement.
[0523] A sensor other than the sonar sensor 60 (one of the sensor group 1A shown in FIG. 5) may be provided separately, and this sensor may be capable of detecting the size of an obstacle. This sensor may be configured to analyze an image captured by an image capture device, may be a laser sensor that emits a laser to an obstacle, and may be anything as long as the size can be detected. Then, when the sonar sensor 60 detects an obstacle, the sensor detects the size of the obstacle, and if the obstacle is a predetermined size or less, it may not be recognized as an obstacle.
[0524] Also, the operation of the sonar sensor 60 may be stopped and started by operating the remote control 90 or the information terminal 5, and starting/stopping for whether or not to perform control according to the detection of an obstacle may be selected.
[0525] Also, when an obstacle is detected, the angle of the swash plate of the continuously-variable transmission 9 is displaced to neutral or maintained at neutral, but in this state, the sonar sensor 60 may not detect the obstacle, or may ignore the obstacle even if it is detected. Furthermore, after a predetermined period of time has elapsed thereafter, the detection of obstacles and processing using the sonar sensor 60 may be resumed. At this time, if there are many obstacles to be detected, as in travel along the ridge, the detection and processing may not be resumed. Whether or not there are many obstacles may be determined based on the position information and the field map, or may be determined through image analysis using an image capture device.
[0526] Obstacle detection and processing may not be resumed automatically, and may be resumed for the first time after a certain human operation has been performed. Also, it may be determined whether or not automatic travel has started properly through image analysis using an image capture device, and if it is determined that automatic travel has started properly, obstacle detection and processing may be resumed.
[0527] Sonar Control When Replenishing Seedlings
The control of the sonar sensor 60 during seedling replenishment will be described with reference to FIGS. 1 to 4 and FIGS. 12 to 14.
[0528] The rice transplanter replenishes the seedlings when there is a seedling shortage. At the time of seedling replenishment, the body 1 is brought to the ridge on the seedling replenishment side SL by traveling forward. When the seedling replenishment is completed, the body 1 travels in reverse and returns to the travel route.
[0529] During seedling replenishment, work vehicles move in the surrounding area of the body 1. For this reason, it is preferable to stop the operation of the sonar sensor 60 during seedling replenishment. Alternatively, it is preferable that even if the sonar sensor 60 detects an obstacle during seedling replenishment, the sonar sensor 60 ignores the obstacle. Also, even if an obstacle is detected during automatic travel, automatic travel is ended and the setting information and the like of automatic travel is deleted. If an obstacle is detected during seedling replenishment, automatic travel may not end and automatic travel may transition to a temporary stopped state. As a result, work travel can be resumed quickly.
[0530] Then, when the seedling replenishment is completed and the travel route is returned to, it is preferable to resume the operation of at least the rear sonars 62 of the sonar sensors 60, or to perform processing with consideration given to the detected obstacle. Furthermore, immediately after the seedling replenishment ends, there is a high likelihood that the work vehicle will approach the body 1. For this reason, the lateral sonars 63 may be operated when traveling in reverse after the seedling replenishment ends. Also, when traveling in reverse, there will be a ridge at a position near the front of the body 1. For this reason, it is preferable that the front sonars 61 are operated even when traveling in reverse, at least until reaching the inner region IA of the field. Note that the same control may be performed not only when replenishing seedlings but also when replenishing other materials.
[0531] Sonar Sensor Defect Detection
A configuration for detecting a defect in the sonar sensors 60 will be described with reference to FIGS. 1 to 5 and FIGS. 12 to 14.
[0532] In some cases, mud or the like adheres to the sonar sensors 60, making it impossible to properly detect obstacles. At the start of traveling, the operation of the sonar sensors 60 is confirmed, but even if a defect occurs in the sonar sensors 60 during traveling, it is difficult to detect it.
[0533] For this reason, if the front sonars 61 do not detect the mud surface when traveling in reverse, the sonar ECU 64 or the control unit 30 may determine that a defect has occurred in the front sonars 61. Even if the front sonar 61 detects an obstacle when traveling in reverse, control is performed so that it is not recognized as an obstacle. Also, the front sonar 61 detects whether or not the mud surface is included in the detection range, and whether or not the obstacle is the mud surface, and if it is the mud surface, control is performed so that it is not recognized as an obstacle. For this reason, if the front sonar 61 does not detect the mud surface for a predetermined period during reverse travel, the front sonar 61 can determine that a defect has occurred in the front sonar 61.
[0534] If it is understood that the ridge is being approached based on the location information, even if the ridge is within the detection range of the sonar sensor 60, if the sonar sensor 60 that detects the obstacle on the front side in the traveling direction does not detect the obstacle, it can be determined that a defect has occurred in the sonar sensor 60.
[0535] If at least some of the detection ranges of the four front sonars 61 overlap, or if only one of the front sonars 61 detects an obstacle, then it can be determined that a defect has occurred in one of the front sonars 61 is determined to be defective.
[0536] If adjacent sonar sensors 60 are arranged close to each other and only one sonar sensor 60 detects an obstacle, it may be determined that a defect has occurred in the other sonar sensor 60.
[0537] Travel Control During Chemical Replenishment
The travel control at the time of chemical replenishment will be described with reference to FIGS. 1 to 5.
[0538] The rice transplanter replenishes the chemical when the loaded chemical runs out. At the time of chemical replenishment, the body 1 is brought to the ridge of the seedling replenishment side SL by reverse travel. When the chemical replenishment is completed, the body 1 moves forward and returns to the travel route.
[0539] In manned automatic travel during chemical replenishment, turning is performed by human operation while maintaining the automatic state, reverse travel is performed, and the body 1 is brought to the ridge of the seedling replenishment side SL.
[0540] In unmanned automatic travel, the body 1 is temporarily stopped when transitioning from a turning route to the inner back-and-forth route IPL, and by performing a human operation during that time, the body 1 travels in reverse at a predetermined speed (small approach), and the body 1 is brought to the ridge of the seedling replenishment side SL. This artificial operation can be performed with the remote control 90 or the like. Note that such an artificial operation can be accepted while traveling in the middle of the turn, and after the turn ends, the body 1 travels in reverse at a predetermined speed.
[0541] Notification During Automatic Travel
A configuration for controlling notification during automatic travel will be described with reference to FIGS. 1 to 5.
[0542] Immediately before the start of automatic driving in unmanned automatic travel, the information terminal 5 displays a notification screen prompting the operator to confirm whether or not a seedling shortage or a chemical shortage has occurred. Also, a sensor (one of the sensor group 1A shown in FIG. 5) that detects the remaining amount of seedlings or the chemical may be provided, and if a seedling shortage or a chemical shortage has occurred, at least one of notification of the fact that a seedling shortage or a chemical shortage has occurred and notification prompting replenishment of the seedlings or the chemical may be performed. Such a notification may be displayed on the information terminal 5, may be performed through audio by the voice alarm generation device 100, and may be a notification performed by lighting the tower lamp 71 or may be a notification to the remote control 90 or the like. The above processing is performed when the operation to start travel by automatic travel is performed by the remote control 90, and at least one of a notification screen, notification that there is a seedling shortage or a chemical shortage, and notification prompting replenishment of the seedlings or the chemical is performed. Furthermore, abnormalities other than a seedling shortage and a chemical shortage may be confirmed, and in addition to display of the fact that the abnormality has occurred, notification prompting the elimination/avoidance of the abnormality or a procedure therefor may be performed.
[0543] Also, at the start of automatic travel, notification may be performed using a voice alarm or the like before movement starts. Thereafter, the body 1 may start moving after the notification ends, or the body 1 may start moving together with the notification.
[0544] For automatic travel, a mode with seedling replenishment and a mode without seedling replenishment can be set. In the mode with seedling replenishment, the body 1 temporarily stops in the terminal end region of the inner back-and-forth route IPL before the turning route in order to select whether or not to replenish the seedlings. When it is not necessary to replenish the seedlings, the remote control 90 is artificially operated during the temporary stop to resume travel, and the body 1 stands by in the stopped state until the remote control 90 is operated. When it is necessary to replenish the seedlings, an artificial operation indicating that seedling replenishment is needed is performed, and first, the body 1 is automatically caused to travel straight toward the ridge for a predetermined distance and then stopped. Thereafter, the body 1 can be moved to the ridge of the seedling replenishment side SL through another artificial operation using the remote control 90. As another embodiment, the seedling replenishment location may be a specific seedling replenishment point on the peripheral side of the field instead of the seedling replenishment side. Also, in the mode with seedling replenishment, a route is generated toward the seedling replenishment side or the seedling replenishment point, and automatic travel may be performed along the route.
[0545] Also, even in the mode without seedling replenishment, the body 1 temporarily stops at the boundary between the turning route and the inner back-and-forth route IPL to switch the control. Even in the mode without seedling replenishment, it may be necessary to move the body 1 close to the ridge of the seedling replenishment side SL due to an unexpected need for seedling replenishment or another circumstance. At this time, while the body 1 is temporarily stopped, the body 1 can be brought close to the ridge of the seedling replenishment side SL by artificial operation using the remote control 90 or the like. Alternatively, the speed of the body 1 can be gradually reduced before being temporarily stopped, and during that time, the body 1 can be brought close to the ridge of the seedling replenishment side SL by artificial operation using the remote control 90 or the like.
[0546] Note that the traveling may be automatically resumed upon the elapse of a predetermined amount of time after the body 1 is temporarily stopped, but an artificial operation may be required to resume the travel.
[0547] Notification of simply moving forward or moving in reverse, which does not include notification of an abnormality, can be canceled by setting.
[0548] Also, the operation of the voice alarm generation device 100 or the like may be checked at the start of automatic travel. For example, when the automatic travel start/stop switch 7D is pressed, the operation is checked according to whether or not the current value flowing in the voice alarm generation device 100 and the like is correct.
[0549] Operation of Operation Tool in Control During Automatic Travel
The operation of the operation tool in the control during automatic travel will be described with reference to FIGS. 1 to 5.
[0550] In unmanned automatic travel, after travel is started, there is no intervention in the operation performed by the operator, the main shift lever 7A remains in the neutral position, and the travel and the work are controlled by the control unit 30.
[0551] In manned automatic travel, travel is started by the driver operating the main shift lever 7A, and a certain manual operation is required even when performing turning travel or work, in some cases. At this time, the driver receives guidance performed under the control of the control unit 30, and by performing an operation according to the guidance, the travel is started, and the turning travel and the work are performed. For example, guidance for operating the main shift lever 7A in the traveling direction with respect to the traveling direction of the route is given. Guidance is given by audio guidance, display on the information terminal 5, and the like, and includes guidance for prompting the operation of the main shift lever 7A and the operation of the working device 1C. Furthermore, in manned automatic travel, a notification to that effect is given at the start of travel, during reverse travel, and during turning.
[0552] In manned automatic travel, the operation of setting the main shift lever 7A to the neutral position is necessary to start the automatic travel, and the operation relating to the operation of the working device 1C such as the lowering of the seedling planting device 3 is needed in order to continue the automatic work travel. For example, it is necessary to cause the working device 1C, which has been put in a non-working state during turning, to transition to a working state after turning. For this reason, guidance by audio or the like prompting these operations is continuously performed unless these operations are performed. For example, in the outermost periphery planting work by manned automatic travel, the automatic travel does not continue unless the seedling planting device 3 is lowered by a manual operation. For this reason, the guidance prompting setting of the main shift lever 7A to the neutral position continues to be given until the seedling planting device 3 is lowered.
[0553] It is preferable that guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A has been operated to the neutral position during turning or reverse travel in manned automatic travel, guidance for returning the main shift lever 7A to the neutral position when the main shift lever has been operated in the forward/reverse direction during unmanned automatic control, guidance for lowering the seedling planting device 3 raised by the worker during automatic work travel, or guidance for raising or lowering the seedling planting device 3 at the starting end of each side in outermost periphery planting work continues to be given until the operation according to the guidance is performed. Note that the guidance for returning the main shift lever 7A to the operating position when the main shift lever 7A has been operated to the neutral position during turning or reverse travel in manned automatic travel, the guidance for returning the main shift lever 7A to the neutral position when the main shift lever has been operated in the forward/reverse direction during unmanned automatic control, and the guidance for lowering the seedling planting device 3 raised by the worker during automatic work travel are operations contrary to the pre-set automatic travel, and if such an operation is performed, guidance (warning) will be given such that an operation appropriate for performing the set automatic travel is performed.
[0554] At this time, audio guidance may be given a predetermined number of times for a predetermined amount of time, and only guidance performed through display on the information terminal 5 may be continued until the above-described operation is performed.
[0555] Note that the guidance for operating the main shift lever 7A to the neutral position may be performed if it is determined whether or not the angle of the swash plate of the continuously-variable transmission 9 is in the neutral position regardless of the operation position of the main shift lever 7A and it is determined that the angle of the swash plate of the continuously-variable transmission 9 is not in the neutral position. Also, when the angle of the swash plate of the continuously-variable transmission 9 is determined to be the neutral position and automatic travel is started while the main shift lever 7A is not in the neutral position, the angle of the swash plate of the continuously-variable transmission 9 may be displaced to an angle corresponding to the operating position of the main shift lever 7A. As a result, travel can be performed at a travel speed corresponding to the operation position of the main shift lever 7A, and the travel speed can be matched to the operation performed by the worker.
[0556] During manned automatic travel, guidance is given for the operation of the main shift lever 7A and the like, and travel is performed based on the corresponding operation. However, in the outermost periphery planting work, turning travel (direction change) connecting each side of the outer loop route ORL switches between forward and reverse travel without requiring the operation of the driver. For this reason, even in the case of manned automatic travel, it is preferable not to give guidance even if the travel is switched during travel that does not require such an operation. However, it is also possible to use a configuration in which, even in turning travel connecting each side of the outer loop route ORL, the operation of the working device 1C requires a manual operation, and in this case, guidance for performing the operation relating to the operation of the working device 1C may be given.
[0557] The main shift lever 7A operated during manned automatic travel is maintained in the route traveling direction during automatic travel, and even if there is reverse travel accompanying a change of direction (turning) in automatic travel along the way, the main shift lever 7A is maintained in that position. Also, if an actuator such as a motor for moving the operation position of the main shift lever 7A is provided, the operation position of the main shift lever 7A may be changed depending on the traveling direction of the body 1 (the angle of the swash plate of the continuously-variable transmission 9). Similarly, if the travel speed is changed by the brake, the operating position of the main shift lever 7A may be changed depending on the operation of the brake or the travel speed (angle of the swash plate of the continuously-variable transmission 9). At this time, notification of the operation status may be performed during the operation of the actuator and before and after the operation.
[0558] Note that the start of automatic travel is when start point guidance is to be started, when back-and-forth planting is to be started, when a return from material replenishment is to be performed, when unmanned automatic travel on the inner loop route IRL is to be started, when automatic travel for each side (a travel route that connects to the turning region and is approximately parallel to the peripheral side of the field) in the case of performing outermost peripheral planting in manned automatic travel is to be started, and the like.
[0559] Also, in unmanned automatic travel, if the main shift lever 7A has been erroneously operated from the neutral position, notification/guidance is performed to prompt a return of the main shift lever 7A to the neutral position.
[0560] When manned automatic travel is started, if the conditions necessary for automatic travel are met, the control state is displaced to the automatic travel permission state. Automatic travel is started only if the main shift lever 7A has been operated in a predetermined direction in this automatic travel permission state. For this reason, even if the main shift lever 7A is operated in a direction different from the predetermined direction in the automatic travel permission state, the body 1 does not move.
[0561] The start point guidance in manned automatic travel is performed by manual operation based on the guidance. For this reason, during start point guidance in manned automatic travel, first, notification is performed to operate the main shift lever 7A to the reverse side for reverse travel, and then notification is performed to operate the main shift lever 7A to the forward side in order to move by forward travel to the start point S.
[0562] As a condition for starting or continuing manned automatic travel, when automatic travel is started from the automatic travel permission state, or if travel is resumed from the temporary stopped state during automatic travel, the main shift lever 7A may be in a position other than the neutral position. For this reason, the driver operates the main shift lever 7A from the neutral position in a predetermined direction to resume automatic travel when the start point guidance is started, when the back-and-forth planting (planting work travel on the inner back-and-forth route IPL) is started, when travel is resumed after seedling replenishment, being automatic guidance is performed at the start point of the inner back-and-forth route IPL after the back-and-forth planting, and the like.
[0563] In both manned automatic travel and unmanned automatic travel, it may be necessary that the main shift lever 7A is in the neutral position before the automatic travel starts.
[0564] Manned automatic travel is started by pressing the automatic travel start/stop switch 7D after the predetermined conditions are met when manned automatic travel has been selected with the mode switch 7E or the like, and travel is started by operating the main shift lever 7A in the forward direction. Also, the unmanned automatic travel is started when a predetermined condition is satisfied, travel is started by the operation of the remote control 90, and travel is not started by operation of an operating tool other than the remote control 90.
[0565] In manned automatic travel, automatic travel is started by operating the main shift lever 7A. Also, in manned automatic travel, the seedling planting device 3 is lowered by a manual operation after the turning ends.
Also, the manned automatic travel mode is transitioned to by operation of the automatic travel start/stop switch 7D.
[0566] However, the raising and lowering of the seedling planting device 3 at the time of turning during outermost periphery planting is operated according to the guidance. Even in this case, if it can be confirmed that there is no problem in raising and lowering the seedling planting device 3 through image analysis using an image capture device, the raising and lowering of the seedling planting device 3 may also be performed by automatic control.
[0567] Note that the above guidance may be given by various means using the tower lamp 71, the remote control 90, or the like, in addition to audio guidance given by a voice alarm or the like and display performed by the information terminal 5. Such guidance is controlled by a notification control unit or the like, the notification control unit may be a control unit 30, may be included in the control unit 30, or may be provided separately from the control unit 30.
[0568] Since the outer loop route ORL travels around the ridge and the like, a route may be provided on the inner side by a predetermined distance from the periphery of the field, and unmanned automatic travel may or may not be performed at the same time. In this case, it is preferable to set the distance from the periphery of the field sufficiently larger than that in the case where the unmanned automatic travel is not performed, and to suppress the occurrence of an unexpected situation even if the unmanned automatic travel is performed. In this manner, by enabling unmanned automatic travel even on the outer loop route ORL, it is possible to perform work travel by continuing unmanned automatic travel on the inner loop route IRL and the outer loop route ORL.
[0569] Here, the travel route including the outer loop route ORL is determined based on the first non-work travel performed along the periphery of the field. The non-work travel along the periphery of the field may be performed close to the periphery of the field, or may be performed along the periphery at a predetermined distance from the periphery of the field.
If non-work travel is performed close to the periphery of the field, the outer loop route ORL is set on the inner side by a predetermined distance relative to the route on which non-work travel is performed, and the inner loop route IRL and the inner back-and-forth route IPL are set with reference to the outer loop route ORL. When non-work travel is performed at a predetermined distance from the periphery of the field, the route on which non-work travel is performed is set as the outer loop route ORL, and the inner loop route IRL and the inner back-and-forth route IPL are set with reference to the outer loop route ORL.
[0570] For example, a front marker (corresponding to an “adjacent marker”) is used when performing non-work traveling at a predetermined distance from the periphery of the field. By performing non-work travel such that the front marker is in contact with the periphery (e.g., ridge) of the field, travel is performed along the periphery away from the periphery of the field by an amount corresponding to the length of the front marker.
[0571] For example, the front marker is configured to be switchable in three stages. The first stage is a stored state. The second stage is a state in which it protrudes by a normal length, which is a length protruding from the outermost end of the planting portion by the length between the rows. The third stage is a state of protruding by the length by which the body 1 travels at a predetermined distance from the periphery of the field when non-work travel is performed such that the front marker is in contact with the periphery of the field (e.g., the ridge). Also, by making the length of the front marker variable in the third stage, a predetermined distance can be set as appropriate. If a predetermined distance can be set as appropriate, the travel speed for traveling on the outer loop route ORL may be set according to the predetermined distance.
[0572] Also, non-work travel along the periphery of the field may be performed away from the periphery of the field by a distance determined by the driver in consideration of manned automatic travel the outer loop route ORL. As a result, it is possible to ensure a planting region needed in the field and set a predetermined distance according to the skill of the driver.
[0573] Note that the predetermined distance can be the lowest distance by which the body 1 travels until the body 1 is stopped after an abnormality is detected when an abnormality including an obstacle is detected and the body 1 is to be stopped when traveling at a predetermined travel speed, or a distance obtained by adding a margin to the lowest distance.
[0574] By performing non-work travel along the periphery of the field, the position information relating to the periphery of the field is acquired, and the outer shape map (field map) and the traveling route of the field are set based on the peripheral side. In non-work travel along the periphery of the field, travel may be continuously performed on all sides forming the field, and the position information relating to the continuous peripheral side may be acquired, or the field map may be generated by separately acquiring position information relating to each side forming the field. As a result, even if the travel is stopped in the middle of the non-work travel along the periphery of the field, the travel can be started over from the side on which the travel was stopped, without starting the non-work travel over from the beginning. If a field map is generated for each side, the outermost periphery planting can be performed for each side.
[0575] Work travel is performed on the outer loop route ORL by manned automatic travel. In manned automatic travel on the outer loop route ORL, the work travel is performed according to the control by automatic travel, and the turning travel is performed during the work travel on each side. When turning, it is necessary to raise and lower the seedling planting device 3 or the like, which is manually operated according to the guidance. There is no limitation to such a configuration, and it is also possible to use a configuration in which the raising and lowering and the like of the seedling planting device 3 can be performed by automatic control, and the worker can select whether to perform manual operation or automatic control. In the automatic control, for example, the seedling planting device 3 is raised before the start of the turning travel and the seedling planting device 3 is lowered after the end of the turning travel.
[0576] Note that the control unit 30 performs generation of the outer shape map of the field (field map), setting of the inner region IA, setting of the peripheral region OA, setting of the travel route, and adjustment of the distance from the peripheral side of the field to the outer loop route ORL. Alternatively, a travel route generation unit that is included in the control unit 30 or provided outside of the control unit 30 may perform these processes.
[0577] Control Performed During Seedling Shortage, Fertilizer Shortage, Etc.
The control performed when there is a seedling shortage, a fertilizer shortage, or the like will be described with reference to FIGS. 1 to 5.
[0578] A sensor that detects the remaining amount of each material (one of the sensor group 1A shown in FIG. 5) may be provided in devices that supply various materials such as the seedling planting device 3, the fertilization device 4, the chemical spraying device 18, and a seed sowing machine. Hereinafter, a seedling shortage sensor that detects the remaining amount of seedlings will be described as an example, but the present invention can also be applied to various materials such as fertilizers, chemicals, and rice seed.
[0579] When the seedling shortage sensor detects that the remaining amount of seedlings is a predetermined amount or less, the control unit 30 may notify the information terminal 5, the voice alarm generation device 100, or the like to that effect.
[0580] Also, the control unit 30 may perform control such that travel is not performed when the seedling shortage sensor detects that the remaining amount of seedlings is a predetermined amount or less at the start of work travel or when work travel is resumed after the vehicle is stopped. If the planting work is performed when the remaining amount of seedlings is insufficient, there is a possibility that a stock shortage will occur in the middle of the field. For this reason, the occurrence of stock shortage is suppressed by using a configuration in which travel is not performed while there is such a possibility.
[0581] If it is detected that the remaining amount of seedlings is a predetermined amount or less in the middle of the travel route, the body 1 may be stopped, or the seedling replenishment side SL may be traveled to with the seedling planting device 3 raised. Also, the seedling shortage sensor may be configured to detect a predetermined amount within the range where the amount required to return to the seedling replenishment side SL remains, and may be configured to travel to the seedling replenishment side SL while continuing the work travel if the seedling shortage sensor detects this amount. Also, there is no limitation to the seedling supply side SL, and it is also possible to use a configuration in which another side at which seedling replenishment is possible is traveled to depending on the position detected by the seedling shortage sensor.
In the movement to the seedling supply side SL or other side during automatic travel, the travel route from that location may be generated, and automatic travel may be performed along that travel route.
[0582] Also, even if the seedlings run out in the middle of the field, in any case, it is necessary to travel to the seedling replenishment side SL for seedling replenishment. For this reason, even if it is detected that the remaining amount of seedlings is the predetermined amount in the middle of the travel route, work travel may be continued near the seedling replenishment side SL, for example, before the turning region of the inner back-and-forth route IPL.
[0583] A seedling shortage sensor (one of the sensor group 1A shown in FIG. 5) that detects that the seedlings have run out is further provided for each row, and in work travel performed after it is detects that the remaining amount of seedlings is a predetermined amount or less in the middle of the travel route, if the seedlings run out in any of the rows, the seedling planting device 3 may be raised and travel may be performed. The seedling shortage sensor that detects that the seedlings have run out may have, for example, a configuration in which image analysis is performed to determine that the seedlings have run out because the number of seedlings has decreased to a threshold value or less by an image capture device, or may detect the seedling shortage by inputting the captured image to a machine-learned trained model. Also, the seedling shortage sensor that detects that the seedlings have run out may be a seedling shortage sensor (one of the sensor group 1A shown in FIG. 5) that is provided at the terminal end of the seedling feeding section of the seedling stand 21 and detects whether or not there are seedlings.
[0584] The small approach function can be used to move to the seedling supply side SL, but the speed limit of the small approach may be removed when the small approach travel is performed with the seedling planting device 3 raised (idle work), and the travel speed may be faster than that of the small approach performed before and after the turning region. As a result, even if a decrease in the remaining amount of seedlings is detected at a position far from the seedling replenishment side SL, it is possible to quickly move to the seedling replenishment side SL.
[0585] At the start of automatic travel on the inner loop route IRL and the outer loop route ORL, if it is detected that the remaining amount of seedlings is a predetermined amount or less, the travel is not started. Furthermore, on each side of the inner loop route IRL and the outer loop route ORL, even at the start of work travel after turning, if it is detected that the remaining amount of seedlings is a predetermined amount or less, the travel may not be started.
[0586] At least one of a location where it is detected that the remaining amount of seedlings is a predetermined amount or less and a location where it is detected that the seedlings have run out for each row may be displayed on the information terminal 5 or the like.
[0587] If it is detected that the remaining amount of seedlings is the predetermined amount or less in the automatic travel on the inner loop route IRL and the outer loop route ORL, the body 1 may be temporarily stopped after the work travel along each side ends, or before or after the turning travel. It is possible to determine whether or not to replenish the seedlings while the vehicle is stopped.
[0588] It is also possible to use a configuration in which clogging of materials such as seedlings, for example, side-row fertilizer, rice seed, side-row chemicals, and the like, fuel shortage, the remaining amount of the battery 73, and the like are detected. When these are detected, the body 1 may be stopped. For example, when clogging with a material such as fertilizer occurs, it is difficult to determine which row is clogged with side-row chemicals, and therefore it is not possible to stop fertilization for each row, and it is appropriate to stop the body 1. However, if possible, a sensor (one of the sensor group 1A shown in FIG. 5) that detects clogging of side-row fertilizer, rice seed, side-row chemicals, and the like may be provided for each row. Also, the battery 73 can be charged by increasing the engine rotation speed. For this reason, if it is detected that the remaining amount of the battery 73 is a predetermined amount or less, the engine rotation speed may be automatically increased.
[0589] Slip Determination
A configuration for determining slip and controlling travel will be described with reference to FIGS. 1 to 5.
[0590] Depending on the state of the field, the body 1 may slip while traveling, the wheels 12 (body 1) may sink, and work travel may be delayed. For this reason, it is preferable to measure the slip ratio of the body 1.
[0591] The slip ratio is a state in which the body 1 attempts to travel but the body 1 does not travel. For this reason, the slip ratio can be calculated based on the state of the continuously-variable transmission 9 and the vehicle position calculated by the positioning unit 8. Also, instead of the state of the continuously-variable transmission 9, a rotation speed sensor (one of the sensor group 1A shown in FIG. 5) of the rotation shaft, which is provided on the wheel 12, may be used.
[0592] If the slip ratio calculated in this manner is a predetermined value or more and this state continues for a predetermined amount of time or longer, it is determined that the wheels 12 have sunk.
[0593] If it is determined that the wheels 12 have sunk, the body 1 is temporarily stopped, and in the case of automatic travel, the automatic travel is ended. Also, when it is determined that the wheels 12 have sunk, a return operation may be performed, or the body 1 may be temporarily stopped if the sinking is not resolved even if the return operation is performed. In the return operation, for example, the differential may be locked to drive either the left or right wheels 12, the steering wheel may be returned and the side clutch may be engaged during turning, or slalom travel may be performed.
[0594] Also, the sinking location may be stored on the travel route, and the sinking location may be recognized as an obstacle and may be reflected in the setting of the travel route. For example, the travel route is set so as to bypass the sinking location.
[0595] Vehicle Speed Control when Switching Work Clutch
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 a paddy field. More specifically, the seedling planting device 3 performs seedling planting work along a predetermined row direction.
[0596] Note that the present invention is not limited to this, and as a specific example of the working device 1C, a sowing device that performs sowing work along a predetermined row direction may be provided. That is, the working device 1C may be a planting system working device that performs seedling planting work or sowing work along a predetermined row direction.
[0597] As shown in FIG. 15, the rice transplanter in the present embodiment includes a first clutch C1, a second clutch C2, a third clutch C3, and a fourth clutch C4. Row clutches EC are constituted by the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. Note that each row clutch EC is an example of a work clutch that switches the drive state of the working device 1C by turning on/off the motive power transmission from the engine 2.
[0598] As shown in FIG. 15, the motive power from the engine 2 is distributed to each planting mechanism 22 via each row clutch EC. Each row clutch EC is constituted so as to be able to select the start of work and stopping of work by the seedling planting device 3 for each predetermined number of rows. More specifically, each row clutch EC is constituted to be able to select the start of work and stopping of work by the seedling planting device 3 every two rows.
[0599] Note that the present invention is not limited to this, and each row clutch EC may be constituted to be able to select the start of work and stopping of work by the seedling planting device 3 for each row or every three or more rows.
[0600] Hereinafter, each row clutch EC will be described in detail. The eight planting mechanisms 22 are provided divided in four sets. Also, the control unit 30 controls the engaged/disengaged state of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. That is, the control unit 30 controls the engaged/disengaged state of each row clutch EC. Note that the control unit 30 is an example of a clutch control unit that controls the engaged/disengaged state of the work clutch.
[0601] If the first clutch C1 is in engaged state, the leftmost set of the four sets of planting mechanisms 22 is driven. Also, if the first clutch C1 is in the disengaged state, one of the four sets of planting mechanisms 22 at the left end is stopped.
[0602] If the second clutch C2 is in the engaged state, the second set from the left among the four sets of planting mechanisms 22 is driven. If the second clutch C2 is in the disengaged state, the second set from the left among the four sets of planting mechanisms 22 is stopped.
[0603] If the third clutch C3 is in the engaged state, the second set from the left among the four sets of planting mechanisms 22 is driven. Also, if the third clutch C3 is in the disengaged state, the second set from the left among the four sets of planting mechanisms 22 is stopped.
[0604] If the fourth clutch C4 is in the engaged state, the set on the left end among the four sets of planting mechanisms 22 is driven. Also, if the fourth clutch C4 is in the disengaged state, the set on the right end among the four sets of planting mechanisms 22 is stopped.
[0605] Also, as shown in FIG. 15, the rice transplanter in the present embodiment includes a planting clutch C5. The planting clutch C5 is an example of a work clutch that switches the drive state of the working device 1C by turning on/off the motive power transmission from the engine 2.
[0606] As shown in FIG. 15, the motive power from the engine 2 is distributed to each planting mechanism 22 via the planting clutch C5. The planting clutch C5 switches the driving state of the seedling planting device 3 by turning on/off the motive power transmission from the engine 2.
[0607] More specifically, the control unit 30 controls the engaged/disengaged state of the planting clutch C5. If the planting clutch C5 is in the engaged state, the motive power from the engine 2 is transmitted to the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. At this time, if the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 are in the engaged state, the four sets of planting mechanisms 22 are driven. As a result, the seedling planting device 3 is driven.
[0608] Also, if the planting clutch C5 is disengaged, the motive power from the engine 2 is not transmitted to any of the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. As a result, the four sets of planting mechanisms 22 are stopped. As a result, the seedling planting device 3 is stopped.
[0609] That is, if the planting clutch C5 is engaged, the seedling planting device 3 is driven, and if the planting clutch C5 is disengaged, the seedling planting device 3 is stopped.
[0610] With the above configuration, the rice transplanter in the present embodiment is configured such that the driving of the seedling planting device 3 is started due to the planting clutch C5 being switched from the disengaged state to the engaged state, and the driving of the seedling planting device 3 is stopped due to the planting clutch C5 being switched from the engaged state to the disengaged state.
[0611] Also, the elevating link 13a shown in FIG. 1 is a specific example of the working device 1C. The control unit 30 controls the driving of an elevating link 13a. The seedling planting device 3 moves up and down due to the driving of the elevating link 13a. That is, the control unit 30 controls the raising and lowering of the seedling planting device 3. Note that the control unit 30 is an example of an elevating control unit that controls the raising and lowering of the seedling planting device 3.
[0612] The control unit 30 is configured to raise the seedling planting device 3 when the driving of the seedling planting device 3 is stopped. As a result, even if the rice transplanter is located on the ridge, the rice transplanter can turn smoothly.
[0613] Also, the control unit 30 is configured to lower the seedling planting device 3 when the driving of the seedling planting device 3 is started. As a result, the seedling planting work performed by the seedling planting device 3 is reliably performed.
[0614] Also, the control unit 30 can execute speed reduction control and speed increase control by controlling the traveling device 1D. Speed reduction control is control for reducing the vehicle speed. Also, the speed increase control is control for increasing the vehicle speed. That is, the control unit 30 controls the vehicle speed. Note that the control unit 30 is an example of a vehicle speed control unit that controls the vehicle speed.
[0615] Here, the rice transplanter in the present embodiment is an example of a work machine capable of automatic travel. When the rice transplanter automatically travels, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the planting clutch C5 are automatically controlled by the control unit 30.
[0616] There is a time lag between the start of control for engaging and disengaging the row clutches EC and the planting clutch C5 and the actual switching of the drive state of the seedling planting device 3. For this reason, if the travel speed is too fast, the planting operation may not be started or ended at an appropriate position. In order to properly perform the planting work, it is preferable that the traveling vehicle speed is reduced when each row clutch EC or the planting clutch C5 is engaged or disengaged. For example, when each row clutch EC or the planting clutch C5 is engaged or disengaged, the travel speed is reduced to a predetermined vehicle speed.
[0617] Also, it is preferable to recover the traveling speed after the engagement/disengagement operation of each row clutch EC or the planting clutch C5 ends. As a result, it is possible to efficiently perform the planting work or the subsequent travel while appropriately starting or ending the planting work.
[0618] However, if the travel speed is repeatedly switched in a short amount of time, on the contrary, the work may not be performed properly, and smooth travel may be hindered. For this reason, a configuration may be used in which, when the distance traveled by the body 1 after each row clutch EC or the planting clutch C5 is disengaged and before each row clutch EC or the planting clutch C5 is engaged is a predetermined distance or less, the travel speed is not recovered. Alternatively, it is also possible to use a configuration in which, if the time from when each row clutch EC or the planting clutch C5 is turned off until when each row clutch EC or the planting clutch C5 is switched to the on state is a predetermined time or less, the travel speed is not recovered.
[0619] Note that these predetermined distances and times can be set as appropriate and can be changed according to the working conditions. Also, the predetermined distance and time can be set for each row. Also, it is preferable that when performing speed reduction and speed increase, the speed is not changed suddenly, but is changed slowly.
[0620] Also, the function of reducing the travel speed when each row clutch EC or the planting clutch C5 is engaged or disengaged may be disabled as appropriate.
[0621] Hereinafter, the vehicle speed control performed in the case where the engaged/disengaged state of each row clutch EC is switched will be described by taking the automatic travel shown in FIG. 16 as an example. Note that hereinafter, the control for switching the engaged/disengaged state of each row clutch EC is referred to as “switching control”.
[0622] In the example shown in FIG. 16, the rice transplanter first performs seedling planting work while traveling along the inner back-and-forth route IPL. Next, the rice transplanter performs seedling planting work while traveling along the inner loop route IRL. Finally, the rice transplanter performs the seedling planting work while traveling along the outer loop route ORL.
[0623] In this example, an obstacle OB is located on the periphery of the field. For this reason, the outer loop route ORL is generated so as to bypass the obstacle OB. As a result, part of the outer loop route ORL overhangs toward the inner loop route IRL.
[0624] As a result, when the rice transplanter travels along the inner loop route IRL, the two sets on the left side among the four sets of planting mechanisms 22 pass through the region where the seedling planting work is scheduled to be performed when the rice transplanter travels along the outer loop route ORL. For this reason, the two sets on the left side among the four sets of planting mechanisms 22 are stopped while passing through this region.
[0625] Then, when the control unit 30 executes the switching control, the control unit 30 executes the speed reduction control before the engaged/disengaged state of each row clutch EC is switched. Also, after the body 1 has passed the switching point, the control unit 30 executes the speed increase control. Note that the switching point is the body position at the time when the switching control is executed by the control unit 30.
[0626] That is, when the control unit 30 executes the switching control, which is control for switching the engaged/disengaged state of each row clutch EC, the control unit 30 reduces the speed reduction control, which is control for reducing the vehicle speed, before the engaged/disengaged state of each row clutch EC is switched.
[0627] Also, after the body 1 passes the switching point, which is the body position at the time when the switching control is executed by the control unit 30, the control unit 30 executes the speed increase control, which is control for increasing the vehicle speed.
[0628] More specifically, when the rice transplanter travels along the inner loop route IRL shown in FIG. 16, the body 1 first passes through the position P1. The time at this time is time t1.
[0629] Next, the body 1 reaches a position P3 after passing through a position P2. At this time, the first clutch C1 and the second clutch C2 are switched from the engaged state to the disengaged state by the control of the control unit 30. As a result, the two sets on the left side among the four sets of planting mechanisms 22 stop.
[0630] Next, the body 1 reaches a position P8 after passing through positions P4, P5, P6, and P7. At this time, the first clutch C1 and the second clutch C2 are switched from the disengaged state to the engaged state by the control of the control unit 30. As a result, the driving of the two sets on the left side among the four sets of planting mechanisms 22 is resumed.
[0631] Thereafter, the body 1 passes through positions P9 and P10.
[0632] That is, in this example, all four sets of planting mechanisms 22 are driven until the body 1 reaches the position P3. For this reason, the rice transplanter plants eight rows of seedlings while traveling until the body 1 reaches the position P3.
[0633] Also, when the body 1 is located between the position P3 and the position P8, the rice transplanter plants only four rows of seedlings on the right side while traveling.
[0634] Then, after the body 1 passes the position P8, the rice transplanter plants eight rows of seedlings while traveling.
[0635] FIG. 17 shows the trend of the vehicle speed of the rice transplanter when the rice transplanter travels along the inner loop route IRL in the example shown in FIG. 16.
[0636] Note that the times when the body 1 reaches the positions P2, P3, P4, P5, P6, P7, P8, P9, and P10 are times t2, t3, t4, t5, t6, t7, t8, t9, and t10, respectively.
[0637] Until time t1, the vehicle speed of the rice transplanter is a first vehicle speed V1. Then, at time t1, the body 1 reaches the position P1. In this example, the switching control is scheduled to be executed when the body 1 reaches the position P3. For this reason, the control unit 30 executes speed reduction control from the time t1 to the time t2. Note that in this embodiment, the speed reduction control is executed until the vehicle speed of the rice transplanter reaches a predetermined second vehicle speed V2. Note that the second vehicle speed V2 is lower than the first vehicle speed V1.
[0638] As a result, when the body 1 reaches the position P2, the vehicle speed of the rice transplanter reaches the second vehicle speed V2. That is, at the time t2, the vehicle speed reaches the second vehicle speed V2.
[0639] At the time t3, the body 1 reaches the position P3. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the engaged state to the disengaged state through the control of the control unit 30. That is, at this time, the control unit 30 executes the switching control.
[0640] Here, as described above, the speed reduction control has already been executed in the period from the time t1 to the time t2. That is, the control unit 30 has already executed the speed reduction control before the engaged/disengaged state of each row clutch EC is switched.
[0641] Also, the position P3 is a switching point. For this reason, the control unit 30 executes the speed increase control from the time t4 to the time t5 after the body 1 passes through the position P3. Note that in the present embodiment, the speed increase control is executed until the vehicle speed of the rice transplanter reaches the vehicle speed before the execution of the speed reduction control.
[0642] As a result, when the body 1 reaches the position P5, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. Thereafter, until the time t6, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.
[0643] In this example, the switching control is scheduled to be executed when the body 1 reaches the position P8. For this reason, the control unit 30 executes speed reduction control from the time t6 to the time t7.
[0644] As a result, when the body 1 reaches the position P7, the vehicle speed of the rice transplanter reaches the second vehicle speed V2. That is, at the time t7, the vehicle speed reaches the second vehicle speed V2.
[0645] At the time t8, the body 1 reaches the position P8. At this time, as described above, the first clutch C1 and the second clutch C2 are switched from the disengaged state to the engaged state through the control performed by the control unit 30. That is, at this time, the control unit 30 executes the switching control.
[0646] Here, as described above, the speed reduction control has already been executed in the period from the time t6 to the time t7. That is, the control unit 30 has already executed the speed reduction control before the engaged/disengaged state of each row clutch EC is switched.
[0647] Also, the position P8 is a switching point. For this reason, the control unit 30 executes speed increase control from the time t9 to the time t10 after the body 1 passes through the position P8.
[0648] As a result, when the body 1 reaches the position P10, the vehicle speed of the rice transplanter reaches the first vehicle speed V1. Thereafter, the vehicle speed of the rice transplanter is maintained at the first vehicle speed V1.
[0649] Note that in the example described above, after the body 1 has passed through the position P3, the control unit 30 executes the speed increase control.
[0650] However, in the present embodiment, if a first point, which is a switching point, and a second point, which is a switching point, are located on the travel route of the body 1, the body 1 is scheduled to pass through the second point after passing through the first point, and the distance between the first point and the second point is a predetermined reference distance or less, the control unit 30 does not execute the speed increase control in the period from when the body passes through the first point to when the body 1 reaches the second point.
[0651] For example, in the example shown in FIG. 16, the position P3, which is a switching point, and the position P8, which is a switching point, are located on the inner loop route IRL, which is the travel route of the body 1. Also, the body 1 is scheduled to pass through the position P8 after passing through the position P3.
[0652] Accordingly, if the distance between the position P3 and the position P8 is a predetermined reference distance or less, the control unit 30 does not execute the speed increase control in the period from when the body 1 passes through the position P3 to when the body 1 reaches the position P8, unlike in the above-described example. In this case, the speed reduction control may or may not be executed in the period from when the body 1 passes through the position P3 to when the body 1 reaches the position P8. If speed reduction control is performed, the vehicle speed of the rice transplanter may be lower than the second vehicle speed V2. Also, if the speed reduction control is executed, speed reduction may continue from the position P1 to the position P5, the first vehicle speed V1, which is the normal work speed, may be returned to by continuing the speed increase from the position P5 to the position P10.
[0653] Also, in the above-described example, the engaged/disengaged state of each row clutch EC is switched while the rice transplanter is traveling along the inner loop route IRL. However, the present invention is not limited to this, and the engaged/disengaged state of the planting clutch C5 may be switched while the rice transplanter is traveling along the inner loop route IRL. Then, if the control unit 30 executes the switching control, which is the control for switching the engaged/disengaged state of the planting clutch C5, the control unit 30 executes speed reduction control, which is control for reducing the vehicle speed before the engaged/disengaged state of the planting clutch C5 is switched.
[0654] Also, in the above-described example, when the body 1 reaches the position P3, the first clutch C1 and the second clutch C2 are simultaneously switched from the on state to the off state. However, the present invention is not limited to this, and the first clutch C1 may be switched from the engaged state to the disengaged state first, and then the second clutch C2 may be switched from the engaged state to the disengaged state.
[0655] Also, in the above-described example, when the body 1 reaches the position P8, the first clutch C1 and the second clutch C2 are simultaneously switched from the disengaged state to the engaged state. However, the present invention is not limited to this, and the second clutch C2 may be switched from the disengaged state to the engaged state first, and then the first clutch C1 may be switched from the disengaged state to the engaged state.
[0656] Also, in the above-described example, when the rice transplanter travels along the inner loop route IRL, the engaged/disengaged states of the first clutch C1 and the second clutch C2 are switched, and the third clutch C3 and the fourth clutch C4 are maintained in the engaged state. However, the present invention is not limited to this, and the engaged/disengaged state of any of the row clutches EC may be switched when the rice transplanter travels along the inner loop route IRL.
[0657] Control for Raising and Lowering Seedling Planting Device
The inner back-and-forth route IPL is a route in which straight routes and turning routes are repeated, but the planting clutch C5 is switched from the engaged state to the engaged state by the control unit 30 at the end point position of the straight route, and then the seedling planting device 3 is raised. Here, in the present embodiment, the seedling planting device 3 is maintained in the lowered state while the body 1 travels a predetermined distance D1 from the body position at the time of switching the engaged/disengaged state of the planting clutch C5. With this configuration, it is possible to prevent the seedling planting device 3 from being raised and generating floating seedlings while the seedlings are held by the planting claws in each planting mechanism 22.
[0658] That is, the control unit 30 is configured to keep the seedling planting device 3 in the lowered state while the body 1 travels the predetermined distance D1 from the body position at the time when the planting clutch C5 is switched from the engaged state to the disengaged state using the control clutch 30.
[0659] Note that, as another embodiment, the planting clutch C5 may be configured to be switched from the engaged state to the disengaged state a predetermined distance D1 before the end point position of the straight route.
[0660] Also, the predetermined distance D1 is greater than or equal to the seedling planting interval along the travel direction of the body 1. That is, the predetermined distance D1 is at least the distance between the seedlings.
[0661] Hereinafter, the control for raising the seedling planting device 3 when the planting clutch C5 is switched from the engaged state to the disengaged state will be described by taking the automatic travel shown in FIG. 18 as an example.
[0662] In the example shown in FIG. 18, the rice transplanter performs seedling planting work while traveling along the inner back-and-forth route IPL in the inner region IA. Then, the body 1 reaches a position P11. The position P11 is located at the boundary between the inner region IA and the peripheral region OA.
[0663] When the body 1 reaches the position P11, the control unit 30 switches the planting clutch C5 from the engaged state to the disengaged state. That is, the position P11 is the body position at the time when the planting clutch C5 is switched from the engaged state to the disengaged state by the control unit 30.
[0664] Thereafter, the body 1 enters the peripheral region OA and reaches a position P12. The traveling distance of the body 1 from the position P11 to the position P12 is a predetermined distance D1. For this reason, the control unit 30 keeps the seedling planting device 3 in the lowered state until the body 1 reaches the position P12.
[0665] Then, after the body 1 has passed through the position P12, the control unit 30 raises the seedling planting device 3.
[0666] Note that the control unit 30 may be formed so as to be divided for each function. For example, a functional part for controlling the row clutches EC and a functional part for controlling the traveling device 1D may be separately provided, and the control unit 30 may be constituted by these functional parts.
[0667] Also, as described above, the control unit 30 controls the driving state of the seedling planting device 3, the vehicle speed, and the raising and lowering of the seedling planting device 3 based on the position of the body 1. Here, in the control performed by the control unit 30, the position of any part of the rice transplanter may be treated as the position of the body 1. That is, the control performed by the control unit 30 may be performed based on the position of any part of the rice transplanter. For example, the vehicle speed control performed by the control unit 30 may be performed based on the position of the positioning unit 8 or may be performed based on the position of the seedling planting device 3.
[0668] Start Timing and End Timing of Fertilization Work
The fertilization device 4 (supply device) includes a hopper 25 (storage part) for storing fertilizer (chemicals and other agricultural materials), a feeding mechanism 26 for feeding fertilizer from the hopper 25, and a fertilization hose 28 (hose) that transports the fertilizer fed by the feeding mechanism 26 and discharges the fertilizer to the field. The fertilizer stored in the hopper 25 is fed out in predetermined amounts by the feeding mechanism 26, is sent to the fertilization hose 28, is transported in the fertilization hose 28 by the transport wind of the blower 27, and is discharged from the groove creation device 29 to the field. In this way, the fertilization device 4 supplies fertilizer to the field. The hopper 25 and the feeding mechanism 26 are placed on and supported by the body frame 1E, and the groove creation device 29 is provided at the lower end of the seedling planting device 3. The fertilization hose 28 extends over the feeding mechanism 26 and the groove creation device 29, and when the fertilizer is supplied from the hopper 25 to the field, the fertilizer passes through the fertilization hose 28.
[0669] The fertilization work performed by the fertilization device 4 is performed in conjunction with the planting work. For example, as shown in FIG. 4, an inner back-and-forth route IPL is set in the inner region IA, and a turning route is set in the peripheral region OA. The internal back-and-forth route IPL is a plurality of parallel routes, and the turning route is a route connecting adjacent inner back-and-forth routes IPL. The planting work performed by the seedling planting device 3 is performed along the inner back-and-forth route IPL, and the fertilization work performed by the fertilization device 4 is also performed along the inner back-and-forth route IPL. On the other hand, the planting work is not performed in the turning route in the peripheral region OA, and the fertilization work performed by the fertilization device 4 is not performed in the turning route in the peripheral region OA.
[0670] When the rice transplanter travels while performing planting work in the inner region IA along the inner back-and-forth route IPL, the rice transplanter reaches the boundary region between the inner region IA and the peripheral region OA. The boundary region in the inner region IA is the “end position”, and at this end position, the planting mechanism 22 stops and the seedling planting device 3 is raised. In general, the feeding mechanism 26 stops and the fertilization work performed by the fertilization device 4 stops at the same time as the planting mechanism 22 is stopped or the seedling planting device 3 is raised. As a result, the planting work and the fertilization work along one inner back-and-forth route IPL in the inner region IA end. Thereafter, the rice transplanter moves to the peripheral region OA and performs turning travel in the peripheral region OA in order to transition to the adjacent inner back-and-forth route IPL.
[0671] When the turning travel is complete in the peripheral region OA, the rice transplanter moves to the inner region IA again and starts the planting work and the fertilization work along the adjacent inner back-and-forth route IPL. The boundary region between the inner region IA and the peripheral region OA of the inner region IA is the “start position”, and the seedling planting device 3 is lowered at this start position, and the planting mechanism 22 operates again. In general, the feeding mechanism 26 starts to move and the fertilization work performed by the fertilization device 4 is started at the same time as the lowering of the seedling planting device 3 or the start of the operation of the planting mechanism 22.
[0672] However, a delay corresponding to the length of the fertilization hose 28 is generated after when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 and before when the fertilizer actually reaches the field. For this reason, at the start position, there is a risk that the start timing of the actual supply of fertilizer to the field will be later than the start timing of the planting work, and the fertilizer will not be sufficiently applied at the start position. Also, at the end position, there is a risk that the timing of actually stopping the supply of fertilizer to the field will be later than the timing of stopping the planting work. In addition, there is a risk that once the rice transplanter stops at this end position, the fertilizer remaining on the fertilization hose 28 will be discharged to the end position as-is, and the fertilizer will be excessively supplied at the end position. In order to eliminate such a defect, the following control for the fertilization device 4 is performed in the present embodiment.
[0673] The control unit 30, which is the core of the control system of the rice transplanter, controls the traveling of the rice transplanter and controls the operation of various working devices 1C. The fertilization device 4 is included in a part of the working device 1C. The positioning unit 8 acquires the position information of the body 1, that is, the vehicle position, based on the positioning signal of the navigation satellite. The control unit 30 can control the fertilization device 4 based on the vehicle position calculated by the positioning unit 8 while the body 1 is traveling. Then, if the work travel is started from the pre-set starting position, the control unit 30 operates the fertilization device 4 before the start of the work travel, and if the work travel is ended at the pre-set end position, the fertilization device 4 is stopped before the end of the work travel.
[0674] The time required from when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 to when the fertilizer is actually discharged to the field (hereinafter referred to as “time required for fertilizer transport”) changes depending on the wind speed of the transport wind and the length of the fertilization hose 28. For this reason, it is possible to use a configuration in which the operator can set the time required for fertilizer transport while operating the information terminal 5. Also, a configuration may be used in which the operator sets the length of the fertilization hose 28 and the wind speed of the transport wind on the information terminal 5, whereby the time required for fertilizer transport is automatically calculated by the control unit 30. Note that the control unit 30 may calculate the distance traveled by the rice transplanter (hereinafter referred to as “distance required for fertilizer transport”) from when fertilizer is fed from the hopper 25 by the feeding mechanism 26 until when the fertilizer is actually discharged into the field.
In this case, the distance required for fertilizer transport is calculated by multiplying the above-mentioned time required for fertilizer transportation by the travel speed of the rice transplanter.
[0675] The starting position after turning travel is known, and the vehicle position of the rice transplanter is calculated by the positioning unit 8. Also, the travel speed is calculated based on the amount of change in the vehicle position per unit time. That is, the positioning unit 8 corresponds to a “speed detection unit” capable of detecting the travel speed (speed) of the body 1. Note that the speed detection unit may be a rotation speed sensor (not shown) provided on the wheels 12 or a rotation speed sensor (not shown) provided on the continuously-variable transmission 9. By dividing the distance between the start position and the vehicle position by the travel speed, the time until the location where the groove creation device 29 is located in the body 1 reaches the start position (hereinafter referred to as “first time”) is calculated. The first time is periodically calculated while the rice transplanter is performing turning travel toward the next inner back-and-forth route IPL in the peripheral region OA, or while the rice transplanter is moving from the peripheral region OA to the inner region IA after completing the turning travel. Note that the first distance is calculated by multiplying the first time by the travel speed. The first distance is the distance until the location where the groove creation device 29 in the body 1 is located reaches the start position (see FIGS. 19 and 20).
[0676] Also, since the end position is known, the time (hereinafter called the “second time”) until the location where the groove creation device 29 is located in the body 1 reaches the end position is calculated by dividing the distance between the end position and the vehicle position by the travel speed. The second time is calculated periodically while the rice transplanter is traveling in the internal region IA while performing planting work along the inner back-and-forth route IPL. Note that the second distance is calculated by multiplying the second time by the travel speed. The second distance is the distance until the location where the groove creation device 29 is located in the body 1 reaches the end position (see FIGS. 21 and 22).
[0677] As shown in FIGS. 19 and 20, when the rice transplanter is performing turning travel toward the next inner back-and-forth route IPL in the peripheral region OA, or when the rice transplanter is moving from the peripheral region OA to the inner region IA after completing the turning travel, the first time is calculated periodically. When the first time reaches the time required for fertilizer transport or less, the control unit 30 operates the feeding mechanism 26. Then, when the fertilizer transported along the fertilization hose 28 begins to be discharged, the groove creation device 29 is located at the start position. That is, the fertilization work performed by the fertilization device 4 is started accurately at the start position. That is, the control unit 30 calculates the first time, which is the time until the position at which the groove creation device 29 is located in the body 1 reaches the start position, based on the vehicle position (position information), and causes the fertilization device 4 to operate when the first time is the time required for fertilizer transport (a pre-set threshold value) or less. Also, the control unit 30 causes the fertilization device 4 to operate such that the fertilizer transported along the fertilization hose 28 starts to be discharged at the start position. Alternatively, the control unit 30 may calculate the first distance, which is the distance at which the position at which the groove creation device 29 is located in the body 1 reaches the start position after the turning travel of the body 1, based on the vehicle position, and may cause the fertilization device 4 to operate when the first distance is the distance required for fertilizer transport (pre-set threshold value) or less.
[0678] As shown in FIGS. 21 and 22, when the rice transplanter is traveling in the inner region IA while performing planting work, the second time is calculated periodically. When the second time reaches the time required for fertilizer transport or less, the control unit 30 stops the feeding mechanism 26. Then, when the fertilizer transported along the fertilization hose 28 is completely discharged, the groove creation device 29 is located at the end position. That is, the fertilization work performed by the fertilization device 4 accurately ends at the end position. That is, the control unit 30 calculates the second time, which is the time until the position at which the groove creation device 29 is located in the body 1 reaches the end position, based on the vehicle position, and stops the fertilization device 4 when the second time is the time required for fertilizer transport (pre-set threshold value) or less. Also, the control unit 30 stops the fertilization device 4 such that the fertilizer transported along the fertilization hose 28 is completely discharged at the end position. Alternatively, the control unit 30 may calculate the second distance, which is the distance until the position at which the groove creation device 29 is located in the body 1 reaches the end position, based on the vehicle position, and may stop the fertilization device 4 when the second distance is the time required for fertilizer transport (pre-set threshold value) or less.
[0679] The field shown in FIG. 4 has a rectangular shape, but the field is not necessarily rectangular, and a case is also conceivable in which the field has a trapezoidal shape or a shape with unequal sides, for example. For example, as shown in FIG. 23, a case is also conceivable in which the boundary line between the peripheral region OA and the inner region IA is inclined with respect to the inner back-and-forth route IPL. It is not preferable that the seedlings are planted so as to protrude from the peripheral region OA during the planting work in the inner region IA. For this reason, the planting work is performed only in the inner region IA by using the planting clutch provided for each row of the seedling planting device 3 while the seedling planting device 3 straddles the boundary between the peripheral region OA and the inner region IA.
The seedling planting device 3 serving as a working device is configured so that seedlings can be planted in each row in the field. Also, in the fertilization device 4, the feeding mechanism 26 is provided every two rows, but it may be provided for each row, or it may be provided every three or more rows.
[0680] In the embodiment shown in FIG. 23, the right-side portion of the seedling planting device 3 is located in the inner region IA, and the more the body 1 travels forward, the greater the ratio of the portion of the seedling planting device 3 located in the inner region IA is. For this reason, when the planting clutch on the right end of the seedling planting device 3 is in the transmission state when the right end of the seedling planting device 3 enters the inside of the inner region IA, each planting clutch on the left side is sequentially switched to the transmission state as the body 1 travels forward.
[0681] In the example shown in FIG. 23, the start position of the planting work differs for each row. For this reason, the control unit 30 calculates the first time, which is the time until the start position is reached, for each planting row, and when the first time for each planting row is the time required for fertilizer transport or less, each of the feeding mechanisms 26 in the fertilization device 4 is operated separately for each planting row. A case is also conceivable in which the end position of the planting work differs for each row. In this case, the control unit 30 calculates the second time, which is the time until the end position is reached, for each planting row, and separately stops each feeding mechanism 26 in the fertilization device 4 for each planting row when the second time for each planting row is the time required for fertilizer transport or less. That is, the control unit 30 is configured to operate or stop the fertilization device 4 in each row in conjunction with the row in which the seedling planting device 3 plants seedlings.
[0682] In the above-described embodiment, the start timing and end timing of the fertilization work were described based on the end position where the rice transplanter has performed the planting work along the inner back-and-forth route IPL and the start position after the rice transplanter has performed turning travel toward the next inner back-and-forth route IPL in the peripheral region OA, but there is no limitation to this embodiment. For example, the end position may be the terminal end of one inner loop route IRL in the peripheral region OA (the end before the rice transplanter turns toward the next inner loop route IRL) or the terminal end of the outer loop route ORL (the end before the rice transplanter turns toward the next outer loop route ORL). When the rice transplanter is traveling along the inner loop route IRL (or the outer loop route ORL) while performing planting work, the second time is calculated periodically. Then, when the rice transplanter approaches the end position of the inner loop route IRL (or the outer loop route ORL) and the second time becomes the time required for fertilizer transport or less, the control unit 30 may stop the feeding mechanism 26. Also, when the start position is the starting end of the next inner loop route IRL and the rice transplanter is performing turning travel toward the next inner loop route IRL (or outer loop route ORL) in the peripheral region OA, the first time may be calculated periodically. Then, when the rice transplanter approaches the start position of the next inner loop route IRL (or outer loop route ORL) and the second time becomes the time required for fertilizer transport or less, the control unit 30 may operate the feeding mechanism 26.
[0683] As described above, there is a delay corresponding to the length of the fertilization hose 28 from the time when the fertilizer is fed from the hopper 25 by the feeding mechanism 26 to the time when the fertilizer actually reaches the field. Due to this, a case is conceivable in which if the traveling speed is too fast, fertilization of the field may not be started or ended at an appropriate position. In order to properly perform the fertilization work, the control unit 30 reduces the speed of the body 1 before operating or stopping the fertilization device 4 when the travel speed is faster than the pre-set setting speed. At this time, the control unit 30 may cause speed reduction to a set speed or may cause speed reduction to a speed lower than the set speed. Also, if the travel speed is slower than the setting speed, the control unit 30 may allow the body 1 to travel at the travel speed until the operation or stopping of the fertilization device 4 is started. Furthermore, in the case of a travel speed that is the setting speed or less, the control unit 30 may increase the speed of the body 1 to any speed that is easy to match with the stop timing of the fertilization device 4 before operating or stopping the fertilization device 4.
[0684] In the above-described embodiment, a configuration in which the time required for fertilizer transport is set by the operator operating the information terminal 5 is shown, but there is no limitation to this embodiment. For example, the drive rotation speed of the feeding mechanism 26 and the drive rotation speed of the blower 27 may be changed in conjunction with the travel speed, and in this case, the time required for fertilizer transport may be periodically calculated by the control unit 30. In this case, the faster the travel speed is, the faster the drive rotation speed of the feeding mechanism 26 and the drive rotation speed of the blower 27 may be, and the shorter the time required for fertilizer transport may be. The control unit 30 may start operating the feeding mechanism 26 at a position closer to the start position the faster the travel speed is, and may stop the feeding mechanism 26 at a position closer to the end position the faster the travel speed is in order to supply a little more fertilizer near the end position.
That is, the control unit 30 may be configured such that the timing at which the fertilization device 4 is operated or stopped can be changed based on the travel speed.
[0685] Note that in the above-described embodiment, fertilizer is shown as an agricultural material, but the agricultural material may be a liquid or powdery chemical, or may be a liquid or powdery fertilizer. Also, in the above-described embodiment, the fertilization device 4 is shown as the supply device, but the supply device may be a chemical spraying device for spraying a chemical in the field. Also, although the seedling planting device 3 is shown as the working device in the above-described embodiment, the working device may be, for example, a sowing device (including pinpoint direct sowing to the field). That is, it suffices if the working device can plant seedlings in the field for each row. “Seedlings” include seeds that have not germinated and seedlings that have germinated. “Planting” is a general term for the work of sowing seeds that have not germinated in a field or transplanting seedlings that have germinated in a field. Also, as an embodiment different from the above-described configuration, a receiving portion for temporarily receiving fertilizer may be provided in a portion of the fertilization hose 28 near the field, and fertilizer may be intermittently supplied based on the position information of the body 1.
[0686] Control of Neutral Return of Swash Plate of Continuously-Variable Transmission and Control of Engine Starting
As shown in FIG. 24, a brake detection unit 80, a key switch 81, a neutral sensor 82, a notification device 83, and the like are connected to the control unit 30.
[0687] The brake detection unit 80 detects that the brake pedal 84 has been depressed. The brake pedal 84 performs a brake operation on the brake device 85 that brakes the wheels 12. The brake pedal 84 is included in the driving section 14. The brake pedal 84 is configured to be able to be depressed from an initial position Pini to a maximum depression position Pmax, and is linked to the brake device 85 via a link mechanism (not shown).
[0688] The brake device 85 is provided in a mission case 86 in which an auxiliary transmission (not shown), an inter-seedling transmission (not shown), and the like are included. The brake device 85 includes a brake pad (not shown) and a swing-type operation arm 85a that performs a pressing operation on the brake pad.
[0689] The brake detection unit 80 includes a depression start sensor 80a, a depression end sensor 80b, and a depression sensor 80c.
[0690] The depression start sensor 80a detects that the brake pedal 84 has been depressed from the initial position Pini. In the present embodiment, the depression start sensor 80a is constituted by a magnet sensor. Note that the depression start sensor 80a may be constituted by a sensor other than the magnetic sensor.
[0691] The depression end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax. In the present embodiment, the depression end sensor 80b is constituted by a limit switch. Note that the depression end sensor 80b may be constituted by a sensor other than the limit switch.
[0692] The depression sensor 80c detects that the brake pedal 84 has been depressed to an intermediate position Pmid located between the initial position Pini and the maximum depression position Pmax. In this embodiment, the stepping sensor 80c is constituted by a magnet sensor. Note that the depression sensor 80c may be constituted by a sensor other than the magnetic sensor.
[0693] Here, the intermediate position Pmid is located between the initial position Pini and the maximum depression position Pmax as described above, but is not limited to the central position between the initial position Pini and the maximum depression position Pmax. For example, the intermediate position Pmid can be set to a position where a predetermined depression stroke is secured from the initial position Pini.
[0694] The key switch 81 is for performing a starting operation on the engine 2. The key switch 81 is provided in the driving section 14.
[0695] The neutral sensor 82 detects that the shifting position of the continuously-variable transmission 9 is the neutral position. The neutral sensor 82 may, for example, detect that the main shift lever 7A is in the neutral position, or may detect that the swash plate 9a of the continuously-variable transmission 9 is in the neutral position.
[0696] When the brake detection unit 80 detects that the brake pedal 84 has been depressed, the control unit 30 starts to return the swash plate 9a of the continuously-variable transmission 9 to the neutral position at a stage before the brake pedal 84 reaches the maximum depression position Pmax. In the present embodiment, when the depression sensor 80c detects that the brake pedal 84 has been depressed to the intermediate position Pmid, the control unit 30 starts to return the swash plate 9a of the continuously variable transmission 9 to the neutral position, and when the depression end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax, the control unit 30 finishes returning the swash plate 9a of the continuously-variable transmission 9 to the neutral position.
[0697] Here, instead of the above-described configuration, when the depression start sensor 80a detects that the brake pedal 84 has been depressed from the initial position Pini, the control unit 30 starts to return the swash plate 9a of the continuously-variable transmission 9 to the neutral position, and when the depression sensor 80c detects that the brake pedal 84 has been depressed to the intermediate position Pmid, the control unit 30 may finish returning the swash plate 9a of the continuously-variable transmission 9 to the neutral position.
[0698] Alternatively, instead of the above-described configuration, the brake detection unit 80 may include a depression amount sensor (not shown) for detecting the depression amount of the brake pedal 84, and the control unit 30 may return the swash plate 9a of the continuously-variable transmission 9 to the neutral position side in response to the depression amount of the brake pedal 84 detected by the depression amount sensor increasing. In this case, the depression amount sensor can be constituted by a potentiometer.
[0699] Alternatively, instead of the above-described configuration, a swing angle sensor for detecting the swing angle of the operation arm 85a may be included, and the control unit 30 may return the swash plate 9a of the continuously-variable transmission 9 to the neutral position side in response to the swing angle of the operation arm 85a detected by the swing angle sensor increasing.
[0700] Alternatively, instead of the above-described configuration, when the brake detection unit 80 detects that the brake pedal 84 has been depressed, the control unit 30 may return the main shift lever 7A to the neutral position, and based on this, the control unit 30 may return the swash plate 9a of the continuously-variable transmission 9 to the neutral position side.
[0701] When the engine 2 is started by the key switch 81, if the depression end sensor 80b detects that the brake pedal 84 has been depressed to the maximum depression position Pmax and the neutral sensor 82 detects that the shift position of the continuously-variable transmission 9 is the neutral position, the control unit 30 starts the engine 2 based on the start operation of the key switch 81.
[0702] The notification device 83 performs notification of the fact that the engine 2 will not be started. Here, when the engine 2 is started by the key switch 81, if the depression end sensor 80b has not detected that the brake pedal 84 has been depressed to the maximum depression position Pmax, or the neutral sensor 82 has not detected that the shift position of the continuously-variable transmission 9 is the neutral position, the engine 2 is not started even if a start operation is performed on the engine 2 by the key switch 81. In view of this, when the engine 2 is not started, the notification device 83 performs notification of the fact that the engine 2 is not started, or notification of the method of resolving the situation where the engine 2 is not started. The notification performed by the notification device 83 is performed by audio, an image (image display of the information terminal 5 or the like), or a combination thereof.
[0703] The control unit 30 estimates the amount of wear of the brake device 85 (the brake pad) based on the travel information obtained when the brake device 85 brakes the wheels 12. Here, the travel information is, for example, the rotation speed of the rear wheels 12B, the position information of the positioning unit 8, and the rotation speed of the output shaft of the continuously-variable transmission 9.
[0704] The rice transplanter may be configured such that a starting operation can be performed on the engine 2 with a remote control as well.
By performing a starting operation on the engine 2 with the remote control, it is possible to prepare for the operation of the positioning unit 8 and the like and to charge the battery 73. The rice transplanter may be provided with a direct connection loop or mode (control mode) in which the engine 2 can only be started, even if an abnormality occurs in the electrical system.
[0705] As shown in FIGS. 1, 2 and 3, a self-propelled vehicle is formed by including the engine 2 and the motor section 2A having the engine hood 2B covering the engine 2 in the front region of the body 1 that drivably includes the front wheels 12A and the rear wheels 12B, and including the driving section 14 in the rear region of the body 1. The self-propelled vehicle has backup seedling storage devices 17A provided on both lateral sides of the motor section 2A, and includes the hopper 25, the feeding mechanism 26, and the like that are provided behind the driver seat 16 and constitute the fertilization device 4.
[0706] The left and right backup seedling storage devices 17A are supported by the backup seedling support frame 17 serving as a support frame provided in a standing manner on the engine frame 1F of the machine frame 1E. Specifically, the left and right backup seedling storage devices 17A includes backup seedling stands 70 in four upper and lower levels, and a storage device frame 70a that is provided extending in a direction along the body vertical direction on the side of the backup seedling support frame 17 with respect to the backup seedling stand 70, and supports the backup seedling stand 70 of the four upper and lower levels. As shown in FIG. 1, the backup seedling support frame 17 includes left and right lower end portions 17a that extend in a body upward orientation from both lateral sides of the engine frame 1F, and an upper end portion 17b that laterally bridges over the upper portions of the left and right lower end portions 17a. The left and right lower end portions 17a are located lower than the upper end portion 17b. The storage device frame 70a of the left backup seedling storage device 17A is supported by the left lower end portion 17a. The storage device frame 70a of the right backup seedling storage device 17A is supported by the right lower end portion 17a. The backup seedling stands 70 in the four upper and lower levels in the left and right backup seedling storage devices 17A are supported by the backup seedling support frame 17 via the storage device frame 70a.
In the present embodiment, the left and right backup seedling storage devices 17A have the backup seedling stands 70 in four upper and lower levels, but there is no limitation to this. For example, they may include backup seedling stands 70 in three or less, or five or more upper and lower levels.
[0707] Sonar Control Device, Tower Lamp, Reception Device, and Battery
As shown in FIGS. 2 and 3, the front sonar ECU 64A serving as the sonar control device, the tower lamp 71 that displays the control mode of the control unit 30 to the outside of the self-propelled vehicle, and the reception device 72 for receiving a wireless command signal from the remote control 90 (remote operation device), converting the received wireless command signal into an electric signal, and transmitting the result to the control unit 30 are provided on the lateral side portion on the right side of the two lateral side portions of the self-propelled vehicle. The battery 73 that supplies power to the sonar ECU 64, the tower lamp 71, and the reception device 72 is provided on the lateral side portion on which the front sonar ECU 64A, the tower lamp 71, and the reception device 72 are provided, that is, the lateral side portion on the right side of the two lateral side portions of the self-propelled vehicle. In the present embodiment, the front sonar ECU 64A, the tower lamp 71, the reception device 72, and the battery 73 are provided on the lateral side portion on the right side of the self-propelled vehicle, but may be provided on the lateral side portion on the left side of the self-propelled vehicle.
[0708] More specifically, the front sonar ECU 64A and the tower lamp 71 are provided above the backup seedling storage device 17A on the right, as shown in FIGS. 2 and 3. As shown in FIGS. 2 and 3, the reception device 72 is provided at a position near the body right end in the front upper region of the driving section 14. The battery 73 is provided below the backup seedling storage device 17A on the right.
[0709] Configuration of Tower Lamp
As shown in FIGS. 2 and 3, the tower lamp 71 is provided at a location near the inner side in the body lateral direction in the upper region of the right backup seedling storage device 17A serving as the peripheral part of the self-propelled vehicle. The tower lamp 71 is provided at a position higher than the uppermost preliminary seedling stand 70 among the four upper and lower stages of the preliminary seedling stands 70 in the backup seedling storage device 17A on the right. The tower lamp 71 is provided at a position lower than the antenna 8p of the positioning unit 8 so as not to hinder the reception of the positioning unit 8, and is provided at a position lower than the antenna 72p of the reception device 72 so as not to hinder the reception of the reception device 72.
[0710] The tower lamp 71 is supported such that its orientation can be changed to a use orientation in which the longitudinal direction extends along the body vertical direction as indicated by the solid line in FIG. 1, and a storage orientation of being inclined with respect to the use orientation in a side view of the body and being located at a position at which the upper portion is lower than in the use orientation as indicated by the two-dot chain line in FIG. 1.
Specifically, as shown in FIGS. 1 and 28, the tower lamp support member 74 is supported on the upper part of the lower end portion 17a on the right of the backup seedling support frame 17. As shown in FIG. 28, a connecting portion 71a formed in the lower part of the tower lamp 71 includes a support shaft 71b and an orientation determining arm 71c. The tower lamp 71 is supported by the tower lamp support member 74 via the support shaft 71b due to the support shaft 71b being mounted in a support hole 74a of the tower lamp support member 74 from the lateral outer side of the tower lamp support member 74. As indicated by the solid line in FIGS. 1 and 29, the tower lamp 71 enters the use orientation due to being put in a state of standing upright with respect to the tower lamp support member 74 by performing a swinging operation using the support shaft 71b as a swinging fulcrum. As indicated by the two-dot chain lines in FIGS. 1 and 29, the tower lamp 71 enters the storage orientation due to being put in an inclined state of tilting to the body forward side with respect to the use orientation by performing a swinging operation using the support shaft 71b as a swing fulcrum. If the tower lamp 71 is in the use orientation, a set bolt 74b is mounted in a bolt hole of the orientation determining arm 71c by passing from the lateral inner side of the tower lamp support member 74 through the bolt hole 74c of the tower lamp support member 74, and thereby the tower lamp 71 is held in the use orientation by the set bolt 74b. If the tower lamp 71 is in the storage orientation, a receiving portion 75a formed on the cover 75 supported by the tower lamp supporting member 74 receives and supports the free end part of the tower lamp 71 from below, and the tower lamp 71 is held in the storage orientation by the cover 75. The cover 75 is supported by the tower lamp support member 74, and is configured to cover the support portion of the tower lamp 71 and the front sonar ECU 64A from the lateral outer side.
[0711] The tower lamp 71 is provided on the peripheral portion of the backup seedling storage device 17A on the right serving as the peripheral portion of the self-propelled vehicle, but there is no limitation to this. For example, the tower lamp 71 may also be provided above the hopper 25 of the fertilization device 4. Also, the tower lamp 71 may be provided on both lateral outer sides of the driving section 14 and supported by a handrail 76 (see FIGS. 1 and 2) located at the peripheral portion of the rear portion of the self-propelled vehicle via a support. In this case, the tower lamp 71 may be supported on each of left and right handrails 76. In the present embodiment, the tower lamp 71 is supported by the preliminary seedling support frame 17, but there is no limitation to this, and a dedicated support frame for supporting the tower lamp 71 may also be provided. It is preferable to use a configuration in which the attachment height of the tower lamp 71 can be changed.
[0712] In the present embodiment, as shown in FIGS. 3, 28, and 29, indicator light parts of pink 71P, green 71G, and blue 71B are stacked in the tower lamp 71. The indicator light parts of pink 71P, green 71G, and blue 71B are stacked in an order in which green 71G is located below pink 71P and blue 71B is located below green 71G, but there is no limitation to this. For example, they may be stacked in any order, such as pink 71P being located between green 71G and blue 71B. Also, there is no limitation to a three-color indicator light part, and a two-color indicator light part or a display unit having four or more colors may be included.
[0713] As shown in FIGS. 1, 2, and 3, a center mascot 20 is provided in front of the driving section 14. An indicator light part 20A that displays the control mode of the control unit 30 is formed at the upper part of the center mascot 20, which is easily visible from the driving section 14. In the present embodiment, the indicator light part 20A includes red, green, amber right, and amber left indicator lights (not shown). In the present embodiment, the indicator light part 20A is formed on the center mascot 20, but the indicator light part 20A may also not be formed.
[0714] In the present embodiment, the tower lamp 71 and the indicator light part 20A of the center mascot 20 are controlled in a display state shown in FIG. 30 by the control unit 30. The “●” mark shown in FIG. 30 indicates lighting the tower lamp 71 and the indicator light part 20A, “-” indicates turning off the tower lamp 71 and the indicator light part 20A, and “● (blinking)” indicates blinking the tower lamp 71 and the indicator light part 20A.
[0715] A part of the display state of the indicator light part 20A shown in FIG. 30 will be described next.
In the indicator light part 20A, red, green, amber right, and amber left are all lit when automatic driving can be started while the control unit 30 is selected for the manned automatic mode, and when automatic driving can be restarted while the control unit 30 is selected for the manned automatic mode.
[0716] In the indicator light part 20A, red, green, amber right, and amber left are all turned off when an automatic driving start condition is not satisfied while the control unit 30 is selected for the unmanned automatic mode.
[0717] A part of the display state of the tower lamp 71 shown in FIG. 30 will be described next.
In the tower lamp 71, all of the indicator lights of pink 71P, green 71G, and blue 71B are turned off when automatic driving can be started while the control unit 30 is selected for the manned automatic mode, and when automatic driving can be restarted while the control unit 30 is selected for the manned automatic mode.
[0718] In the tower lamp 71, all of the indicator lights of pink 71P, green 71G, and blue 71B are turned off when an automatic driving start condition has not been satisfied while the control unit 30 is selected for the unmanned automatic mode. All of the indicator lights of pink 71P, green 71G, and blue 71B are turned on when automatic driving can be started while the control unit 30 is selected for the unmanned automatic mode, and when automatic driving can be restarted while the control unit 30 is selected for the unmanned automatic mode. Only the indicator light of pink 71P is lit when an obstacle is detected while the control unit 30 is selected for the unmanned automatic mode, and when GPS positioning is not possible while the control unit 30 is selected for the unmanned automatic mode.
[0719] The tower lamp 71 is used only in the unmanned automatic mode. No indicator lights are lit during adjustment of the conditions for starting automatic driving. Only the bottom indicator light is lit during automatic driving, the three-color indicator light is lit if automatic driving is permitted (a temporary stop during automatic driving or a state before start point guidance), and only the top indicator light is lit if automatic driving is not possible (obstacle detection, machine error). Since the information that automatic driving is not possible is the most important, the indicator light part located at the highest position is turned on when automatic driving is not possible. The tower lamp 71 may be lit when the control unit 30 is selected for the manned automatic mode. In the tower lamp 71, the combination of the indicator lamp parts that are turned on in correspondence with the control mode and the combination of the indicator lamp parts that are turned off in correspondence with the control mode can be changed to combinations other than those shown in FIG. 30. It is also possible to use a configuration in which display is not performed by the tower lamp 71 except in the automatic driving mode. Various displays performed by the tower lamp 71 may be performed together with audio notification, virtual screen notification, and the like. In the tower lamp 71, an abnormality of the tower lamp 71 can be detected by detecting the current (voltage) of the tower lamp 71.
[0720] Support for Positioning Unit, Antenna, and Reception Device
The reception device 72 is linked to an antenna 72p that receives a wireless command signal from the remote control 90 (remote operation device). The reception of the wireless command signal by the reception device 72 is performed via the antenna 72p. The positioning unit 8, the antenna 72p, and the reception device 72 are supported by the upper end portion 17b of the preliminary seedling support frame 17, as shown in FIGS. 1, 2, and 3.
[0721] Specifically, as shown in FIGS. 1, 2, and 3, the upper end portion 17b includes a frame part 17y that extends in the body lateral direction at a location to the front of and above the driving section 14, and arm parts 17t that are extended toward the lower end portions 17a of the backup seedling support frame 17 from both lateral ends of the frame part 17y and are supported by the upper parts of the lower end portions 17a. As shown in FIG. 25, a mounting platform 77 is supported by the frame part 17y, and the positioning unit 8 and the reception device 72 are mounted on the mounting platform 77 so as to be arranged side by side in the body lateral width direction, and are fastened and fixed to the mounting platform 77 by a fastening bolt. As shown in FIGS. 2 and 3, the positioning unit 8 and the reception device 72 are mounted on and fixed in a lateral alignment in which the reception device 72 is located on the body lateral outer side with respect to the positioning unit 8. As shown in FIG. 25, the antenna 72p of the reception device 72 is supported by an antenna support portion 77a provided on the mounting platform 77 while being located in front of the reception device 72. Support of the antenna 72p on the antenna support portion 77a is performed such that the antenna 72p is attachable and detachable by attachment of a magnet (not shown) provided on the base portion of the antenna 72p. In this embodiment, a magnet is employed, but there is no limitation to this. For example, a suction cup can be employed. If the antenna 72p extends from the reception device 72, the antenna 72p may be attached and detached by enabling attachment and detachment of the reception device 72.
[0722] As shown in FIGS. 25, 26, and 28, the extended end portion of the right arm portion 17t in the upper end portion 17b of the backup seedling support frame 17 is supported via a pivot shaft 78a by the support portion 78 formed in the right lower end portion 17a in the backup seedling support frame 17. The left arm portion 17t in the upper end portion 17b is configured to be supported by the lower end portion 17a using the same configuration as the configuration in which the right arm portion 17t is supported by the right lower end portion 17a.
The upper end portion 17b is configured to be supported by the left and right lower end portions 17a so as to be swingable using the pivot shaft 78a as a swing fulcrum. By performing a swinging operation using the pivot fulcrum 78a as a swing fulcrum, the orientation of the upper end portion 17b can be changed to a raised orientation in which the frame part 17y is located above the lower end portions 17a as indicated by the solid line in FIG. 1, and a lowered orientation in which the frame part 17y is located behind the lower end portions 17a as indicated by the two-dot chain line in FIG. 1. When the upper end portion 17b is swung while holding the right arm portion 17t, the right arm portion 17t passes through the inside in the body lateral direction relative to the tower lamp 71, and the tower lamp 71 does not become an obstacle.
[0723] As indicated by the solid line in FIGS. 1 and 3, due to the orientation of the upper end portion 17b being changed to the raised orientation, the antenna 72p, the reception device 72, and the positioning unit 8 are located at the raised use position, and are located a position higher than the lower end portions 17a. As indicated by the two-dot chain line in FIGS. 1 and 3, due to the orientation of the upper end portion 17b being changed to the lowered orientation, the reception device 72 and the positioning unit 8 are located at the lowered storage position, and are at a location that is lower than the upper end parts of the lower end portions 17a and lower than the raised use position. When the reception device 72 and the positioning unit 8 are located at the lowered storage position, the vertical orientation of the reception device 72 and the positioning unit 8 is opposite to the vertical orientation used when the reception device 72 and the positioning unit 8 are located in the raised use position. When the reception device 72 and the positioning unit 8 are lowered to the lowered use position, the antenna 72p is removed from the antenna support portion 77a so that the antenna 72p does not abut on the surrounding members and interfere with the downward swinging of the upper end portion 17b or the like. If the antenna 72p, the reception device 72, and the positioning unit 8 are in the raised use position, as shown in FIG. 26, the set bolt 79 is mounted over the arm portion 17t and the first bolt hole 78b of the support portion 78, whereby the upper end portion 17b is held in the raised orientation by the set bolt 79, and the antenna 72p, the reception device 72, and the positioning unit 8 can be held in the raised use position. If the reception device 72 and the positioning unit 8 are in the lowered storage position, as shown in FIG. 27, the set bolt 79 is mounted over the arm portion 17t and the second bolt hole 78c of the support portion 78, whereby the upper end portion 17b is held in the lowered orientation by the set bolt 79, and the reception device 72 and the positioning unit 8 can be held in the lowered storage position.
[0724] Notification Device
As shown in FIGS. 1, 3, and 31, the voice alarm generation device 100 serving as a notification device for performing notification of the control executed by the control unit 30 is provided at a location in front of and above the driving section 14 with a sound generation unit 100a facing the driving section 14. The lower end of the voice alarm generation device 100 is located above the upper end of the driver seat 16, the upper end of the steering wheel 10, and the upper end of the engine hood 2B. In the present embodiment, the voice alarm generation device 100 is employed as the notification device, but there is no limitation to this. For example, it is possible to employ various notification devices such as a device that performs notification by sound or light, or a device that performs notification by images or text.
[0725] As shown in FIGS. 1, 3, and 31, the voice alarm generation device 100 is provided below the positioning unit 8 while being covered from above by the positioning unit 8. The positioning unit 8 prevents rainwater, car wash water, and the like from being applied to the voice alarm generation device 100 from above.
[0726] The voice alarm generation device 100 is supported by the backup seedling support frame 17 as shown in FIG. 1.
Specifically, as shown in FIGS. 1 and 31, the upper end portion 17b of the backup seedling support frame 17 includes a mounting platform 77 that is supported by the frame part 17y on the upper end portion 17b and on which the positioning unit 8 is mounted and fixed. The support member 101 extends downward from the mounting platform 77. The voice alarm generation device 100 is supported inside the box portion 101a formed below the support member 101. The voice alarm generation device 100 is supported by the upper end portion 17b of the backup seedling support frame 17 via the support member 101 and the mounting platform 77.
[0727] In the present embodiment, the voice alarm generation device 100 is controlled by the control unit 30 to generate the voice alarm shown in FIG. 32. In the present embodiment, as shown in FIG. 32, the voice alarm generation device 100 generates a voice alarm for performing notification of the control executed by the control unit 30, and generates a voice alarm for performing notification relating to the travel of the self-propelled vehicle, and a voice alarm for performing notification relating to the seedling planting device 3. Note that [CH] shown in FIG. 32 is a channel.
[0728] During turning, during reverse travel, and during unmanned automatic control, notification of the main shift lever (neutral operation, forward/reverse operation), and lowering of the planting portion (if the worker raises the planting portion during automatic driving, notification of the starting end of each side of the outermost periphery) is performed continuously by voice alarm. In the case of manned automatic driving, a voice alarm is issued to cause operation of the shift lever in the traveling direction with respect to the traveling direction of the route. When the forward/reverse travel is temporarily switched in a flow (backing up, etc.) in the period between the start of automatic driving and the start of the next automatic driving, operation of the main shift lever corresponding thereto is not requested by voice alarm. In the case of unmanned automatic driving, a voice alarm prompts the operation of the main shift lever to neutral by an unexpected operation other than an operation of the main shift lever to neutral. When there is a seedling shortage or a fuel shortage (material shortage), automatic operation will remain disabled. At this time, the voice alarm generation device 100 performs notification of the situation. The worker is prompted to respond. In the voice alarm generation device 100, it is checked whether or not there is an abnormality when an operation for turning on the automatic driving start switch is performed. If there is an abnormality, it will be restrained from entering automatic driving, and notification of the method of resolving the abnormality and the avoidance method (prompting of manual work) is performed. During automatic driving, notification is performed by voice alarm perform movement starts. Thereafter, notification is stopped and movement starts. Alternatively, movement is performed together with notification. As the notification means, in addition to employing the voice alarm generation device 100, the tower lamp 71, and the center mascot 20, a remote control, a smartphone, a mobile device, a virtual means, a work machine light, a notification sound, and vibration can be employed.
[0729] The voice alarm generation device 100 may be provided above the hopper 25, above the seedling stand 21, the handrail 76, and the like behind the driving section 14, and the frontward voice alarm generation device 100 may operate during forward travel, and the voice alarm generation device 100 may operate during reverse travel. Also, the voice alarm generation device 100 may be provided in a total of four directions, namely frontward, rearward, leftward, and rightward of the driving section 14. The voice alarm generation device 100 may be provided in the case of the positioning unit 8. Also, the voice alarm generation device 100 may be surrounded by a dedicated case, and a cavity may be provided in the dedicated case so that the audio is sufficiently transmitted to the surrounding area at that time. Also, in consideration of ease of wiring, the voice alarm generation device 100 may be provided in a space toward the battery side in the body left-right direction. It is preferable that notification is performed by the remote control when the voice alarm generation device 100 fails.
[0730] Remote Control
The rice transplanter includes the remote control 90 shown in FIG. 33, and the rice transplanter can be remotely steered using the remote control 90. This remote control 90 has seven buttons and two indicators. Note that in the present specification, a button should be interpreted in a broad sense, and includes various operating bodies such as switches and keys, and further includes software buttons and hardware buttons. The first button 90a is a power source on/off button. The second button 90b temporarily stops the body 1 while maintaining the automatic travel mode with a single push operation. Furthermore, the second button 90b stops the body 1 with a simultaneous push operation with the function button 90g, and ends the automatic travel mode. At that time, the engine is not stopped. The third button 90c increases the speed of the body 1 by a single push operation, and causes the body 1 to progress at a slow speed by a simultaneous push operation with the function button 90g. The fourth button 90d reduces the speed of the body 1 by a single push operation, and causes the body 1 to travel in reverse at a slow speed by a simultaneous push operation of the function button 90g. The fifth button 90e starts automatic travel by a simultaneous push operation with the function button 90g. The sixth button 90f starts planting work by a simultaneous push operation with the function button 90g. The first indicator 90x indicates the battery remaining amount, and if the battery remaining level decreases, the display color changes from green to red. The second indicator 90y indicates whether communication is on or off. That is, the second indicator 90y indicates that the remote control 90 has been operated. Also, the second indicator 90y can perform display indicating that the operation performed by the remote control 90 has been accepted by the control system of the rice transplanter.
[0731] The function of each button realized by a simultaneous push operation with the function button 90g may be realized also by pressing and holding each button or pressing each button twice. Also, the body 1 may be stopped using the first button 90a, which is a power source button. If the body 1 is to be temporarily stopped in the automatic travel mode, a single push operation is performed on the second button 90b. The second button 90b may stop the body 1 and end the automatic travel mode with a long-press or a double-push operation. If the engine is stopped for an idling stop, the engine may be restarted by operating a button on the remote control 90. Note that the function realized by a simultaneous push operation of the function button 90g and each button, the function of each button, and the function of each button realized by a single push operation of each button may also be exchanged. Note that in this embodiment, the remote control 90 included seven buttons and two indicators, but the number of each may be changed as appropriate.
[0732] When a cradle of the remote control 90 or a connector capable of data communication with the remote control 90 is installed in the driving section 14, the remote control 90 can exchange data with the information terminal 5 and the control unit 30. If the battery of the remote control 90 is chargeable, it can be charged via the cradle.
At that time, if the cradle includes a cover that can be waterproofed both when the remote control 90 is attached and when it is not attached, the rice transplanter will not be damaged by water when it is washed. By exchanging data between the remote control 90 and the information terminal 5, the operation guidance and operation results of the remote control 90 can be displayed on the touch panel 50. Also, at least one of the information terminal 5, the control unit 30, and the remote control 90 may include a function of managing the distance between the remote control 90 and the body 1 and performing a warning notification when the distance exceeds a predetermined value. Similarly, at least one of the information terminal 5, the control unit 30, and the remote control 90 includes a function of performing warning notification when a communication failure occurs between the information terminal 5 or control unit 30, and the remote control 90. It is also possible to employ a configuration in which the rice transplanter autonomously performs a pre-set sequential operation by a specific operation (demonstration mode operation, etc.) on the remote control 90.
[0733] The remote control 90 can be configured in various forms. For example, by installing a program compatible with a mobile phone or tablet computer, the mobile phone or tablet computer can be also used as the remote control 90.
[0734] Information Terminal
The information terminal 5 is included in the driving section 14 so that a worker (including a driver, a monitor, etc.) seated in the driver seat 16 can perform manual operation, visual confirmation, and audio confirmation. The information terminal 5 has a network computer function. As shown in FIG. 34, a touch panel 50 and a hardware button group 5a composed of a plurality of operation keys are incorporated in a housing 5A. Furthermore, substantially the same operation keys are displayed on the touch panel 50 as the software button group 50a. When the display content of the touch panel 50, for example, the map screen or the route screen, is enlarged by operating the enlargement key or the like, the software button group 50a is deleted, but the operation on the software button group 50a can be replaced by the hardware button group 5a. For this reason, 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 performed by a worker is required, the corresponding operation key in the software button group 50a is alerted by blinking or lighting up. At that time, if the operation key of the hardware button group 5a is also enabled, the corresponding operation key of the hardware button group 5a blinks or lights up. Since the rice transplanter is basically used outdoors, text displayed on the touch panel 50 is displayed in black on a white background as much as possible.
[0735] Graphic Interface of Information Terminal
This rice transplanter can perform seedling planting work in the field through automatic travel. The information required for that purpose is displayed on the touch panel 50 of the information terminal 5. The information terminal 5 includes a graphic interface for information display to the worker and operation input performed by the worker through the touch panel 50. At that time, an icon imitating the rice transplanter is displayed on the touch panel 50 to indicate the travel state of the rice transplanter. Since this rice transplanter can perform manned automatic travel and unmanned automatic travel, the shape and/or color of the rice transplanter icon is changed in each case. The worker inputs various commands while being guided by the information displayed on the screen of the touch panel 50. In automatic work travel, the following processing is performed: (1) sensor/remote control check processing, (2) preparation processing, (3) map creation processing, (4) route creation processing, (5) work travel setting processing, (6) travel assistance processing, and the like, and information needed for these processes is displayed on the information terminal 5.
[0736] Sensor/Remote Control Check Processing
This rice transplanter includes four front sonars 61, two rear sonars 62, and two lateral sonars 63 (collectively, sonars SU are simply used) as object detection sensors. A sensor check for checking whether or not the sonars SU are malfunctioning is performed in a timely manner. In the sensor check, the worker walks around the rice transplanter holding a reflector that serves as a pseudo-obstacle. In the sonar check here, a malfunction resulting from the adhesion of foreign matter such as mud and water droplets to the sonars SU is found out, whereby if there is a malfunctioning sonar SU, the worker removes the adhered foreign matter.
[0737] Note that in addition to the sonars SU, the object detection sensors include a laser sensor, an electromagnetic wave sensor, a camera sensor, and the like. Alternatively, two types of object detection sensors may be combined. Also, in the object detection using these object detection sensors, and in particular, using the camera sensor, it is convenient to use machine learning as an object detection algorithm. Accordingly, the following description is not necessarily limited to the sonars SU, and can be applied to other object detection sensors as well.
[0738] The sensor check control system that controls this sensor check is shown in FIG. 35. The functional elements used for this sensor check are the body position calculation unit 311 incorporated in the control unit 30, the obstacle detection unit 641 incorporated in the sonar ECU 64, the touch panel 50 of the information terminal 5 serving as a graphic display, and the sonar management unit 51 serving as a sensor management unit incorporated in the information terminal 5.
[0739] The body position calculation unit 311 calculates the body position using satellite positioning. The obstacle detection unit 641 detects an obstacle based on the detection signal from the sonar SU. The sonar management unit 51 manages the operation check of the sonar. The sonar management unit 51 includes a sonar check execution unit 51a serving as a sensor check execution unit and a flag determination unit 51b. The sonar check execution unit 51a executes the sonar check processing if a predetermined condition has been satisfied. The flag determination unit 51b records (enables) an operation confirmation flag indicating that the operation of all sonar SUs has been confirmed through sonar check processing. Furthermore, the flag determination unit 51b makes a determination (flag determination) regarding whether or not to maintain (enable) or cancel (disable) the recorded operation confirmation flag.
[0740] An example of the control flow in the sonar check is shown in FIG. 36. In this flow, the rice transplanter heads to the field by manual travel, and in the field, performs seedling planting work by automatic travel, and when the work is complete, the rice transplanter leaves the field by manual travel.
[0741] First, the main switch is turned on to start the rice transplanter (#S01). As a result, the initial processing of the control system is performed, and the flag determination unit 51b sets “0” in the operation confirmation flag (simply described as a flag in FIG. 36) (#S02). The sonar management unit 51 outputs an initial sonar check request command (initial sensor check request command) (#S03), and asks the worker whether or not the sonar check is to be implemented, through the screen of the touch panel 50 (#S04). When the worker gives an instruction to perform sonar check (#S04 Yes branch), sonar check processing is implemented (#S05).
[0742] The flow of the sonar check processing is shown in FIG. 37. First, the sonar management unit 51 displays a screen such as that shown in FIG. 38 on the screen of the touch panel 50, and requests the worker to sequentially arrange the pseudo-reflectors within the detection range of each sonar SU (#C1). On this screen, the mounting position of each sonar and the detection range of each sonar are actually shown, and therefore the worker can easily understand the mounting position of each sonar and the detection range of each sonar. The worker reflects ultrasonic waves from each sonar SU with a pseudo-reflector, and starts positioning work of each pseudo-reflector so that the reflected waves are received by the sonars SU (#C2). When a check screen showing the sonar check state shown in FIG. 39 is displayed and the sonars SU receive (confirm) the reflected waves from the pseudo-reflectors (#C3 Yes branch), a small check symbol C11 serving as a first visual symbol is displayed at the sonar position of the operation target on the check screen (#C4). At the same time, notification of the operation confirmation may be performed through the notification device by sound, light, or vibration. At that time, when using sound, it is preferable to assign different tones to each sonar SU. When light is used, a tower lamp or the information terminal 5 can be used. When this sonar check operation is performed by the remote control 90 or a mobile phone, a vibration function of a remote control or a mobile phone can be used to perform notification the operation confirmation. Such operation confirmation work is sequentially performed for each sonar SU.
[0743] When the operation of all of the sonars SU is confirmed (#C5 Yes branch), a large check symbol CI2 serving as a second visual symbol is displayed in an illustration showing the body on the check screen (#C6). Due to this check symbol CI2 being displayed, the worker understands that the sonar check processing has been completed. Notification of the completion of this sonar check processing can also be performed by sound, light, or vibration. When the operation of all of the sonars SU is confirmed, the flag determination unit 51b sets “1” in the operation confirmation flag (simply described as a flag in FIG. 37) (#C7).
[0744] Notification of the operation confirmation may be performed when the operation of all of the sonars SU is confirmed, instead of notification being performed for each operation confirmation of each individual sonar SU.
[0745] As the positioning work of the pseudo-reflectors, the worker may hold the pseudo-reflectors and go around the surrounding area of the rice transplanter, or the worker in the driving section 14 may operate an operation rod like a fishing rod with a pseudo-reflector attached to cause the pseudo-reflector to make a trip around the rice transplanter. Also, a pseudo-reflector may be attached to a drone and the drone may be flown so that the pseudo-reflector makes a trip around the rice transplanter.
[0746] Returning to the flow of FIG. 36, when the rice transplanter manually travels toward the entrance/exit of the field, it is checked whether or not the rice transplanter has reached the vicinity of the field based on the body position calculated by the body position calculation unit 311 (#S06). Note that if the sonar check is canceled by the worker in step #S04 (#S04 No branch), the sonar check processing is not performed and step #S06 is jumped to. If the body position has reached the vicinity of the field (#C6 Yes branch), a pre-work sonar check request command (pre-work sensor check request command) is issued, and therefore it is first checked whether or not the operation confirmation flag is disabled, that is, it is checked whether or not “0” has been set in the operation confirmation flag (#S07). If “0” is set in the operation confirmation flag (#S07 Yes branch), it is necessary to complete the sonar check before performing automatic travel, and therefore, here, the sonar management unit 51 once again asks the worker whether or not the sonar check is to be implemented, through the screen of the touch panel 50 (#S08). When the worker gives an instruction to perform sonar check (#S08 Yes branch), sonar check processing is implemented (#S09). When the sonar check processing ends, a switch of the travel mode from the manual travel mode to the automatic travel mode is waited for (#S10). If “1” has been set for the operation confirmation flag in the check of step #S07, or if the worker cancels the implementation of this sonar check in step #S08 (#S08 No branch), the sonar check processing is not performed, and step #S10 is jumped to.
[0747] When the travel mode is switched to the automatic travel mode (#S10 Yes branch), it is checked whether or not 0 has been set in the operation confirmation flag (#S11). If “0” has been set in the operation confirmation flag (#S11 Yes branch), sonar check processing is forcibly executed (#S12). When the sonar check processing is completed, automatic work travel becomes possible (#S13). If the sonar check processing has already been executed in the period since the rice transplanter was started, and “1” has been set in the operation confirmation flag (# S11 No branch), automatic work travel is immediately possible (#S13).
[0748] When the automatic travel is started, it is checked whether or not the travel mode has been switched from the automatic travel mode to the manual travel mode (#S14). If the travel mode has been switched to the manual travel mode (#S14 Yes branch), the worker is asked whether it is a temporary interruption of automatic travel or the end of automatic travel accompanying the end of field work (#S15). If the automatic travel ends (#S15 End branch), “0” is set in the operation confirmation flag (#S16), and manual travel is transitioned to (#S17). If automatic travel is interrupted (#S15 Interruption branch), “0” is not set in the operation confirmation flag, and manual travel is transitioned to as-is (#S17).
[0749] When transitioning to manual travel, it is checked whether or not the travel mode can be switched to the automatic travel mode (#S18) and whether or not the rice transplanter has left the field (#S19). When a switch to the automatic travel mode is possible (#S18 Yes branch), step #S11 is jumped to and the state of the operation confirmation flag is checked. When the rice transplanter leaves the field (#S19 Yes branch), “0” is set in the operation confirmation flag (#S20). Furthermore, when the main switch of the rice transplanter is turned off (#S21 Yes branch), this routine ends.
[0750] A reset (disabling) of the operation confirmation flag in which the content of the operation confirmation flag set to “1” (enabled) is replaced with “0” may be performed also due to a set expiration date being reached, in addition to the above. Alternatively, other than automatic travel in the middle of the night, the operation confirmation flag may be disabled at the timing when the date for enabling the operation confirmation flag is advanced (the timing when the date is changed). Also, as long as the rice transplanter does not leave the field, it is convenient to prepare a setting by which the operation confirmation flag is not disabled if automatic travel is being performed in one field, and a setting by which the operation confirmation flag is not disabled if automatic travel is being performed in a predetermined plurality of fields.
[0751] Note that although not shown in FIG. 36, if a work end command for ending work is given, the operation confirmation flag is erased (disabled), but if a work interruption command for work interruption is given, the operation confirmation flag is maintained.
[0752] In addition to the sonar check described above, the operation check of the remote control 90 is also performed. Note that if non-use of the remote control 90 is selected, this remote control check can be omitted. In an example of the remote control check, the buttons to be sequentially operated by the remote control 90 are displayed on the touch panel 50 of the information terminal 5. In correspondence to this, the operation check proceeds due to the corresponding buttons being operated. When the operation of all of the buttons is confirmed, the operation check ends. At that time, it is convenient if the visual symbol of the completion of the operation of each button and the visual symbol of the completion of the operation of all of the buttons are displayed on the touch panel 50 as in the sonar check. The disabling of the operation confirmation flag in the above-described sonar check can also be used for the disabling of the operation confirmation flag indicating that the operation check of the remote control 90 has been completed.
[0753] The check processing (sonar check, remote control check, tower lamp check, voice alarm check, etc.) performed before the start of automatic travel may be canceled after confirming the intention of the worker. Also, the cancellation of such check processing may be limited to manned automatic travel.
[0754] Preparation Processing
In the preparation processing, the four alert screens shown in FIG. 40 (the symbols (a), (b), (c), and (d) are assigned to each) are sequentially displayed. The screen (a) is a warning screen that prohibits automatic travel along cliffs and waterways in an orientation in which the body 1 is inclined beyond the permissible range. The screen (b) is a warning screen requesting that the worker is always on board in the driving section 14 when performing manned automatic travel if the seedling planting work along the outermost periphery of the field is automatically performed. The screen (c) is a warning screen requesting that a new map is created without reusing the previous map. The screen (d) is a warning screen for prohibiting automatic travel if there is a field that is deformed more than allowed or there is a travel obstacle inside the field. A “confirm” button is arranged on each screen, and the next screen is displayed by pressing the “confirm” button.
[0755] These warning screens, which serve as preparation before automatic travel, are displayed every time the automatic travel mode is selected, but may be displayed at predetermined time intervals or every time the date changes.
Also, if the same worker performs automatic travel, this alert screen may be continuously displayed through animation without pressing the “confirmation” button. In FIG. 40, four alert screens individually displayed on the touch panel 50 were shown, but these alert screens can be integrated as appropriate. For example, the (a) screen and the (b) screen may be integrated into one alert screen.
[0756] Generally, various processes performed together with information display on the touch panel 50 transition to the next processing due to the “Next” button being pressed, but in the processing for displaying this alert screen, the screen transition performed with the “Next” button is disabled until all of the alert screens are displayed and the “confirmation” button is pressed down. For this reason, it is not possible to transition to the next processing unless the worker confirms all of the alert screens. However, if the work is performed on the same day or for a short time, or if it is found that the worker is the same worker, control by which this “confirmation” operation can be omitted may be inserted.
[0757] Map Selection Processing
The map selection processing in the rice transplanter will be described. FIG. 41 is a functional block diagram showing functional units in the map selection processing. As shown in FIG. 41, in the map selection processing in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 includes a body position calculation unit 311, and the information terminal 5 includes a display device 551 (touch panel 50), a map information storage unit 552, a map information display unit 553, an input region determination unit 554, an input position information calculation unit 555, a thumbnail display unit 556, an operation determination unit 557, a surface area calculation unit 558, and a notification unit 559. Each functional unit is constructed with hardware, software, or both with a CPU as a core member in order to perform processing relating to map selection.
[0758] The body position calculation unit 311 calculates the body position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information composed of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the body position calculation unit 311. Note that in the present embodiment, the altitude information corresponds to the height of the body 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The body position is the position of the body 1 in real space, and is indicated by latitude information, longitude information, and altitude information. The body position calculation unit 311 calculates the position of the body 1 in real space based on such GPS information.
[0759] 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 work site is the shape of the field where the rice transplanter performs the planting work, and corresponds to the shape of the outer shape of the field.
In the present embodiment, the information indicating the shape of the outer shape of such a field is treated as map information. The position of the work site is the position of the field, which may be the position of the peripheral part of the field, or the position of the entrance/exit where the rice transplanter enters and exits the field. Furthermore, it may be the position of the central portion of the field. Also, the time information indicating the time when the map information was created may be a time stamp indicating the time when the above-mentioned position information was acquired, or a time stamp indicating the time when the map information was stored in the map information storage unit 552. The map information includes position information in which the position of the above-mentioned field is defined by latitude information, longitude information, altitude information, and the like, as well as time information in which the time when the map information was created is defined.
[0760] The display device 551 has a display screen. In the present embodiment, the display device 551 corresponds to the touch panel 50 of the information terminal 5. In this embodiment, the touch panel 50 also serves as a display screen. For this reason, if no particular distinction is made, the display screen will be described as the touch panel 50.
[0761] The map information display unit 553 causes the touch panel 50 to display the map information extracted based on the body position, the position information, and the time information out of the map information stored in the map information storage unit 552. As described above, the map information storage unit 552 stores map information, and the map information includes position information and time information. The body position is the position of the body 1 in the real space calculated by the body position calculation unit 311 and specifically, is the current position of the rice transplanter.
The map information display unit 553 extracts map information indicating the shape of the outer shape of the field including the current position of the rice transplanter from the map information stored in the map information storage unit 552, the map information having the most recent time stamp based on the time information, and the map information display unit 553 displays the extracts map information on the touch panel 50. As a result, if the rice transplanter is in the field, the most recent map information showing the shape of the field can be automatically displayed on the touch panel 50.
[0762] FIG. 42 shows the map information relating to the field in which the rice transplanter is currently present, which is displayed on the touch panel 50. In order to facilitate understanding, in FIG. 42, the map information displayed by the map information display unit 553 is shown as map information 5531. Also, FIG. 42 also shows an image 560 of the rice transplanter at the position corresponding to the current position of the rice transplanter in the map information 5531. Furthermore, FIG. 42 also shows map information 5532 showing the shape of the field within a predetermined distance with respect to the field corresponding to the map information 5531. It is preferable that the map information 5532 is also extracted from the map information storage unit 552 by the map information display unit 553 and displayed on the touch panel 50.
[0763] Note that if the rice transplanter is not present in the field, or if there is no map information corresponding to the current position of the rice transplanter, it is preferable that map information indicating the shape of the field adjacent to or near the current position of the rice transplanter is displayed on the touch panel 50.
[0764] In FIG. 42, the map information 5531 is displayed in the lower layer (rear surface) of the image 560. That is, the rice transplanter is present in the field corresponding to the map information 5531. In such a case, it is preferable that an index 5533 is provided so as to surround the map information 5531 along the outer edge. Also, although not shown in FIG. 42, information indicating the date and time when the map information 5531 was created and the surface area of the field corresponding to the map information 5531 may be displayed on the touch panel 50.
[0765] Returning to FIG. 41, the input region determination unit 554 determines the input region in which the operation input performed by the user was performed in the map information displayed on the display screen. As described above, in this embodiment, the map information is displayed on the touch panel 50. The user is a worker. In the present embodiment, the operation input corresponds to input performed by the worker by touching the touch panel 50 with a finger. For this reason, the input region corresponds to the region touched by the worker's finger on the touch panel 50. Therefore, the input region determination unit 554 determines the region touched by the worker's finger on the touch panel 50 during input performed by the worker touching the touch panel 50 in the map information displayed on the touch panel 50.
[0766] The input position information calculation unit 555 calculates the position information in the map information corresponding to the input region determined by the input region determination unit 554 as the input position information. The input region determined by the input region determination unit 554 is the region touched by the worker's finger on the touch panel 50 when the worker performs input by touching the touch panel 50 on which the map information is displayed with a finger. On the other hand, the map information is information indicating the shape of the field, and there is a correlation between the coordinates on the map information and the position information of the field. In view of this, the input position information calculation unit 555 calculates the position of the field corresponding to the region touched by the worker's finger in the map information displayed on the touch panel 50. The position information, which is the information indicating this position, corresponds to the input position information.
[0767] The thumbnail display unit 556 extracts the map information stored in the map information storage unit 552 based on the input position information and displays the extracted map information on the touch panel 50 as a thumbnail. The input position information is calculated and transmitted by the input position information calculation unit 555. The thumbnail display unit 556 extracts the map information of the field including the position indicated by the transmitted input position information from the map information stored in the map information storage unit 552. Displaying as a thumbnail on the touch panel 50 means reducing the size and displaying on the touch panel 50. Here, it is displayed in a smaller size than the map information displayed by the map information display unit 553. Accordingly, the thumbnail display unit 556 reduces the size of the map information extracted from the map information storage unit 552 to be smaller than the map information displayed by the map information display unit 553 and displays the map information with the smaller size on the touch panel 50. At this time, a plurality of pieces of map information that have mutually different time information and were extracted by the thumbnail display unit 556 are displayed on the touch panel 50 together with the map information displayed by the map information display unit 553.
[0768] In other words, the map information storage unit 552 stores a plurality of pieces of map information in a stacked state (layer storage) for each piece of time information, and the thumbnail display unit 556 displays the layer-stored map information (plurality of pieces of map information) as thumbnails based on the input position information calculated by the input position information calculation unit 555.
[0769] At this time, a configuration may be used in which all of the map information that at least partially overlaps (has a stacked portion) with the selected field (field based on the input position information calculated by the input position information calculation unit 555) is displayed.
[0770] FIG. 43 shows an example of a case in which the worker selects the map information 5532 indicating a shape of the field that is different from the field in which the rice transplanter is present. In this case, the periphery of the selected map information 5532 is surrounded by the index 5533, and thus it is clearly shown that the map information 5532 has been selected. Furthermore, the pieces of map information 5534, 5535, and 5536 stored in layers are displayed as thumbnails on this map information 5532.
[0771] At this time, it is preferable that the thumbnail display unit 556 also displays work information indicating information on the work performed at the work site based on the map information displayed as thumbnails. The information on the work performed in the work site based on the map information is information indicating the contents of the planting work performed in the past by the rice transplanter in the field corresponding to the map information displayed on the touch panel 50. Specifically, the date and time when the planting work was performed, the work conditions, and the like correspond thereto. Accordingly, the thumbnail display unit 556 displays the date and time, work conditions, and the like of the planting work performed in the past in the field corresponding to the map information, together with the map information reduced in size and displayed on the touch panel 50. As a result, for example, if the worker is interested in the map information displayed as a thumbnail, by touching the map information, the map information extracted from the map information storage unit 552 can be replaced with the map information touched by the worker, and can be displayed enlarged.
[0772] FIG. 43 also shows an example of displaying the work information of the map information displayed as such thumbnails. That is, when a cursor 5537 is operated with the map information displayed as a thumbnail and the map information 5534 is selected, the information indicating the date and time when the map information 5534 was created and the surface area of the field corresponding to the map information 5534 are displayed on the touch panel 50 (not shown in FIG. 43). Of course, instead of the operation using the cursor 5537, operation may be performed by directly touching the map information 5534 with a finger.
[0773] Also, the thumbnail display unit 556 may display the field name, the field surface area (using a unit unique to each country, such as traditional Japanese units of measurement), and the image of the peripheral side of the field, together with the map information that has been reduced in size and displayed on the touch panel 50. Furthermore, the name of the worker who performed the previous work, the working time, and the like may be displayed.
[0774] Here, when the worker performs an operation input on the touch panel 50, as shown in FIG. 44, the worker's finger touches the plurality of pieces of map information 5538 and 5539.
In the present embodiment, it is configured so that it is possible to appropriately determine which piece of map information was selected and display it on the touch panel 50 in such a case. This will be described below.
[0775] Returning to FIG. 41, the operation determination unit 557 determines whether or not the input region spans over at least two or more pieces of map information when a plurality of pieces of map information are displayed on the touch panel 50. The case where a plurality of pieces of map information are displayed on the touch panel 50 is, for example, as shown in FIG. 44. The input region is a region that has been determined by the above-mentioned input region determination unit 554, and in which the operation input performed by the worker was performed on the touch panel 50. The operation determination unit 557 determines whether or not such an operation input spans over at least two or more pieces of map information, that is, whether or not the region touched by the worker on the touch panel 50 overlaps with the plurality of pieces of map information.
[0776] The surface area calculation unit 558 calculates the surface area of the input region in each piece of map information if the input region spans over at least two or more pieces of map information. The fact that the input region spans over at least two or more pieces of map information can be specified by transmitting the above-described determination result of the operation determination unit 557 to the surface area calculation unit 558. The input region in each piece of map information corresponds to the region touched by the worker in each piece of map information when the region touched by the worker on the touch panel 50 overlaps with a plurality of pieces of map information. Accordingly, if the region touched by the worker on the touch panel 50 overlaps with a plurality of pieces of map information, the surface area calculation unit 558 calculates the surface area of the region touched by the worker on each piece of map information.
[0777] Specifically, as shown in FIG. 44, the surface area of the region 5541 in which the input region 5540 relating to the operation input performed by the worker and the map information 5538 in the lower layer (rear surface) of the input region 5540 overlap each other is calculated, and the surface area of the region 5542 in which the input region 5540 relating to the operation input performed by the worker and the map information 5539 in the lower layer (rear surface) of the input region 5540 overlap each other is calculated.
[0778] In such a case, the input region determination unit 554 determines that the map information of the input region having the largest surface area among at least two or more pieces of map information is the map information on which the operation input was performed. That is, it is determined that the worker has performed operation input on the map information having the largest surface area in the surface area of each of the plurality of pieces of map information calculated by the surface area calculation unit 558. In the example of FIG. 44, the surface area of the region 5541 and the surface area of the region 5542 are compared, and it is determined that the operation input was performed on the map information 5538 having the region 5541 with the larger surface area. As a result, even if the worker erroneously performs operation input over a plurality of pieces of map information, it is possible to appropriately detect the operation input performed by the worker.
[0779] Here, map information displayed by the map information display unit 553 and map information reduced in size by the thumbnail display unit 556 are displayed on the touch panel 50 as described above in some cases. Also, as shown in FIG. 44, a plurality of pieces of map information displayed by the map information display unit 553 are displayed in some cases. In such a case, if there is map information that was created long before the present in multiple pieces of map information, when the worker refers to such map information during the planting work, there is a possibility that the information will be too old, which will be a hindrance.
[0780] In view of this, it is preferable that the notification unit 559 calculates the elapsed time since the map information was created based on the time information relating to the map information displayed on the touch panel 50, and performs notification of re-creation of the map information according to the elapsed time. The time information relating to the map information is a time stamp indicating the date and time when the map information was created. The elapsed time since the map information was created is the time from when the map information was created to the present. Re-creation of map information means creating map information again. Accordingly, the notification unit 559 refers to the time stamp indicating the date and time when the map information displayed on the touch panel 50 was created, and calculates the time from when the map information was created to the present. If the calculated time is longer than the pre-set time (e.g., three months), the notification unit 559 may notify the user to create the map information again. This notification may be displayed on the touch panel 50 or may be performed by audio. This makes it possible to perform notification of the risk of a change in the field. Furthermore, if an amount of time (e.g., 1 year) longer than the pre-set time (e.g., three months) has elapsed, it is preferable to perform notification of (warn of) the risk of a change to the field more strongly than if the pre-set time (e.g., three months) has elapsed, and more strongly prompt the re-creation of the map information.
[0781] Also, the notification unit 559 may acquire disaster information indicating disasters that have occurred so far at the work site, and notification of the re-creation of the map information may be performed if it is determined that a disaster has occurred at the work site based on the map information after the creation of the map information, based on the disaster information and the time information relating to the map information displayed on the touch panel 50. The disasters that have occurred so far at the work site are, in particular, disasters that occurred after the previous instance of work, such as earthquakes, typhoons, storms, and floods. Regarding the occurrence status of such a disaster, it is possible to acquire disaster information including information relating to the type of the disaster and the date and time when the disaster occurred, for example, by using a management server or the WEB. The notification unit 559 refers to the disaster information and the time stamp indicating the date and time when the map information displayed on the touch panel 50 was created, and determines whether or not a disaster occurred at the work site indicated by the map information, that is, whether or not the work site is disaster-stricken, in the period from when the map information was created to the present. If a disaster has occurred at the work site in the period from when the map information was created to the present, the notification unit 559 may perform notification so as to prompt re-creation of the map information. This notification may be displayed on the touch panel 50 or may be performed by audio.
[0782] Also, for example, if a map information manager, a work site manager, or a worker manager has changed in the period from when the map information was created to the present, the notification unit 559 may be configured to perform notification so as to create the map information again. In such a case, the map information may include information by which the manager of the map information, the manager of the work site, the manager of the worker, and the like can be identified.
[0783] In the above-described embodiment, the display screen was described as being the touch panel 50, but the display screen need not be the touch panel 50. In such a case, the operation input performed by the worker can be input by operating a cursor with a touch pad or the like, for example.
[0784] In the above-described embodiment, the input region determination unit 554 was described as using the map information of the input region having the largest surface area when the input region input by the worker spans over a plurality of input regions as the map information on which the operation input performed by the worker was performed. However, it is also possible to use a configuration in which, regardless of the surface area, the map information of the region (position) touched first is used as the map information on which the operation input performed by the worker was performed, and it is also possible to use a configuration in which the most recent map information among the plurality of pieces of map information is used as the map information on which the operation input performed by the worker was performed. Also, the worker may be allowed to select all of the work sites within a predetermined range as selection candidates centering on the input region. Furthermore, the map information may include usage frequency information indicating the frequency of use of the map information, and map information with a high usage frequency may be displayed so as to be located at the top of the map information displayed as thumbnails.
[0785] In the above-described embodiment, the thumbnail display unit 556 was described as displaying work information indicating information on work performed at the work site based on the map information displayed as thumbnails, but it is also possible to use a configuration in which the work information is not displayed.
[0786] In the above-described embodiment, the notification unit 559 was described as performing notification of re-creation of the map information according to the elapsed time since the map information was created, but the notification unit 559 can also be configured such that notification of the re-creation of the map information is not performed. Also, the calculation of the elapsed time can be performed by a functional unit different from the notification unit 559.
[0787] In the above-described embodiment, the notification unit 559 was described as performing notification of the re-creation of the map information when it is determined that a disaster has occurred at the work site based on the map information, but it is also possible to use a configuration in which the notification unit 559 does not perform notification of the re-creation of the map information even if the work site is disaster-stricken.
[0788] Field information may be added to the map information displayed on the touch panel 50. The addition of the field information can be performed by, for example, a smartphone, the information terminal 5, a management server, a remote control, or audio input. Also, it is preferable that the map information can be sorted by each item of the field information (date and time, field surface area, field name, user key, etc.).
[0789] In the above-described embodiment, the map information was described as being stored in the map information storage unit 552, but it is also possible to use a configuration in which the map information can deleted by the worker via the touch panel 50. In such a case, it is possible to deal with a case where the detection accuracy (GPS sensitivity) of the body position at the time of creating the map information is poor or the field shape is changed due to land readjustment or the like.
[0790] Also, it is preferable that the plurality of pieces of map information stored in the map information storage unit 552 can be integrated as one piece of map information. This makes it possible to integrate overlapping pieces of map information and handle them easily. Also, even if the field shape has been changed due to land readjustment or the like, it is not necessary to reacquire the map information. Furthermore, even if it is necessary to manage the fields as one field when the replenishment locations of the materials used for the work are limited, it can be easily dealt with.
[0791] Field Shape Acquisition Processing
The field shape acquisition processing in the rice transplanter will be described. FIG. 45 is a block diagram showing functional parts in the field shape acquisition processing. As shown in FIG. 45, in the field shape acquisition processing in the present embodiment, information and data are transmitted and received between the control unit 30 and the information terminal 5. In the present embodiment, the control unit 30 includes a body position calculation unit 311, and the information terminal 5 includes a display device 551 (touch panel 50), a position information calculation unit 571, a map information creation unit 572, and a travel route generation unit 573. Each functional part is constructed with hardware, software, or both with a CPU as a core member in order to perform processing relating to field shape acquisition.
[0792] The body position calculation unit 311 calculates the body position using satellite positioning. The positioning unit 8 is used for satellite positioning, and GPS information composed of, for example, latitude information, longitude information, and altitude information is transmitted from the positioning unit 8 to the body position calculation unit 311. Note that in the present embodiment, the altitude information corresponds to the height of the body 1 (height of the positioning unit 8), which is the sum of the geoid height and the altitude. The body position is the position of the body 1 in real space, and is indicated by latitude information, longitude information, and altitude information. The body position calculation unit 311 calculates the position of the body 1 in real space based on such GPS information.
[0793] When the position information calculation unit 571 travels on each of a plurality of regions divided along the periphery of the work site, at the start of travel in one region, the position information is calculated based on the body position and the position of the rear end portion of the periphery side of the body 1. The periphery of the work site is the peripheral part of the field where the rice transplanter performs the planting work, and corresponds to the inner peripheral part of the ridge that defines the field. The plurality of regions divided along the periphery of the work site correspond to each side of a polygon, for example, when the outer shape of the field is a polygonal shape. Also, when the outer shape of the field has at least an arc-shaped portion, division into a plurality of regions may be performed using the arc-shaped portion as one region. Of course, even if the outer shape is a polygonal shape, division into a plurality of regions may be performed by dividing one side.
[0794] Hereinafter, in order to facilitate understanding, description will be given as assuming that the outer shape of the field as shown in FIG. 46 is a quadrangular shape, and each side constitutes one region. Accordingly, the plurality of regions divided along the periphery of the work site correspond to the four sides of the field having a quadrangular outer shape. In the following, these four sides will be described as peripheral portions 591 to 594, respectively.
[0795] The travel start time in one region is the time when the rice transplanter starts travel in each of the peripheral portions 591 to 594. The body position is the position of the rice transplanter and is calculated by the above-described body position calculation unit 311. The position of the rear end on the periphery side of the body 1 corresponds to the sliding plate guard 3B on the right side in the case of traveling counterclockwise on each of the peripheral portions 591 to 594 of the field in FIG. 46, and corresponds to the sliding plate guard 3B on the left side in the case of traveling clockwise. Accordingly, when the position information calculation unit 571 starts traveling in each of the peripheral portions 591 to 594 of the field, the position information is calculated based on the position of the rice transplanter calculated by the body position calculation unit 311 and the position of the sliding plate guard 3B.
[0796] Specifically, it is preferable that the position information calculation unit 571 stores the deviation between the position of the positioning unit 8 and the position of the sliding plate guard 3B in advance, and calculates the position information by adding or subtracting the deviation from the sliding plate guard 3B corresponding to the direction of traveling from the positioning unit 8 to or from the body position, according to the direction in which the rice transplanter travels in the field (counterclockwise or clockwise).
[0797] Also, the position information calculation unit 571 calculates the position information based on the body position and the position of the front end portion on the periphery side of the body 1 at the travel end time in one region. The travel end time in one region is the time when the rice transplanter ends travel in each of the peripheral portions 591 to 594. The position of the front end on the periphery side of the body 1 corresponds to the backup seedling storage device 17A on the right side (the right end portion of the backup seedling storage device 17A on the right side) when traveling counterclockwise on each of the peripheral portions 591 to 594 of the field in FIG. 46, and corresponding to the backup seedling storage device 17A on the left side (the left end portion of the backup seedling storage device 17A on the left side) when traveling clockwise. Accordingly, when the travel ends in each of the peripheral portions 591 to 594 of the field, the position information calculation unit 571 calculates the position information based on the position of the rice transplanter calculated by the body position calculation unit 311 and the position of the backup seedling storage device 17A.
[0798] Specifically, the position information calculation unit 571 stores in advance the deviation between the position of the positioning unit 8 and the position of the backup seedling storage device 17A, and calculates the position information by adding or subtracting the deviation from the backup seedling storage device 17A corresponding to the direction of travel from the positioning unit 8 to or from the body position according to the direction in which the rice transplanter travels in the field (counterclockwise or clockwise).
[0799] Here, the rice transplanter is provided with a work unit that can move up and down with respect to the body 1 to perform ground work. The work unit that performs ground work is the seedling planting device 3. In such a case, it is preferable that the position information calculation unit 571 sets the time when the seedling planting device 3 in the raised position was put in the lowered state as the travel start time, and sets the time when the seedling planting device 3 in the lowered state was returned to the raised position as the travel end time. The time when the seedling planting device 3 in the raised position is put in the lowered state is the time when the planting mechanism 22 of the seedling planting device 3 is brought close to the planting surface so as to be able to plant seedlings in the planting surface of the field (field surface) and the leveling float 15 touches the ground. Such lowering of the seedling planting device 3 can also be detected by providing a sensor on the leveling float 15, or by detecting the position of the work operation lever 11 for performing a raising or lowering operation on the seedling planting device 3.
[0800] Also, the time when the seedling planting device 3 in the lowered state is returned to the raised position is 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 leveling float 15 is separated from the planting surface. Such raising of the seedling planting device 3 can also be detected by providing a sensor on the leveling float 15, and can be performed by detecting the position of the work operation lever 11 for performing a raising or lowering operation on the seedling planting device 3.
[0801] In this manner, the position information calculation unit 571 can appropriately perform calculation of the position information by setting the time when the planting mechanism 22 of the seedling planting device 3 is brought close to the planting surface so as to be able to plant seedlings in the planting surface of the field and the leveling float 15 touches the ground as the travel start time, and setting 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 leveling float 15 is separated from the planting surface as the travel end time.
[0802] Note that it is also possible to use a configuration in which the position information calculation unit 571 cannot calculate the position information unless the planting mechanism 22 is lowered (unless the leveling float 15 touches the ground). Also, the start and end of the calculation performed by the position information calculation unit 571 may be determined by combining other conditions or a plurality of conditions in addition to the grounding of the leveling float 15 (e.g., engagement/disengagement of the planting clutch, the marker action position, the link sensor, turning on/off of the rotor, etc.).
[0803] Here, for example, when traveling counterclockwise on the peripheral portion 591, when the vicinity of the intersection between the peripheral portion 591 and the peripheral portion 592 is approached, the body 1 travels while repeating traveling and stopping (travels while performing fine adjustment of the body position) in some cases. In such a case, the planting mechanism 22 of the seedling planting device 3 can also be repeatedly raised and lowered. As described above, the position information calculation unit 571 sets the time when the seedling planting device 3 in the raised position is put in the lowered state as the travel start time, and sets the time when the seedling planting device 3 in the lowered state is returned to the raised position as the travel end time. However, when traveling while making fine adjustments as described above, for example, there is a possibility that a plurality of unintended positions at the travel start time and positions at the travel end time are detected during travel on the peripheral portion 591.
[0804] In view of this, it is preferable that if the movement distance of the body 1 from the position at the previous travel start time to the position at the next travel start time is a pre-set distance or less, the position information calculation unit 571 disables the position at the previous travel start time. That is, it is preferable that if the movement distance by which the rice transplanter travels in the period from when the seedling planting device 3 in the raised position is put in the lowered state until when the seedling planting device 3 in the raised position is put in the lowered state is a pre-set distance (e.g., several tens of centimeters) or less, the position at the previous start time is disabled since there is a high likelihood of traveling while performing fine adjustment. Note that in such a case, it is preferable that the position at the travel end time resulting from the seedling planting device 3 being returned to the raised position is also disabled before the previous travel start time.
[0805] Specifically, if the rice transplanter travels until the seedling planting device 3 in the raised position at T=1 shown in FIG. 47 is put in the lowered state, then is returned to the raised position at T=2, and the seedling planting device 3 in the raised position is furthermore put in the lowered state at T=3, the position of the previous travel start time at T=1 is not disabled since the movement distance 5991 is larger than the pre-set distance (e.g., several tens of centimeters). On the other hand, if the rice transplanter travels in the period from when the seedling planting device 3 in the raised position at T=3 is put in the lowered state, until the seedling planting device 3 is returned to the raised position at T=4, and the seedling planting device 3 in the raised position is furthermore put in the lowered position at T=5 in order to travel on the peripheral portion 592, the position at the previous travel start time at T=3 is disabled since the movement distance 5992 is a pre-set distance (e.g., several tens of centimeters) or less. At this time, it is preferable to disable the position at the travel end time resulting from the seedling planting device 3 being returned to the raised position at T=2 immediately before T=3, which was disabled.
[0806] Also, it is preferable that, in the period from when travel is started in one region to when travel ends, the position information calculation unit 571 calculates the position information based on the position at which a first line 596 and a second line 597 intersect, the first line 596 virtually extending along the width direction of the body 1 from a center-of-gravity position 595 of the body 1 and the second line 597 virtually extending along the length direction of the body 1 from a protruding portion that protrudes the most in the body 1 along the width direction of the body 1. The period from the start to the end of the travel in one region is the period from the start to the end of the travel for each of the peripheral portions 591 to 594 of the field. The first line 596 that virtually extends from the center-of-gravity position 595 of the body 1 along the width direction of the body 1 corresponding to a line that extends parallel to the left-right direction, which is the width direction of the body 1, from the position (center-of-gravity position 595) that is the center of gravity of the body 1 in FIG. 48. The protruding portion that protrudes the most in the body 1 along the width direction of the body 1 corresponds to the portion that protrudes the most in the body 1 along the left-right direction, which is the width direction of the body 1. In this embodiment, as shown in FIG. 48, the sliding plate guard 3B corresponds to this. For this reason, in FIG. 48, the second line 597 that virtually extends along the length direction of the body 1 from the protruding portion that protrudes the most in the body 1 along the width direction of the body 1 corresponds to a line that extends parallel to the front-rear direction, which is the length direction of the body 1, from the sliding plate guard 3B.
[0807] Accordingly, if the rice transplanter travels counterclockwise on the periphery of the field, the position information calculation unit 571 calculates the position information based on the position of an intersection point 598R between the first line 596 and the second line 597 set using the sliding plate guard 3B on the right side as a reference, and if the rice transplanter travels clockwise on the periphery of the field, the position information calculation unit 571 calculates the position information based on an intersection point 598L between the first line 596 and the second line 597 set using the sliding plate guard 3B on the left side as a reference. Note that in this embodiment, it is assumed that the second line 597 is set using the sliding plate guard 3B as a reference, but instead of the sliding plate guard 3B, the second line 597 may be set from the GPS antenna using the left and right ends as a reference or using the front and rear wheels or the like as a reference.
[0808] Returning to FIG. 45, the map information creation unit 572 creates map information indicating the shape of the work site based on the position information. The position information is calculated by the above-described position information calculation unit 571 and is transmitted to the map information creation unit 572. The map information indicating the shape of the work site corresponds to a map indicating the shape of a field in which coordinates consisting of latitude information and longitude information indicated by the position information acquired by the rice transplanter traveling on the periphery of the field are continuously connected. Accordingly, the map information creation unit 572 creates a map indicating the shape of the field in which coordinates composed of latitude information and longitude information indicated by the position information calculated by the position information calculation unit 571 are continuously connected. Since such map information can be created using a known method, description thereof will be omitted. Note that, here, the map information being created is also simply described as map information.
[0809] Here, when the map information creation unit 572 creates map information, the creation status can be displayed on the touch panel 50. For example, in the touch panel 50, it is possible to use a configuration in which the shape of the field indicated by the map information is clearly indicated using a plurality of indices. An index is a marker displayed on the display screen. Accordingly, the map information creation unit 572 can be configured to attach a marker on the touch panel 50 so as to correspond to the coordinates indicated by the position information calculated by the position information calculation unit 571.
[0810] In such a case, it is preferable to use a configuration in which, the position at the travel start time and the position at the travel end time are displayed with indices different from indices indicating positions other than the position at the travel start time and the position at the travel end time. This makes it possible for the worker viewing the display screen to intuitively understand the positions at both the travel start time and the travel end time, and the positions in the period from when travel is started to when travel ends.
[0811] Furthermore, it is also possible to use a configuration in which the position at the travel start time and the position at the travel end time are displayed with mutually different indices on the display screen. This makes it possible for the worker viewing the display screen to intuitively understand the position at the travel start time and the position at the travel end time.
[0812] Here, as described above, the map information creation unit 572 creates map information using the position information calculated by the position information calculation unit 571, and the position information calculation unit 571 calculates the position information based on the body position calculated by the body position calculation unit 311. The body position is transmitted from the body position calculation unit 311 to the map information creation unit 572 and the position information calculation unit 571, but there is a possibility that the amount of data will increase when the map information creation unit 572 and the position information calculation unit 571 each create the map information and the position information using all of the body positions.
[0813] In view of this, it is preferable that the map information creation unit 572 creates map information using only the position information transmitted to the map information creation unit 572 among the position information calculated by the position information calculation unit 571. As a result, the position information calculation unit 571 thins out the body positions from the body position calculation unit 311 to calculate the position information, and the map information can be created using the position information created through the thinning-out, and therefore an increase in the amount of data can be suppressed.
[0814] Also, it is preferable that if the amount of data relating to the map information reaches a pre-set value or more, the map information creation unit 572 deletes the data corresponding to the portion where the amount of change in the shape of the work site is small, and displays indices corresponding to the deleted data on the display screen such that they can be identified from other indices. The case where the amount of data relating to the map information reaches a pre-set value or more means a case where the amount of data of the map information created by the map information creation unit 572 reaches the pre-set value or more. The portion where the amount of change in the shape of the work site is small is a portion of the outer shape of the field that is linear, an arc-shaped portion having a constant curvature, or a portion that changes at a constant rate of change. Accordingly, when the amount of data of the map information created by the map information creation unit 572 reaches a pre-set value or more, the map information creation unit 572 erases data indicating a portion that is linear, an arc-shaped portion having a constant curvature, and a portion that changes at a constant rate of change in the outer shape of the field. This makes it possible to suppress an increase in the amount of data. Also, it is preferable that even if the data is deleted, the index itself indicating the outer shape of the field displayed on the touch panel 50 is not deleted, and the shape is indicated by an index different from the index for which the data has not been deleted. This makes it possible for the worker to intuitively understand whether or not the data has been deleted when the worker views the shape of the field on the touch panel 50. Note that if data is deleted, the acquired data may be deleted in order starting from the data with the smallest change in distance or angle.
[0815] With the above-described configuration, it is possible to create map information due to the rice transplanter traveling on the periphery of the field. Although the rice transplanter performs the seedling planting work based on this map information, at this time, the travel route is generated by the travel route generation unit 573. At this time, it is preferable that when traveling along the periphery in the field, the travel route generation unit 573 generates the travel route at the time of performing the seedling planting work using, as a reference, a position offset toward the center of the field with respect to the periphery of the field indicates by the map information.
That is, it is preferable that on the travel route traveled by the rice transplanter when performing the seedling planting work, the seedling planting work is performed using the position offset toward the center by a predetermined distance relative to the outer shape defined by the map information as the outer shape. Note that the travel route generation unit 573 includes a later-described back-and-forth route creation unit 522 and loop route creation unit 524.
[0816] Also, if the rice transplanter is to perform seedling planting work in the peripheral region of the field, it is preferable that the rice transplanter travels at the same speed as the body speed used when creating the map information. For this reason, when creating the map information, it is preferable to store the body speed at the time of creating the map information. As a result, the seedling planting work can be performed suitably without deviating from the desired position (route) by setting the body speed to the same speed when creating the map information (during idle travel) and when performing seedling planting work in the peripheral portion of the field (e.g., during planting around the field performed at the final stage).
[0817] Next, description will be given using an image displayed on the touch panel 50. When acquiring the field shape, it is preferable to first display confirmation items (precautions) to the worker as shown in FIG. 49. Specifically, it is preferable that the display of precautions relating to the setting of the start point and the end point in the field as shown in (A) of FIG. 49, the display of precautions relating to travel shown in (B) of FIG. 49, and the display of precautions relating to the travel direction in the field shown in (C) of FIG. 49 are performed. Also, in each display, it is preferable to display a “confirm” button together with precautions and wait for a press performed by the worker to perform the next display.
[0818] When the confirmation of the precautions is completed and the rice transplanter completes movement to the above-described start point, it is preferable to display a state of waiting for the worker to press the “start” button as shown in FIG. 50. At this time, it is preferable to display to the worker a sub-image 581 indicating whether the right side of the rice transplanter is the reference or the left side is the reference. In FIG. 50, it is indicated that an index 5811 is attached to the rear left end of the rice transplanter shown in the sub-image 581, and the left side of the rice transplanter is the reference.
[0819] When travel is started, map information is created according to the travel, as shown in FIG. 51.
Note that at this time, it is preferable to display a “positioning complete” button that is to be pressed by the worker when creation is complete and an “interrupt” button for interrupting the creation. It is also preferable to display the sub-image 581 and the index 5811 indicating that the right side of the rice transplanter is the reference.
[0820] Also, during driving, as shown in FIG. 52, an index is attached based on the intersection 598L between the first line 596 and the second line 597, and when the positioning of one side of the field is completed, an index is attached based on the position of the backup seedling storage device 17A on the left side (the left end of the backup seedling storage device 17A on the left side). In the case of traveling on the next peripheral portion, an index is attached using the rear left end as a reference as shown in FIG. 53. Note that as shown in FIG. 53, it is preferable to attach an index different from the other indices to each of the position at the end time of the peripheral portion traveled on first and the position at the start time of the peripheral portion traveled on next. FIG. 54 shows a display performed when travel is continued and an index is attached. Map information indicating the shape of the field is created by continuously connecting such indices.
[0821] In the above-described embodiment, it has been described that the map information is created by traveling on the peripheral portion of the field, but the map information may also be created while performing planting in the peripheral portion of the field. In such a case, some seedlings may be trampled, but it is possible to efficiently perform seedling planting work and map information creation.
[0822] In the above-described embodiment, the position information calculation unit 571 was described as traveling in each of a plurality of regions divided along the periphery of the field to calculate the position information, but, for example, when the rice transplanter is turning, the position information calculation unit 571 may calculate the position information only in the center of the turn, and may regard the intersection point virtually connecting the position information before the start of the turn and after the end of the turn as a corner portion of the field. This makes it possible to easily create map information.
[0823] Also, during the calculation of the position information, it is possible to calculate both the left and right sides of the body 1 and switch between using the position information for the left side and the right side. Also, among the position information calculated based on a plurality of positions of the body 1 (GPS antenna, front and rear wheels, left and right ends from the center of gravity, etc.), the position information with the least blur (smallest error) may be used.
[0824] Also, the position information may be calculated even during so-called following travel, or following control may be performed also when shifting from one region to another region (when turning back).
[0825] If there is an unclosed region in the created map information, it is also possible to complete the map information by connecting the end points. Also, if there is an unclosed region, it is also possible to complete the field map by estimating the shape of the field from the information (size, position, direction, etc.) of the body 1, and to complete the field map by supplementing the shape of the field between the position at the travel start time and the position at the travel end time in the map information.
[0826] Route Creation Processing
The travel route (route) that is the target of automatic travel is composed of the inner back-and-forth route IPL for performing seedling planting work in the inner region IA of the field, a loop route for performing seedling planting work in the peripheral region OA of the field, and a start point guidance route for moving from the guidance startable area GA set near the entrance/exit E to the start point (work start point) S of the inner back-and-forth route IPL. Note that the peripheral region OA of the field is a region where seedling planting work is performed by travel along a loop route, and the inner region IA is a region left inside the peripheral region OA. The route creation processing here includes back-and-forth route creation processing, seedling replenishment route creation processing, loop route creation processing, and start point guidance route creation processing.
[0827] As shown in FIG. 55, the functional parts required for the various processes relating to route creation are built in the information terminal 5. This information terminal 5 is connected to a control unit 30 that constructs functional parts 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 on-board LAN. The control unit 30 is also connected to the traveling device 1D and the working device 1C. The functional parts constructed in the information terminal 5 are a reference side setting unit 521, a back-and-forth route creation unit 522, a travel direction determination unit 523, a replenishment side setting unit 531, a replenishment control management unit 532, a loop route creation unit 524, a driving mode management unit 525, a start point setting unit 541, and a start point guidance route creation unit 542.
[0828] The reference side setting unit 521 sets one side of the outer shape of the farm (field, etc.), which is the work site of the work machine, as a reference side. The back-and-forth route creation unit 522 creates an inner back-and-forth route IPL including a plurality of straight routes extending in a predetermined direction with respect to the reference side. The travel direction determination unit 523 sets the travel direction on the inner back-and-forth route IPL. The replenishment side setting unit 531 sets a specific side of the outer shape of the farm as a material replenishment side of the material consumed by the work machine. The replenishment control management unit 532 manages replenishment travel control for bringing the work machine close to the material replenishment side from the terminal end region of the straight route of the inner back-and-forth route IPL for traveling toward the material replenishment side, from the start end region of the straight route to be traveled on next, or from both regions, in conjunction with the travel control unit 312. The loop route creation unit 524 creates at least one loop route in the peripheral region of the farm based on the travel path in the outer shape calculation travel for traveling along the boundary line of the field in order to calculate the outer shape of the farm. The travel mode management unit 525 enables selection from manned automatic travel, unmanned automatic travel, and manual travel as the driving mode of the loop route. The start point setting unit 541 sets the start point S of the work travel using the inner back-and-forth route IPL. The start point guidance route creation unit 542 creates a start point guidance route SGL for automatically guiding a work machine that satisfies the guidance conditions to the start point S.
[0829] As described above, the program that realizes the functional parts relating to route creation is installed in the information terminal 5. Various processes proceed according to the contents displayed on the screen of the touch panel 50 of the information terminal 5 and operations performed on the touch panel 50.
[0830] In the route creation in the inner region IA, as shown in FIG. 56, the reference side for planting and the planting direction are selected. In this example, the outer shape of the field obtained through the map creation processing is a quadrangular shape, and each side thereof and the entrance/exit side of the entrance/exit E are candidates for the planting reference side. Numeric values are given to the sides that are candidates for the planting reference side. The worker selects a desired side as a reference side, and further selects whether the planting direction is parallel to or perpendicular to the reference side. This planting direction is the direction of the straight routes in the back-and-forth travel in the inner region IA. In the back-and-forth travel, a route that combines straight routes and turning routes is used, but the straight route is not limited to being linear, and may be a large curved shape or a winding shape.
[0831] Back-and-Forth Step
Regarding the selection of the planting direction, when the reference side is selected, the planting direction by which the number of trips back and forth in back-and-forth travel decreases may be automatically selected. Also, when the first selection is made in the same field or a similar field, the planting direction that is parallel to the longest side of the field may be set as the default, and when the subsequent planting direction is selected, the previous selection result may be set as the default.
[0832] Note that the shape of the field is not limited to being rectangular, and may be a quadrangular shape such as a trapezoid or a rhombus, and may be a triangle or a polygon having five or more corners. Accordingly, the reference side is not limited to the four sides of a rectangle, and a side to which the opposite sides are not parallel may be selected as the reference side. Also, if a curved side is selected as a reference side, a travel route along the side may be set, or a route that is gradually accustomed to a linear shape may be set. On the other hand, in such a case, the error becomes large, and therefore such a side may be made impossible to select as the reference side.
[0833] Seedling Replenishment
In work in back-and-forth travel in the inner region IA, it is necessary to replenish the seedlings during the work. Note that the seedling replenishment here can be read as other material replenishment (chemical, fertilizer, fuel, etc.). FIG. 57 shows a selection screen relating to this seedling replenishment. In seedling replenishment, the rice transplanter needs to interrupt the back-and-forth travel to approach the ridge, but the rice transplanter can be automatically stopped at a position where travel for approaching the ridge for this seedling replenishment is possible. Through this screen, it is possible to select whether or not to automatically stop (automatically stop at the seedling replenishment side) for this ridge approaching travel. Furthermore, the side for performing seedling replenishment is a field side that intersects the straight route in the back-and-forth travel, and this side can also be selected through this screen. The selectable side may be one side or two sides. Also, in a deformed field, there is a possibility that two adjacent sides will be candidates for the replenishment side.
[0834] When the field is special, the candidate for the material replenishment side needs to be selectable from all of the field sides. For this reason, when such a special field is considered, the material replenishment side can be selected from all of the field sides.
[0835] Seedling replenishment is required in some cases also in work travel (peripheral planting work) along the loop route in the peripheral region. Even in this case, the body 1 is automatically stopped at the field side. At that time, if the body 1 is separated from the field side by a predetermined distance or more, the body 1 is moved sideways to the field side and then automatically stopped. When it automatically stops, a notification prompting replenishment is performed.
[0836] Regarding the selection of the seedling replenishment side, the seedling replenishment side in peripheral planting travel may be preferably automatically performed by selecting the reference side, or the reference side may be preferably automatically determined after the seedling replenishment side is selected.
[0837] In seedling replenishment, in general, the front part of the body 1 needs to approach the ridge (replenishment side), and therefore the vehicle advances toward the ridge before entering the turn or in the middle of the turn. After replenishment, the next straight route is entered by moving in reverse and turning. In the turning control performed when entering the next straight route, it is convenient to perform control with a fixed turning radius. In this case, the body 1 returns in reverse to the position where normal turning travel of the original straight route is performed, and from there, the body 1 enters the next straight route by normal turning travel. Since it is necessary for the rear part of the body 1 to approach the ridge in the case of chemical replenishment or the like, as the ridge approaching travel, turning reverse ridge approach travel in which the vehicle turns and then moves in reverse is adopted. After replenishment, the next straight route is entered by forward travel. This series of seedling replenishment travel can also be remotely controlled using the remote control 90 or the like.
[0838] If the seedlings are replenished near a deformed ridge, there is a possibility that the body 1 will approach the ridge in the turning travel performed when returning to the next straight route after the seedling replenishment. In such turning travel, the turning start position is set to a position farther from the ridge and the turning radius is changed compared to turning that is normally performed.
[0839] If the material supply route includes a straight route, it is also possible to create a reference line based on the travel path obtained in the preceding straight travel and perform automatic travel on the straight route based on this reference line.
[0840] If the material replenishment location is not a replenishment side but a limited replenishment point, the ridge approaching travel for material replenishment is performed by automatic travel using this replenishment point as a target point.
[0841] If automatic stopping for seedling replenishment has been selected, straight travel is performed in automatic travel to the peripheral region (also called headland) OA on the replenishment side. For this automatic travel, an extension route generated by elongating the straight route of the inner back-and-forth route IPL is used. While traveling on the extension route, work such as planting, sowing, and fertilization is not performed, and the body 1 automatically stops at the processing position close to the ridge.
[0842] If replenishment is performed without selecting automatic stopping, when the seedling planting device 3 is raised before or during turning travel, the ridge approach travel becomes possible due to interrupt control performed using manual operation or the remote control 90. In that case, automatic driving cannot be resumed unless the body 1 is manually caused to travel to the next start point after replenishment. Of course, if replenishment is not needed, it is not necessary to select automatic stopping. Examples where replenishment is not required are a case where dense seedlings, long (roll) mat seedlings are employed, a case where a direct seeding device is equipped instead of the seedling planting device 3, and the like. Setting may be performed such that the body 1 is stopped before or during turning travel through an operation using the remote control 90 or the like, regardless of the replenishment.
[0843] Also, regardless of whether or not automatic stopping is required for replenishment, there may be a control mode in which automatic temporary stopping and travel resumption are performed in order to give the worker time to determine whether or not to perform material replenishment during a temporary stop. With this stop, the remaining amount of replenishment material can be visually checked.
[0844] It is also possible to employ a configuration in which, if remote control using the remote control 90 or the like has been performed, the remaining amount of replenishment materials is checked using a remaining amount sensor instead of visually by the worker, and the detection result or material shortage is transmitted to the remote control 90, or is notified to the surrounding area by audio. If the remaining amount sensor detects that the material has run out (material shortage), automatic stopping can be performed. Such automatic stopping and notification of running out of material (material shortage) can be performed not only in the work travel in the inner region IA but also in the work travel in the peripheral region OA. At that time, the material replenishment route to the material replenishment position may be created.
[0845] The remaining amount sensor can be constituted by a machine learning model that uses a captured image captured by a camera as input and outputs the remaining amount of materials such as seedlings. Also, if the remaining amount of material can be estimated, the position of performing automatic stopping for material replenishment can also be estimated. Based on this estimated position, automatic stopping for material replenishment can be scheduled. This scheduling can be performed automatically or manually, and the scheduling can be canceled manually.
[0846] If the remaining amount of material can be estimated, it is determined whether or not the vehicle can travel to the next position where replenishment is possible with the estimated remaining amount. Based on this determination result, the body 1 is stopped to reinforce the material, and notification of the predicted position for starting the material replenishment travel is performed.
[0847] Peripheral Planting Step
In this embodiment, the work travel (peripheral planting travel) in the peripheral region OA is performed along the inner loop route IRL located inside the peripheral region (headland) OA and the outer loop route ORL located outside the peripheral region OA as the loop route. Travel along the inner loop route IRL is referred to as inner loop travel or inner periphery travel, and travel along the outer loop route ORL is referred to as outer loop travel or periphery travel. In map creation, the map is created so as to substantially match the travel path on which the body 1 has traveled. The inner loop route IRL is the route between the inner back-and-forth route IPL and the outer loop route ORL. Inner loop travel and outer loop travel can be performed manned and automatically, unmanned and automatically, or manually.
[0848] FIG. 58 is a screen for selecting whether the inner loop travel or the outer loop travel is to be performed automatically or manually. An automatic/manual selection region is displayed on the right side of the screen, and a schematic travel route is displayed on the left side of the screen. Although only one loop route of one lap is displayed, in this embodiment, the inner loop route IRL and the outer loop route ORL are displayed as the loop route.
[0849] In actual work travel as well, the inner loop route IRL and the outer loop route ORL, which are similar to those in FIG. 58, are displayed. However, the loop route for which manual travel is selected is deleted from the screen. The worked region is filled in by the working width as a planting track. Instead of this, when manual travel is selected, the corresponding loop route may be deleted from the screen and the planting track may not be displayed. Furthermore, the display modes of the manually-traveled loop route and its planting track, and the automatically-traveled loop route and its planting track may be changed so that both are displayed in an identifiable manner. Note that the display mode of the route and the planting track on the screen includes the display color, the display line type, and the like. Routes and planting tracks with different attribute values can be identified by changing their display colors, display line types, and the like. Accordingly, in the present invention, the expression of changing the color on the screen includes changing the line type, and conversely, includes changing the color when the line type is changed on the screen.
[0850] When the inner loop route IRL is set to manual travel, the outer loop route ORL is also switched to manual travel, and the travel route is no longer displayed. However, since the travel route can play a role of guidance in manual travel, at least the outer loop route ORL may be left displayed for use as guidance even in manual travel.
[0851] In this embodiment, the outer loop route ORL is defined to be manned automatic travel even in automatic travel, but travel on the outer loop route ORL is travel performed with the seedling planting device 3 lowered based on the travel path for teaching travel in map creation, and therefore there is a low likelihood that a problem will occur also in unmanned automatic travel. For this reason, unmanned automatic travel may be selected for the outer loop route ORL as well. Also, 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 of the two routes may be provided from the beginning. Alternatively, a route for guiding from the end point of the inner loop route IRL to the start position of the outer loop route ORL at the end time of the inner loop route IRL may be provided.
[0852] In this embodiment, the loop route formed in the peripheral region OA is defined as a two-lap loop route in order to obtain sufficient space for turning travel in back-and-forth travel. However, depending on the model and the number of work rows, a one-lap loop route is sufficient. Accordingly, the configuration may be such that it is possible to select that the loop route is to be formed by a one-lap loop route. However, if the loop route is formed by a one-lap loop route, it is preferable to employ a quick turning route using reverse travel or a connecting turning route that connects two angle-shaped turning routes with a connecting straight route exceeding the work width as the turning route used in back-and-forth travel. At that time, in travel on the connecting straight route, travel control by which the loop route is followed is performed, but special measures such as expanding the permissible range of cross-border determination that defines the distance from the ridge are adopted. Furthermore, if there is a risk of interference with the ridge during turning, a turning retry function in which turning is performed gradually by quick turning multiple times using reverse travel or the like is also adopted.
[0853] FIGS. 59 and 60 illustrate the above-described special turning travel (turning route). FIG. 59 shows an example of a connecting turn. This connecting turn is transitional travel for shifting from one straight route to the next next straight route instead of the adjacent straight route. This connecting turn is composed of a first turning route (denoted by reference sign Q1 in FIG. 59) on which an approximately 90-degree direction change is performed, a straight route (denoted by reference sign Q3 in FIG. 59), and a second turning route (denoted by reference sign Q2 in FIG. 59). The length of the straight route is calculated according to the position of the straight route that is the transition destination. FIG. 60 shows an example of quick turning using reverse travel. Quick turning is used when there is little space for turning travel (distance to ridge: width of peripheral region OA) when transitioning from a straight route on which travel is being performed to an adjacent route by turning travel. The quick turning shown in FIG. 60 is composed of a first turning route (denoted by reference sign R1 in FIG. 60), a reverse turning route (denoted by reference sign R2 in FIG. 60), and a second turning route (denoted by reference sign R3 in FIG. 60). The first turning route and the reverse turning route realize travel called a quick turn, and by increasing this quick turn, the space required for turning travel can be reduced.
[0854] When the turning retry function is executed, the turning path of the body 1 is estimated at the time of turning, and it is determined whether or not the work machine can turn in a limited space or at a predetermined interval from the ridge based on the estimated turning path. If the determination result is that turning is possible, the turning is continued as-is, but if the determination result is that turning is not possible, quick turn travel using reverse travel is performed until the determination result is that turning is possible. At that time, if the determination result is that turning is not possible, the worker may be notified, and a transition from automatic travel to manual travel may be performed, or automatic quick turn travel may be performed.
[0855] Since the periphery planting travel is travel near the ridge, there is information that the worker should be aware of beforehand. For this reason, at the stage before the start of the periphery planting travel, notification for alerting the worker that at least the outer loop travel is to be performed manned is performed. It is convenient to give a warning based on the performance of the back-and-forth travel performed before the periphery planting travel. At that time, at least, it is preferable to perform a notification calling attention on the screen of the information terminal 5. As another mode, it may be possible to select whether the outer loop travel is to be performed manned or unmanned. Also, the notification may be performed by audio, a tower lamp, or the like.
[0856] If the outer loop travel is performed in manual travel, it is preferable to draw a marker that is to be a guideline for the outer loop travel at the time of inner loop travel, which is performed first. This marker mark aids the operation performed by the worker who manually performs outer loop travel.
[0857] The inner loop route IRL and the outer loop route ORL are a combination of a straight route and a turning route. When the periphery planting travel is carried out using these loop routes, the seedling planting in the inner region has already ended, and therefore the inner region IA is an already-planted region. Accordingly, by setting the planting end position on one straight route as a position aligned with the already-planted region, the same non-planting space as that between the already-planted region and the ridge occurs between the planting end position and the ridge. Since this non-planting space can be used as a space for performing direction change travel (quick turning) for travel using the next straight route, the direction change travel becomes easy.
[0858] In the region where the end position of the straight route in the back-and-forth travel of the inner region IA is different from the end position of the other straight route, that is, the region where the corner region of the inner region IA has a recessed portion or a protruding portion, the inner loop route IRL bends in a crank shape. For this reason, the seedling planting track resulting from travel on the outer loop route ORL extending so as to cover the outside of the inner loop route IRL will overhang on the seedling planting track in the travel along the inner loop route IRL. In order to avoid this, row clutch control for turning off the row clutches corresponding to the overhanging planting claw is performed.
[0859] Here, with reference to FIG. 61, the planting work travel accompanying row clutch control will be described. In (a) in FIG. 61, all of the eight-row planting mechanisms (planting claws) 22 are in the operating state (all of the row clutches are on), and planting tracks of eight rows are formed. In (b), two rows of the planting mechanisms 22 on the left side are not operating (each row clutch is off), and planting tracks of six rows are formed. In (c), the planting mechanisms 22 of the four rows on the left side are not operating (each row clutch is off), and planting tracks of four rows are formed. Various planting tracks can be formed by such control of each row clutch. For example, in (d) in FIG. 61, a triangular planting track is formed by sequentially deactivating the planting mechanisms 22 from the left side. Also, as shown in (e) in FIG. 61, the planting mechanisms 22 are sequentially deactivated from the left side and then are sequentially activated, whereby a planting track having a curved side surface is formed. Alternatively, although not shown, it is also possible to form planting tracks with stepped, protruding, and recessed sides.
[0860] The inner loop route IRL is created so as to extend along each end position of the straight route in back-and-forth travel, and during automatic travel, control for minimizing deviation from the target route is performed using the inner loop route IRL as the target route. On the other hand, the outer loop route ORL is created based on the traveling path in the teaching traveling for map creation, and the control of automatic travel using the outer loop route ORL is control performed following the teaching travel. The outer loop route ORL that employs this following control can reliably prevent contact with the ridges. However, in order to further reduce the contact risk, the outer loop route ORL is set back further inward from the travel path in teaching travel. A function of selecting elimination or reduction of this setback amount is provided. Instead of reducing the setback amount, the control of the outer peripheral travel does not target the outer loop route ORL created based on the travel path in the teaching travel, but may target the field outer shape (boundary line between the ridge and the field surface).
[0861] As described above, the route creation processing includes back-and-forth route creation processing, inner loop route IRL creation processing, outer loop route ORL creation processing, and start point guidance route creation processing. All of these processes are performed at one time, but a configuration may be adopted in which each process is performed individually.
[0862] If the back-and-forth route creation processing and the inner loop route IRL creation processing are performed without giving consideration to the outer loop route ORL, the outer loop route ORL and the inner loop route IRL overlap each other, and therefore an inconvenience occurs in which a normal outer loop route ORL cannot be formed.
[0863] Start Point Guidance
Next, the start point guidance will be described with reference to FIG. 62. The start point guidance is guiding the rice transplanter to the start point S, which is the starting end of the inner back-and-forth route IPL, which is the start of the seedling planting work in the field. When the teaching travel for forming the field map ends and the route creation processing also ends, the rice transplanter performs the seedling planting work in automatic travel. The planting work in automatic travel starts from the starting point S of the inner back-and-forth route IPL. The start point guidance route SGL, which is the travel route for causing the rice transplanter to automatically travel to the start point S, is set in the route creation processing, and the automatic travel startable condition that permits automatic travel using this start point guidance route SGL is set. The automatic travel startable condition is that the position of the rice transplanter and its direction are within the permissible range. Put simply, the automatic travel startable condition may be that the rice transplanter is in the guidance startable area GA. This guidance startable area GA is also displayed on the screen displayed on the touch panel 50.
[0864] The display color of the guidance startable area GA displayed on the touch panel 50 is different in the case where the rice transplanter is located in the guidance startable area GA when an operation for starting automatic travel has been performed (or in the case where the position and direction of the rice transplanter are within the allowable range), the case where the rice transplanter is not located within the guidance startable area GA (or in the case where the position and direction of the rice transplanter are not within the allowable range). Notification of whether or not the rice transplanter is located in the guidance startable area GA is also performed by lighting a lamp or by audio.
[0865] For example, as shown in FIG. 62, if the rice transplanter is not located in the guidance startable area GA and the automatic travel startable condition is not satisfied, notification is performed such that the automatic travel startable condition is satisfied. At that time, notification of the reason why the condition is not satisfied (e.g., positional deviation, directional deviation, etc.) is performed, and notification of the method for solving the problem (e.g., forward/reverse travel instruction, left/right steering wheel operation instruction, etc.) is performed. When this solution method is performed and the condition for starting automatic travel is satisfied as shown in FIG. 63, a notification to that effect is given and the start point guidance travel in automatic travel is started. FIG. 63 shows orientations of two rice transplanters. In the orientation of one rice transplanter, the front part of the rice transplanter abuts against the ridge for seedling replenishment, and from this orientation, the start point guidance travel is performed by capturing the start point guidance route SGL in quick turn travel FL using the predetermined reverse turning and forward movement. In the orientation of the other rice transplanter, it is possible to capture the start point guidance route SGL, and therefore the start point guidance travel along the start point guidance route SGL is performed as-is after entering the farm.
[0866] The following is added regarding the determination of the automatic travel startable condition using the guidance startable area GA.
(1) If most of the body 1 is in the guidance startable area GA, at least the front part of the body, for example, at least the front of the front wheels 12A, is determined to be in the area even if it is out of the guidance startable area GA. Due to this, the guidance startable area GA may protrude outside the field (outside the field boundary line).
(2) Basically, the entrance/exit E, the start point S of the inner back-and-forth route IPL, and the seedling replenishment side (seedling replenishment ridge) are related as shown in FIG. 63, and therefore the guidance startable area GA is set near the seedling replenishment side or the entrance/exit E of the field. Of course, if it is possible to automatically travel from outside the field through the entrance/exit E to the start point S, the guidance startable area GA can be set outside the field.
(3) The start point guidance route SGL is substantially composed of a turning route connected to the start point S and a straight route connected to the turning route, but as shown in FIGS. 62 and 63, the guidance startable area GA does not cover all of the straight routes. This is because it is desirable to ensure a straight route for a predetermined distance (several meters or more) from the center point of the guidance startable area GA to the start point S in order to smoothly capture and enter the start point guidance route SGL as the automatic travel startable condition (start point guidance condition). This predetermined condition is based on the turn radius of a general rice transplanter and half of the wheelbase distance, and this predetermined distance is changed for rice transplanters with different specifications.
(4) At least part of the straight route of the start point guidance route SGL is in the guidance startable area GA. It is preferable that the length along the straight route of the start point guidance route SGL of the guidance startable area GA is long because the start area conditions for automatic travel are relaxed.
(5) The start point guidance route SGL is set parallel to the seedling replenishment side. If there are a plurality of candidates for the seedling replenishment side, the seedling replenishment side near the entrance/exit becomes a first candidate, and (6) the start point guidance route SGL in which the guidance startable area GA is set on the seedling replenishment side may also use the outer loop route ORL and may be generated so as to be parallel to this outer loop route ORL. The start point guidance route SGL may be provided over a plurality of ridges. In that case, two guidance startable areas GA may be set corresponding to this plurality of ridges, or these may be connected to form one area. For example, if a guidance startable area GA is formed on each of two adjacent ridges, an auxiliary start point guidance route from the guidance startable area GA farther from the start point S to the guidance startable area GA closer to the start point S is formed. A work machine that has entered the guidance startable area GA farther from the start point S can move to the guidance startable area GA closer to the start point S using the auxiliary start point guidance route, and thereafter can reach the start point S using the start point guidance route SGL. Since the start point guidance route SGL is formed in the peripheral region OA, in order to avoid roughening of the field due to the overlap of the ruts generated by travel using the start point guidance route SGL and travel using the loop route, it is preferable that the start point guidance route SGL is set at an interval from the outer loop route ORL and the inner loop route IRL. If the seedling planting work using the inner loop route IRL is performed with a work width narrower than the work width of all of the rows, it is preferable that the start point guidance route SGL set in the peripheral region OA is closer to the inner region IA. However, in order to reduce the control load, the outer loop route ORL or the inner loop route IRL may be reused as-is and set as the start point guidance route SGL.
(7) In FIGS. 62 and 63, the start point guidance route SGL was set in the peripheral region OA, but if only one loop route is generated and the width of the peripheral region OA is narrow, the start point guidance route SGL may at least partially enter the inner region IA.
(8) Since the outer loop route ORL is generated as full-row planting, the planting track generated by the inner loop route IRL occupies the space between the planting track generated by the outer loop route ORL and the planting track generated by the inner back-and-forth route IPL. For this reason, the working width of the work machine in the inner loop route IRL is adjusted. Alternatively, the straight route in the inner back-and-forth route IPL may be extended to the peripheral region OA to expand the planting track generated by the straight travel. Also, if it is necessary to partially adjust the planting track, travel using each row clutch control described with reference to FIG. 61 is executed.
[0867] Guidance to Guidance Startable Area GA
When the rice transplanter is located outside the guidance startable area GA and the worker performs an automatic travel start operation, a guidance screen for moving to the guidance startable area GA is displayed on the touch panel 50. In addition, notification may be performed with audio, a tower lamp, a remote control, and the like. Automatic travel may be performed to the guidance startable area GA while notification is performed.
[0868] An example of the guidance screen is shown in FIGS. 64 and 65. FIG. 64 shows that the body position of the rice transplanter is outside the guidance startable area GA, and the body direction is also outside the permissible range.
In FIG. 64, the recommended body direction (seedling replenishment direction) is shown as a guide arrow. Note that a guide arrow in which the direction of the body 1 facing the start point S is the direction of the start point guidance route SGL can also be illustrated. FIG. 65 shows that the body position of the rice transplanter is within the guidance startable area GA, and the body direction is also within the permissible range. In this orientation, it is possible to transition to the screen for starting automatic travel. Note that in FIG. 64, the guidance startable area GA is drawn in a color indicating that the body position is unacceptable, for example, red. In FIG. 65, the guidance startable area GA has changed to a color indicating that the body position is within the permissible range, for example, blue.
[0869] Other examples of guidance screens are shown in FIGS. 66, 67, and 68. In this example, multiple guidance startable areas GA are set and are indicated by thick arrows perpendicular to the seedling replenishment side.
The direction of this arrow indicates the reference direction. FIG. 66 shows that the body position of the rice transplanter is outside the guidance startable area GA, and the body direction of the rice transplanter is also out of the permissible range. FIG. 67 shows that the body direction is within the permissible range, but the body position of the rice transplanter is outside the guidance startable area GA. FIG. 68 shows that the body position of the rice transplanter is within the guidance startable area GA, and the body direction of the rice transplanter is also within the permissible range. Here as well, in FIGS. 66 and 67, the body position is drawn in a color indicating that the body position is unacceptable, for example, red, but in FIG. 68, the guidance startable area GA has changed to a color indicating that the body position is within the allowable range, for example, blue.
[0870] When the seedling planting work in the automatic travel performed from the guidance startable area GA via the starting point S is requested, determination regarding the body equipment is made. The condition items used for this determination are communication, sensors, the motor, and the like. In the determination result, a condition that is not satisfied is displayed on the touch panel 50. At that time, the recovery method for the unsatisfied condition may be displayed. The satisfied condition may also be displayed in the determination result.
[0871] When all of the conditions for planting seedlings by automatic travel are satisfied, a basic setting confirmation screen (distance between seedlings, seedling retrieval amount, number of instances of horizontal feeding, fertilization amount, chemical spray amount, etc.) for seedling planting work is displayed.
A work simulation is performed with the contents set on this basic setting confirmation screen, and if it is estimated that material replenishment work is required at a position away from the seedling replenishment side, a guidance screen recommending manned automatic travel appears. This guidance screen is displayed even during actual work travel. Specifically, in back-and-forth travel, if it is estimated that one seedling is not enough until returning to the next seedling replenishment side, this guidance screen is displayed, and a selection screen for selecting manned automatic travel or unmanned automatic travel is displayed as a pair therewith.
[0872] If a means for detecting the equipped amount of materials that need to be replenished, that is, a means for detecting the material remaining amount is included for each administered material, the selection of manned automatic travel or unmanned automatic travel in consideration of this material replenishment can be performed automatically. The material equipment amount detection means can be constituted by a seedling shortage sensor (e.g., a pressing type of seedling shortage sensor), a hopper weight sensor or an optical sensor, a seedling consumption amount detection encoder (e.g., a consumption amount detection encoder that detects the movement amount of a seedling mat by the rotation amount), a camera (e.g., a camera that performs image analysis of whether or not the remaining amount of seedlings is a predetermined value or less), and the like. If the replenishment material is fuel, the worker is notified of the minimum required fuel replenishment calculated based on the remaining amount of fuel and the distance that needs to be traveled thereafter.
[0873] The fuel consumption amount per travel estimated before the start of work travel is often different from the fuel consumption amount per travel calculated after the actual start of the work travel. For this reason, it is preferable that the guidance timing for fuel replenishment is sequentially corrected.
[0874] Interruption/Ending of Automatic Travel, Postponement of Travel Line, Resuming from Interruption of Automatic Travel
If a situation occurs in which automatic travel is difficult during automatic travel, automatic travel is interrupted or ended, and travel control transitions to manual travel. If automatic travel is ended, the work in automatic travel cannot be resumed, but if automatic travel is interrupted, the work in the automatic travel can be resumed. In automatic travel, the history of automatic travel that was performed (the travel route used, etc.) is recorded. When automatic travel is resumed after automatic travel is interrupted, at the same body position, or after manual travel is performed, the body position at which automatic travel was interrupted, the ID of the travel route of the body position, and the like are read out from a memory or the like. In the case where the interruption position and the resuming position are different, if the interruption position and the resuming position are on the same line, it is possible to instruct the resuming on the touch panel while the body overlaps on the line. If the interruption position and the resuming position are on different lines, the set travel route is postponed (called “line feeding”) using the travel route displayed on the touch panel 50, and the travel route is matched with the current position of the body 1. When such line feeding is performed on the screen of the touch panel 50 where the display region is limited, it becomes difficult to identify each route, especially in a region where a loop route and the inner back-and-forth route IPL are densely packed or overlap each other. For this reason, it is preferable to identify each travel route by a color, a line pattern, or the like.
[0875] The items to be added regarding the screen display of the travel route on the touch panel 50 are as follows.
(1) The travel route where automatic travel is interrupted is drawn in a characteristic color such as red. At that time, the route section whose color is changed is preferably a straight route unit, but may be a partial section of the straight route including an interruption point.
(2) If there are multiple routes near the interruption point of automatic driving, the worker selects the travel route to be processed.
(3) The color of the travel route is changed according to the work attribute of the travel route. For example, a route on which the seedling planting work is completed along the travel route, a route on which the seedling planting work is being performed, a route on which the seedling planting work is to be performed in the future, a route that was traveled on without performing the seedling planting work, which is called an idle travel route, and the like are colored so that they can each be identified. Also, the surrounding area of the route where the seedling planting work has been completed may be colored according to the work width (each row unit).
(4) In manual travel as well, the travel path and the travel route map are matched, and the work tracks traveled on in manual travel are also displayed as an already-worked region.
(5) In order to facilitate the postponement of the travel route when automatic travel is interrupted and automatic travel is to be resumed after performing manual travel along multiple travel routes, traveling route fast forward and fast rewind functions are prepared.
(6) When automatic travel is to be resumed, it is necessary to select the travel line to be resumed. In order to facilitate the selection work, when resuming automatic travel, one of the interrupted travel route, the travel route next to the interrupted travel route, and the travel route immediately before the interrupted travel route is set as the default resuming travel route.
[0876] For the end of automatic driving, it is confirmed that ending is selected through a selection screen for selecting interruption or ending of the automatic driving. The items to be added regarding the end of this automatic travel are as follows.
(1) It is not possible to resume automatic driving after pressing the end button. This is because it is assumed that the end button is pressed before and after the start of the outer loop travel even though the work is generally not complete, and since there is a possibility that the rice transplanter will go outside of the field if it slightly deviates on the outermost periphery, it is made possible to resume automatic driving at this portion. However, automatic driving may be resumed also by pressing the end button before the vehicle enters the outer travel route.
(2) The selection of the travel route when resuming automatic travel can be performed not only in units of travel routes but also in units of points or multiple lines on the travel route, or in units of the internal back-and-forth routes IPL or loop routes. When a plurality of routes are selected, the travel routes for actually resuming automatic travel can be narrowed down and selected.
(3) A configuration can also be employed in which, when the work machine moves from the interruption point where the work in automatic travel was interrupted for material replenishment or the like, the work machine moves from the movement location to the interruption point by automatic travel and resumes the work in automatic travel. At that time, the control technique for the start point guidance travel can also be used for automatic travel to the point where automatic travel is resumed.
(4) When defect information is detected during the transition from automatic travel to manual travel or from manual travel to automatic travel, notification is given including countermeasures.
(5) Even if the end of automatic driving has been selected, the configuration may be such that the options of interruption of automatic travel or new automatic driving (regeneration of travel route) are left.
(6) In automatic travel on the outer loop route ORL, if automatic travel is interrupted, automatic travel cannot be resumed and only manned manual travel is permitted, but it is also possible to employ a configuration in which automatic travel can be resumed.
[0877] Idle Travel Control and Inter-Row Adjustment
As shown in the basic travel route diagram shown in FIG. 4, in general, the start point S of the inner back-and-forth route IPL and the end point G, which is the planting end point of the inner back-and-forth route IPL, are located on the same side, and the end point G of the back-and-forth route and the transition route from the inner back-and-forth route IPL to the loop route are located near the entrance/exit of the field. In order to satisfy this condition, it is preferable if the number of straight routes in the inner back-and-forth route IPL is even, but if the number of straight routes is odd, the end point G of the inner back-and-forth route IPL is on the opposite side of the entrance/exit E. To avoid this inconvenience, as shown in FIG. 69, idle travel is performed in non-work (non-seedling-planting work) on a straight route other than the final straight route (denoted by reference sign Ln in FIG. 69), for example, a straight route denoted by reference sign Ln-1 in FIG. 69, travel is performed on the next straight route (the final straight route denoted by reference sign Ln in FIG. 69), and thereafter travel is performed while performing seedling planting work on the straight route on which idle traveling was performed. As a result, the end point G of the final straight route is inverted to the entrance/exit side. In the example of FIG. 69, the position of the end point G moves by the planting width. To avoid this, another straight route may be selected as the idle travel straight route. In this manner, travel on a travel route (straight route) other than the turning route without performing seedling planting work is referred to as idle travel.
[0878] Of course, if the number of straight routes is odd, idle travel is rendered unnecessary by setting the start point S of the inner back-and-forth route IPL to the side opposite to the end point G of the inner back-and-forth route IPL. In this case, the start point S of the inner back-and-forth route IPL will be far away from the entrance/exit E, and the start point guidance route SGL will be long. The amount by which this start point guidance route SGL is extended can be regarded as the distance of idle travel.
[0879] One method that is similar to idling, but is effective for avoiding extension of the start point guidance route SGL is to perform inter-row adjustment such that the number of straight routes is even. Inter-row adjustment is narrowing the work width (seedling planting width). For example, the worked region created when traveling on one straight route with a predetermined work width is the same as the worked region created when traveling on two straight routes with the work width halved from the predetermined work width. Travel with all the row clutches off is different in terms of control from idle travel in which the seedling planting device 3 is raised to a non-working position without controlling each row clutch, but the work result is the same. By adopting inter-row adjustment, the number of straight routes in the inner region IA becomes an even number. However, the inter-row adjustment (adjustment of the work width) using the inter-row clutch control as described with reference to FIG. 61 involves changing the travel route interval and control for turning off each row clutch, and therefore before entering the travel route that is the target of this inter-row adjustment, and while traveling on the travel route, notification to that effect (audio, message display, lamp, etc.) is performed.
[0880] In the inter-row adjustment, the work width is changed in units of rows through the control for turning off each inter-row clutch, and therefore adjustment that is impossible in idle travel is possible. That is, if the width of the inner region IA where the inner back-and-forth route IPL is set does not become an integral multiple of the work width, the straight route is set so that the interval between the straight routes is shortened and becomes an integral multiple by using the inter-row adjustment. At that time, in general, the intervals of the straight routes are adjusted evenly, but the adjustment width of each route may be change, for example, the portion close to the entrance/exit E may be set to an interval close to a reference to gradually narrow toward the side away from the entrance/exit. Alternatively, adjustment is performed evenly in an interval near the reference up to a location that is a predetermined distance from the entrance/exit E, and after the predetermined distance, adjustment may be performed evenly by slightly shortening the distance relative to that on the entrance/exit E side. In any case, in the inter-row adjustment for matching the width of the inner region IA to an integral multiple of the work width, the interval of one of the straight routes may be adjusted. However, if the yield is important, it is preferable to perform the inter-row adjustment in the dense planting direction as much as possible (up to about 3 cm). On the contrary, if reduction of man-hours and materials is to be valued, it is preferable to perform the inter-row adjustment in the sparse planting direction.
[0881] If a route on which idle travel, inter-row adjustment, or the like is applied is identifiably displayed on the touch panel 50, the screen may be difficult to see depending on the screen resolution. For this reason, only the loop route or the inner back-and-forth route IPL may be displayed. If the back-and-forth step ends in a short time, the current position may be determined and only the loop route serving as the travel line to be worked on next may be displayed.
Also, at the time of interrupting or resuming automatic travel, only the travel route that has already been worked may be deleted. Note that it is preferable that the immediately-previous work history is stored at the time of interruption or resuming, the work is performed based on the same work history as at the time of resuming, and the continuity of the work is ensured.
[0882] If an idle travel route or a travel route subjected to inter-row adjustment is set, the travel route is displayed on the screen of the touch panel 50 such that it can be identified by changing the display color or the like.
Also, if the rice transplanter approaches an idle travel route or a travel route subjected to inter-row adjustment while traveling, a message such as “Idle travel (inter-row adjustment travel) will be performed on the next travel route” is displayed on the screen of the touch panel 50. The travel tracks of the idle travel route or the travel route subjected to inter-row adjustment are colored in with the corresponding work width. Of course, in the case of idle travel, only the travel route is displayed without being colored in.
[0883] The inter-row adjustment and idle travel can be carried out in all work travel routes, but the inter-row adjustment accompanying the control of each row clutch may be limited to the loop route only.
[0884] In the region where the straight route of the inner back-and-forth route IPL changes to the turning route, a zero-row planting route with a length close to the inter-row distance is set. The zero-row planting route is a route for reliably planting the seedlings held by the planting claws at that time during travel on this short route, whereby floating seedlings are suppressed.
[0885] Travel Route in Deformed Field
In the case of a deformed field where the length of each side is different, the inner loop route IRL may also match the outer loop route ORL on a route conforming to the field shape. In this case, if the inner back-and-forth route IPL is generated assuming that the inner region IA is rectangular, a deformed unworked region or an overlapping work region, which has an inclined side as shown in FIGS. 70 and 71, is generated between the work tracks obtained when the inner back-and-forth route IPL is used (the area where seedling planting work was performed on the straight route of the inner back-and-forth route IPL) and the work tracks obtained in the case of using the inner loop route IRL. There are two ways to solve this problem. One is generation of an inner back-and-forth route IPL in which the terminal ends of the straight routes of the inner back-and-forth route IPL sequentially lengthen, and the other is controlling each row clutch while performing straight work travel. As described above, one side or both sides of the work track (already-planted region) become inclined sides by sequentially turning on or off each row clutch accompanying travel. Furthermore, if each row clutch is finely controlled, a curved work track is also possible.
[0886] FIGS. 70 and 71 show examples of how to travel on straight routes with different terminal end lengths. FIG. 70 shows an example in which the terminal end of the straight route is gradually shortened, and the illustrated inner back-and-forth route IPL consists of a prior straight route Y1, a turning route Y2, and a subsequent straight route Y3, and the subsequent straight route Y3 is divided into a first route portion Y31 and a second route portion Y32. The prior straight route Y1 and the second route portion Y32 are seedling planting travel, and the turning route Y2 and the first route portion Y31 are non-seedling planting travel. FIG. 71 shows an example in which the terminal end of the straight route gradually gets longer, the illustrated inner back-and-forth route IPL consists of a prior straight route W1, a turning route W2, and a subsequent straight route W3, and the subsequent straight route W3 includes a first route portion W31 and a second route portion W32.
The first route portion W31 and the second route portion W32 overlap with the final portion of the turning route W2. The first route portion W31 is a reverse route. The prior straight route Y1, the second route portion W32, and the subsequent straight route W3 are seedling planting travel, and the turning route W2 and the first route portion W31 are non-seedling planting travel. In the example of FIG. 71, since the turning route is a route performed with a predetermined turning radius determined in advance, the straight route enters the turning route and requires reverse travel, but if turning using a smaller turning radius, or special turning is performed, the distance of the turning route is shortened, and therefore the first route portion W31 and the second route portion W32 become unnecessary. The special turning here is quick turning or turning using a speed difference between the left and right wheels, and can be realized through turning control based on GPS coordinates, the steering angle, the wheel rotation speed, and the like.
[0887] In the case of a deformed field, since the outer loop route ORL is a route conforming to the field shape, the number of connection points (hereinafter referred to as plot points) between the linear route and the next linear path increases. If the inner loop route IRL is generated along its outer loop route ORL, the number of plots of the inner loop route IRL is set to be less than the number of plots of the outer loop route ORL, but increases to more than the number of plots of the inner loop route IRL generated so as to extend along the outer shape of a normal rectangular inner region IA.
[0888] Other Embodiments
(1) The travel route is set by performing non-work travel along the periphery of the field. The travel route can be generated by the information terminal 5 or the control unit 30. At this time, the information terminal 5 or the control unit 30 may be provided with a route setting unit as an independent functional block. Also, both the information terminal 5 and the control unit 30 may be provided with a route setting unit, and may be configured to selectively determine whether the route setting is performed by the information terminal 5 or the control unit 30. Also, the travel route may be generated by an external server or the like, and the generated travel route may be received by the information terminal 5 or the control unit 30. Various types of data obtained during work travel of the work machine (data created by map shape acquisition processing, route creation processing, etc., obstacle data relating to detected obstacles during travel, travel state data obtained during travel, work state data, field state data, etc.) may be uploaded to an external central computer or cloud service computer. Furthermore, prior to the work, such registered data may be downloaded.
[0889] (2) The control unit 30 can be subdivided into any 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 working device control unit that controls various working devices, a communication unit that performs transmission and reception of information between the information terminal 5 and other devices, an obstacle detection unit that controls the sonar sensor 60 to detect obstacles, an obstacle control unit that issues commands to the automatic travel control unit and manual driving control unit according to the obstacle detection result, a tower lamp control unit that controls the tower lamp 71, a transmission operation unit that controls the main shift lever 7A, the motor 45, and the like may be individually provided as functional blocks of the control unit 30.
[0890] (3) In each of the above-described embodiments, the notification device for performing various notifications performed by the rice transplanter is not limited to the information terminal 5 and the voice alarm generation device 100, and notification can be performed using various notification devices. For example, the remote control 90 may be provided with an LED to perform notification of various types of information according to the lighting pattern, or the remote control 90 may be provided with a monitor to display various types of information. Also, it is possible to perform notification using the lighting pattern of the tower lamp 71, the center mascot 20, the light, and other light emitters, display on or vibration of a smartphone, mobile terminal, personal computer, or the like possessed by the worker, vibration of the remote control 90, or the like. Also, various notifications performed by the notification device are controlled by the control unit 30, a notification control unit built in the control unit 30, or a notification control unit provided outside of the control unit 30, according to the travel state, working state, detection states of various sensors, and the like.
[0891] (4) As shown in FIG. 72, the travel route is formed based on a corrected peripheral contour line LL1 obtained by offsetting a peripheral contour line LL0 of the field indicated by the map information of the field acquired by the field shape acquisition processing toward the center of the field by a predetermined offset amount. The corrected peripheral contour line LL1 is substantially the same as the outer loop route ORL, which is the outermost peripheral loop route. An inner loop route IRL and an inner back-and-forth route IPL are created inside the outer loop route ORL. At that time, as shown in FIG. 72, if there is a protruding portion ZA in the outer shape of the field, the outer loop route ORL and the inner loop route IRL also show a bent shape following the shape of the protruding portion ZA. However, if the amount of protrusion of the protruding portion ZA into the field is small, on at least the inner loop route IRL, the bent shape may be replaced with a straight line. In this manner, the region in which the bent shape is replaced with a straight line in this way is referred to as a special planting region SNA. A field shape with a plurality of special planting regions SNA becomes a complicated polygon, but if the route portion with the bent shape in this special planting region SNA can be replaced with a straight line, the field shape becomes a simple shape. As a result, the inner loop route IRL can be formed linearly, and the envelope of the inner back-and-forth route IPL also becomes linear. At that time, if the seedling planting overlaps in the travel on the outer loop route ORL or the inner loop route IRL, the travel on the outer loop route ORL may be idle travel or over-planting may be performed. Such a special planting region SNA often occurs in the corner region of the field, especially at the entrance/exit E, but straightening the route in the special planting region SNA simplifies the route design. However, it is preferable that the straightening of the route in this special planting region SNA can be selected by the worker.
[0892] Note that when the size of the above-described bent shape is a predetermined size or larger, the above-described straightening becomes difficult. That is, an overlapping special planting region is achieved in which, due to the straightened inner loop route IRL entering the outer loop route ORL, the special planting region SNA is included in both the outer loop route ORL and the inner loop route IRL. In this case, the planting work for this overlapping special planting region is performed by traveling on the inner loop route IRL. Also, the travel on this overlapping special planting region on the outer loop route ORL is performed with empty planting, and the overlapping special planting region is passed through. Note that if the overlapping special planting region occurs in the surrounding area of the entrance/exit E, the planting is performed by travel using the inner loop route IRL, and the outer loop route ORL escapes from the field through the entrance/exit E without passing through this overlapping special planting area.
[0893] (5) If the position where fuel shortage, battery exhaustion, shortage of materials such as planted seedlings, fertilizer, and chemicals (material shortage) has occurred, or the position where they are predicted to occur is calculated, in the notification, the position of material shortage (insufficient material) may be displayed on the touch panel 50, preferably on the travel route.
[0894] (6) In each of the above-described embodiments, a rice transplanter has been described as an example, but the present invention can be applied to a rice transplanter, as well as various agricultural work machines such as a direct seeding machine, a management machine (spraying chemicals, fertilizer, etc.), a tractor, and a harvester, and furthermore, to various work machines that perform work travel on the work site.

Industrial Applicability
[0895] The present invention can be applied to a travel route management system for an agricultural work machine such as a rice transplanter and other work machines.

Description of Reference Signs
[0896] 1 Body
5 Information terminal
50 Touch panel
522 Back-and-forth route creation unit
524 Loop route creation unit
525 Driving mode management unit
E Entrance/exit
OA Peripheral region
IA Inner region
IPL Back-and-forth route (inner back-and-forth route)
IRL Inner loop route
ORL Outer loop route
, Claims:WE CLAIM:

1. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising:
a reference side setting unit configured to set one side of an outer shape of the farm as a reference side;
a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending in a determined direction with respect to the reference side;
a travel direction setting unit configured to set a direction of forward travel of the work machine on the back-and-forth route; and
a replenishment side setting unit configured to set one side of the outer shape of the farm as a material replenishment side of the material consumed by the work machine, the material replenishment side being set so as to oppose the extending direction of the straight route.

2. The travel route management system as claimed in claim 1, wherein the straight route is created so as to extend parallel or perpendicular to the reference side.

3. The travel route management system as claimed in claim 1 or 2, wherein an end point of the back-and-forth route is set at a terminal end of the straight route close to an entrance/exit of the farm.

4. The travel route management system as claimed in any one of claims 1 to 3, wherein temporary stopping of a vehicle body serving as travel control information is assigned to a terminal end region of the straight route for forward traveling of the work machine toward the material replenishment side and/or the start end region of the straight route to be traveled on by the work machine next.

5. The travel route management system as claimed in any one of claims 1 to 4, wherein the farm is divided into a peripheral region where loop travel is performed along boundary line of the farm and an inner region located inside the peripheral region, the straight route is formed in the inner region, and in the peripheral region, turning travel for transitioning from the straight route being traveled on to the straight route to be traveled on next is performed.

6. The travel route management system as claimed in any one of claims 1 to 5, wherein the reference side setting unit, the back-and-forth route creation unit, and the traveling direction setting unit are constructed so as to be operable through a graphic user interface in an information terminal that is equipped with a touch panel and is connected to an on-board LAN of the work machine, and the back-and-forth route is displayed on a screen of the touch panel such that a driving mode on the back-and-forth route is identifiable.

7. The travel route management system as claimed in any one of claims 1 to 6, wherein one straight route is set as an idle travel route on which the work machine performs idle travel without performing work, and set, in an overlapped manner, as a work travel route on which the work machine performs work travel, a positional relationship between an end point of work travel using the back-and-forth route and the material replenishment side is inverted.

8. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising:
a loop route creation unit configured to create at least one or more loop routes in a peripheral region of the farm;
a back-and-forth route creation unit configured to create a back-and-forth route composed of a plurality of straight routes and a turning route connecting two straight routes in an inner region located inside of the peripheral region;
a start point setting unit configured to set a start point of work travel using the back-and-forth route; and
a start point guiding route creation unit configured to create a start point guidance route for automatically guiding the work machine, which has satisfied a guidance condition, from a pre-set guidable area to the start point,
wherein the start point guidance route is composed of a guidance turning route connected to the start point and a guidance straight route connected to the guidance turning route along a side of periphery of the field, and at least a part of the guidance straight route is in a guidance startable area.

9. The travel route management system as claimed in claim 8, wherein the guidance condition includes a condition that the difference between a pre-set guidable direction and the direction of forward travel of the work machine is within an allowable range.

10. The travel route management system as claimed in claim 8 or 9, wherein the guidance condition includes a condition that at least a part of the work machine is located in the guidable area.

11. The travel route management system as claimed in claim 10, wherein a plurality of the guidable areas are set.

12. The travel route management system as claimed in claim 10 or 11, wherein the guidable area is set such that the guidance straight route of a predetermined distance or more is ensured between the center point of the guidable area and the start point.

13. The travel route management system as claimed in any one of claims 8 to 12, wherein at least a part of the start point guidance route is used in common with a part of the loop route.

14. The travel route management system as claimed in any one of claims 8 to 13, wherein the loop route creation unit, the back-and-forth route creation unit, the start point setting unit, and the start point guidance route creation unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and if the guidance condition has not been satisfied, guidance for satisfying the guidance condition is displayed on the screen of the touch panel.

15. The travel route management system as claimed in claim 14, wherein a symbol indicating that the guidance condition has been satisfied is displayed on the screen of the touch panel.

16. The travel route management system as claimed in any one of claims 8 to 15, wherein the positional relationship between the start point and the end point of the work travel using the back-and-forth route is adjusted, by using one straight route as an idle travel route on which the work machine performs idle travel without performing work and as a work travel route on which the work machine performs work travel, or by increasing or reducing the number of the straight routes by an odd number.

17. The travel route management system as claimed in claim 16, wherein if the number of straight routes is an odd number, the idle travel is executed so that the start point and the end point are located on the same side.

18. The travel route management system as claimed in claim 16, wherein if the start point and the end point are located on the same side, the number of the straight routes is set to an even number, and if the start point and the end point are on different sides, the number of the straight route is set to an odd number.

19. A travel route management system for a work machine capable of automatically traveling on a farm, the travel route management system comprising:
a replenishment side setting unit configured to set a specific side composed of one or more sides of an outer shape of the farm as a material replenishment side for replenishing a material to be consumed by the work machine;
a back-and-forth route creation unit configured to create a back-and-forth route including a plurality of straight routes extending toward the material replenishment side; and
a replenishment control management unit configured to manage replenishment travel control for moving the work machine from a terminal end region of the straight route for traveling toward the material replenishment side, from a starting end region of the straight route to be traveled on next, or from both regions, to the material replenishment side.

20. The travel route management system as claimed in claim 19, wherein the replenishment travel control includes a front approach mode in which a front end of the work machine approaches the material replenishment side, and in the front approach mode, transitioning from the straight route being traveled on to the straight route to be traveled on next is stopped, the work machine approaches the material replenishment side as-is by straight travel, and after material replenishment, the work machine heads toward the straight route to be traveled on next through reverse quick turn travel.

21. The travel route management system as claimed in claim 20, wherein temporary stopping of a vehicle body serving as travel control information is assigned to a terminal end region of the straight route for traveling toward the material replenishment side.

22. The travel route management system as claimed in claim 20 or 21, wherein an approach travel to the material replenishment side in the front approach mode is performed through automatic travel in which an extended route extended from the straight route is set as a target route.

23. The travel route management system as claimed in claim 19, wherein the replenishment travel control includes a rear approach mode in which a rear end of the work machine approaches the material replenishment side, and in the rear-approach mode, after the travel for transitioning from the straight route being traveled on to the straight route to be traveled on next ends, the work machine approaches the material replenishment side as-is by reverse travel, and after the material replenishment, the work machine heads toward the straight route to be traveled on next by forward travel.

24. The travel route management system as claimed in any one of claims 19 to 23, further comprising a material replenishment management unit for determining a replenishment timing of a replenishment material based on a calculated remaining amount of the replenishment material,
wherein depending on a type of the material to be replenished, either a front approach mode in which a front end of the work machine approaches the material replenishment side or a rear approach mode in which a rear end of the work machine approaches the material replenishment side is selected.

25. The travel route management system as claimed in any one of claims 19 to 24, wherein the replenishment travel control is performed in manual travel by interrupting automatic travel, and when next straight route is captured after material replenishment, the automatic travel is resumed.

26. The travel route management system as claimed in any one of claims 19 to 25, wherein the replenishment travel control is remotely operable using a remote control.

27. The travel route management system as claimed in any one of claims 19 to 26, wherein the replenishment side setting unit, the back-and-forth route creation unit, and the replenishment control management unit are constructed so as to be operable through a graphic user interface in an information terminal equipped with a touch panel, which is connected to an on-board LAN of the work machine, and selectin of the material replenishment side and content selection of the replenishment travel control are performed through the touch panel.

28. A work machine comprising:
a self-propelled vehicle;
a working device located behind the self-propelled vehicle;
a control unit that controls automatic work travel; and
a tower lamp displaying a control mode of the control unit to an outside of the self-propelled vehicle,
wherein the tower lamp is provided on a peripheral portion of the self-propelled vehicle, and is swingably supported such that an orientation of the tower lamp is changeable to a use orientation in which the tower lamp is standing and to a storage orientation in which the tower lamp is inclined with respect to the use orientation,
when the tower lamp is in the storage orientation, the tower lamp is supported in an inclined state in which a free end part of the tower lamp is located higher than a base end of the tower lamp,
the self-propelled vehicle includes a positioning unit that receives radio waves from a satellite of a global navigation satellite system to acquire position information of the self-propelled vehicle,
the self-propelled vehicle includes a support frame extending in a direction along a body vertical direction,
the positioning unit is supported by an upper end portion of the support frame,
the tower lamp is supported by a lower end portion of the support frame that is lower than the upper end portion, and
a state of the support frame is configured to be changeable to a state in which the positioning unit is located at a raised use position by swinging the upper end portion upward with respect to the lower end portion, and to a state in which the positioning unit is located at a lowered storage position by swinging the upper end portion downward with respect to the lower end portion.

29. A work machine comprising:
a self-propelled vehicle;
a working device located behind the self-propelled vehicle;
a control unit that controls automatic work travel; and
a tower lamp displaying a control mode of the control unit to an outside of the self-propelled vehicle,
wherein the tower lamp is provided on a peripheral portion of the self-propelled vehicle, and is swingably supported such that an orientation of the tower lamp is changeable to a use orientation in which the tower lamp is standing and to a storage orientation in which the tower lamp is inclined with respect to the use orientation,
the self-propelled vehicle includes a sonar sensor for detecting obstacles to the travel of the self-propelled vehicle, a sonar control device for controlling the sonar sensor, and a cover for covering the sonar control device, and
the cover includes a receiving portion for receiving and supporting the tower lamp in the storage orientation.

30. The work machine as claimed in claim 28 or 29, wherein
the working device includes a seedling stand and a planting mechanism for taking out seedlings from the seedling stand and planting the taken-out seedlings in a field,
the self-propelled vehicle includes backup seedling stands arranged side by side in a plurality of upper and lower levels, and
the tower lamp is provided at a position higher than the backup seedling stand of the uppermost level among the upper and lower levels of the backup seedling stands.

31. The work machine as claimed in claim 28, wherein
the self-propelled vehicle includes an antenna for receiving a wireless command signal from a remote control device, and
the antenna is detachably supported on the upper end portion.

32. The work machine as claimed in claim 28 or 31, wherein
the self-propelled vehicle includes backup seedling stands arranged in a plurality of upper and lower levels, and
the backup seedling stands in the plurality of upper and lower levels are supported by the support frame.

33. A work machine that performs work travel by automatic travel, the work machine comprising:
a notification device for performing notification of a warning; and
a vehicle speed operation tool for operating a vehicle speed,
wherein modes of the automatic travel include a manned automatic travel mode that requires a driver to be on board and an unmanned automatic travel mode that does not require the driver to be on board,
the work travel performed through the manned automatic travel mode is started or resumed by operating the vehicle speed operation tool at a position other than a neutral position,
the work travel performed through the unmanned automatic travel mode is started or resumed under a condition that the vehicle speed operation tool is at the neutral position, and
the notification device performs notification of a warning during any one of reverse travel in automatic travel, turning in automatic travel, and a start time of automatic travel.

34. The work machine as claimed in claim 33, wherein the warning is an audio warning.

35. The work machine as claimed in claim 33, further comprising:
a remote control that is able to perform remote control from a position away from a body of the work machine; and
an automatic travel start/stop switch that is installed on the body to operate start and stop of work travel performed through automatic travel,
wherein in a case of the unmanned automatic travel mode, work travel is started or resumed only if the remote control has been operated.

36. The work machine as claimed in any one of claims 33 to 35, further comprising: a work operation tool for operating a working device,
wherein automatic travel in the manned automatic travel mode requires a manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed accompanying guidance performed through audio guidance, and
if an operation of moving the vehicle speed operation tool to the neutral position is necessary or if an operation of moving the working device to a working state is necessary, the notification device performs notification of audio guidance until an operation corresponding to the audio guidance is performed.

37. The work machine as claimed in any one of claims 33 to 35, further comprising: a work operation tool for operating a working device; and
an information terminal for displaying information,
wherein automatic travel in the manned automatic travel mode requires a manual operation in which a movement operation of the vehicle speed operation tool and an operation of the work operation tool are performed accompanying guidance, and
if an operation of moving the vehicle speed operation tool to the neutral position is necessary or if an operation of transitioning the working device to a work state is necessary, guidance is performed by a predetermined number of instances of audio guidance being performed using the notification device, and then display being performed on the information terminal until a corresponding operation is performed.

38. The work machine as claimed in claim 36 to 37, wherein when work travel performed through the manned automatic travel is started or resumed, guidance prompting an operation of the vehicle speed operation tool from the neutral position in a traveling direction is performed.

39. The work machine as claimed in claim 38, wherein when automatic travel performed through the manned automatic travel is started or resumed, travel is not started even if the vehicle speed operation tool is operated from the neutral position in a direction opposite to the traveling direction.

40. The work machine as claimed in any one of claims 36 to 39, wherein when changing the direction, operating the vehicle speed operation tool is unnecessary even if forward and reverse travel are switched.

41. The work machine as claimed in any one of claims 36 to 40, further comprising: a continuously-variable transmission for adjusting a travel speed,
wherein if it is necessary to perform an operation of moving the vehicle speed control tool to the neutral position and the continuously-variable transmission is not in the neutral position, guidance prompting an operation of moving the vehicle speed operation tool to the neutral position is performed.

42. The work machine as claimed in any one of claims 36 to 41, wherein if an operation contrary to preset automatic travel is performed, notification of guidance to perform an operation according to automatic travel is performed until the operation according to the automatic travel is performed.

43. The work machine as claimed in any one of claims 33 to 42, wherein
the work travel includes automatic travel on an inner back-and-forth route in the inner region of a work site, automatic travel on the inner loop route of the peripheral region, and automatic travel on each side of the outer loop route of the peripheral region, and the automatic travel on each side of the outer loop route of the peripheral region is performed in the manned automatic travel mode,
the work site is provided with a guidance start area, and when the body is stopped in the guidance start area, the body is guided by manned automatic travel to the start point of the inner back-and-forth route, and
the start of automatic travel includes the start of automatic travel on the inner back-and-forth route, the start of automatic travel on the inner loop route, the start of manned automatic travel on each side of the outer loop route, the start of guidance from the guidance start area, and a return to the travel route when material has been replenished.

44. The work machine as claimed in claim 43, wherein
automatic travel through the manned automatic travel mode in the guidance from the guidance start area is performed by traveling forward after reverse travel, and
guidance prompting an operation of the vehicle speed operation tool to the reverse position is performed, and manned automatic travel in the guidance from the guidance start area is performed by performing guidance prompting predetermined reverse travel and then an operation of the vehicle speed operation tool to a forward position.

45. The work machine as claimed in claim 43 or 44, further comprising:
a work operation tool for operating the working device,
wherein an operation of the vehicle speed operating tool in a forward direction is necessary at the time of starting manned automatic travel on the first side of the outer loop route, an operation of the vehicle speed operation tool is unnecessary at the time of starting manned automatic traveling on other sides, and an operation of the working operating tool in a non-operating state is necessary before turning between the sides.

46. The work machine as claimed in claim 45, wherein after the turning is completed, an operation of the work operation tool at work travel start time of the next side is necessary.

47. The work machine as claimed in claim 45, wherein it is settable whether or not to automatically perform a state change of the work operation tool that is performed when work travel of the next side is started during turning between the sides and after the end of the turning.

48. The work machine as claimed in any one of claims 33 to 47, further comprising:
a first actuator that displaces the vehicle speed operation tool according to a travel state; and
a clutch for switching the vehicle speed operation tool and the first actuator to a connected state and a disconnected state,
wherein the vehicle speed operation tool is displaced to a forward position and a reverse position via a neutral position, and
in the neutral position, the clutch is in the disconnected state.

49. The work machine as claimed in claim 48, further comprising: a second actuator that displaces the vehicle speed operation tool in the neutral position.

50. The work machine as claimed in claim 48 or 49, further comprising:
a notification device for performing notification of a warning,
wherein when the vehicle speed operation tool is displaced, the notification device performs notification of an operation status of the vehicle speed operation tool.

51. The work machine as claimed in any one of claims 48 to 50, wherein the vehicle speed operation tool is maintained in the forward position when moving in reverse accompanying a change of direction.

52. The work machine as claimed in any one of claims 48 to 51, further comprising
a brake used for reducing the travel speed,
wherein the vehicle speed operation tool is displaceable according to an operation of the brake.

53. A work machine comprising:
a self-propelled vehicle;
a driving section provided in the self-propelled vehicle;
a working device located behind the self-propelled vehicle;
a control unit for controlling automatic work travel;
a notification device for performing notification of a control executed by the control unit; and
a positioning unit that is provided at a front upper portion of the driving section, and acquires position information of the self-propelled vehicle,
wherein the notification device is provided below the positioning unit while being covered by the positioning unit from above.

54. The work machine as claimed in claim 53, further comprising:
a frame portion provided extending in a lateral width direction of a vehicle body, at the front upper portion of the driving section;
a mounting platform that is supported by the frame portion and on which the positioning unit is mounted and fixed; and
a support member extending downward from the mounting platform,
wherein the notification device is supported by the support member.

55. The work machine as claimed in claim 53 or 54, wherein a lower end of the notification device is located above an upper end of the working device.

56. The work machine as claimed in any one of claims 53 to 55, wherein the control unit operates the notification device when a main shift lever has been operated to a neutral position during turning of the self-propelled vehicle.

57. The work machine as claimed in any one of claims 53 to 56, wherein the control unit operates the notification device when a main shift lever has been operated to a neutral position during reverse travel of the self-propelled vehicle.

58. The work machine as claimed in any one of claims 53 to 57, wherein
the notification device is a voice alarm generation device, and
the voice alarm generation device is provided with a sound emission unit facing the driving section.