KR102709145B1 - Travel working machine - Google Patents

Abstract

A driving working machine capable of setting a target movement path adjacent to a working driving trajectory of a driving machine with high precision is provided. In addition, a driving working machine capable of setting a target movement path adjacent to a driving trajectory of a driving machine with high precision is provided.
A driving unit (C) that drives on a package, a work device (W) that performs work on the package, and a path setting unit that sets a target movement path (LM) for work driving in which the driving unit (C) drives while performing work by the work device are provided, and the path setting unit sets a post-process target (LM2) for driving after the driving unit (C) drives on the target movement path (LM), based on a position acquired during driving of the driving unit (C) along the target movement path (LM). In addition, a driving body (C100) that drives on a package, a work device (W100) that performs work on the package, a path setting unit that sets a target movement path (LM100) for work driving in which the driving body (C100) drives while performing work by the work device (W100), and a driving trajectory acquisition means for acquiring a driving trajectory (FP100) when the driving body (C100) is driven are provided, and the path setting unit sets a target movement path along the driving trajectory (FP100).

Description

TRAVEL WORKING MACHINE

The present invention relates to a driving work machine having a driving body for driving on a package, a work device for performing work on the package, and a path setting unit for setting a target movement path for work driving in which the driving body performs work by the work device while driving.

For example, patent document 1 discloses a work vehicle equipped with a driving body (in the document, a “driving body (C)”), a work device (in the document, a “seedling planting device (W)”) that performs work on packaging, and a path setting unit (reference numeral “68” in the document) that sets a target movement path along which the driving body should drive during work driving. The path setting unit is configured to set a teaching path corresponding to a target path to be automatically steered by teaching driving, and to set a plurality of target movement paths parallel to the teaching path.

Japanese Patent Publication No. 2017-123804

The driving machine alternately repeats working driving along a target movement path and turning driving in which the driving machine turns toward the target movement path of the post-process at the ridge. However, in the configuration of Patent Document 1, each target movement path is configured to be set based on a teaching path, and the driving of the driving machine along the target movement path is not taken into consideration for setting a target for the driving machine to drive in the post-process. In this regard, if the working driving is performed in a state where the driving machine is misaligned with respect to the actual target movement path, there is a concern that when the working driving is performed along the target movement path of the post-process, seedlings in the pre-work area may be trampled, or a non-working area may be generated between the working driving trajectories before and after the ridge turning.

In view of the above-described circumstances, an object of the present invention is to provide a driving work machine capable of setting a target movement path adjacent to a working driving trajectory of a driving machine with high precision.

In addition, in patent document 1, each target movement path is set based on a teaching path by artificial manipulation, and the teaching path is set as a straight path connecting two points, the starting point position of the artificial manipulation and the end point position of the artificial manipulation. However, in the setting of the target movement path in patent document 1, the driving trajectory of the driving body is not taken into consideration. Therefore, even if the actual driving trajectory meanders, if a straight target movement path is set as the target movement path of the post-process, there is a concern that, in the subsequent actual work driving, the seedlings in the pre-work area may be trampled, or a non-working area may be generated between the driving trajectories before and after the ridge turns.

In view of the above-described circumstances, an object of the present invention is to provide a driving working machine capable of setting a target movement path so as to be adjacent to the driving trajectory of a driving machine with high precision.

The driving working machine of the present invention is,

A driving machine that drives the package,

A working device for performing work on packaging,

A path setting unit that sets a target movement path for work driving while the above-mentioned driving body performs work by the above-mentioned work device;

is equipped,

The above path setting unit is characterized in that, when the driving machine alternately repeats the work driving along the target movement path and the turning driving for turning toward the next target movement path, the path setting unit sets a post-processing target for driving after the driving machine has driven along the target movement path, based on a position acquired during the driving of the driving machine along the target movement path.

According to the present invention, in setting the target for driving the driving machine in the post-process, the driving of the driving machine along the target movement path is taken into consideration. That is, even if the working driving is performed in a state where the driving machine is misaligned with respect to the actual target movement path, the target of the post-process is set from the position acquired during the driving. As a result, the target after the turning driving is appropriately set, and the working driving after the turning driving is appropriately performed along the working driving trajectory before the turning driving. As a result, a driving working machine capable of setting a target movement path adjacent to the working driving trajectory of the driving machine with high precision is realized.

In this configuration,

The above post-process target is suitable if it is a post-process target movement path for the driving aircraft to drive.

According to this configuration, the target movement path for the post-process is set based on the work driving trajectory along which the work driving has already been performed. As a result, when the work driving is performed along the target movement path of the post-process, there is a preventive measure against the possibility that the seedlings in the pre-work area will be trampled or a non-work area will be generated between the work driving trajectories before and after the ridge turns. As a result, a driving work machine capable of setting a target movement path adjacent to the work driving trajectory of the driving machine with high precision is realized.

In this configuration,

When the above driving body transitions from the above turning driving to driving along the next above target movement path,

It is suitable if a notification means is provided for notifying a deviation between the position of the above-mentioned driving body and the above-mentioned next target movement path.

The position of the driving body immediately after turning is likely to be misaligned with respect to the target movement path. In this regard, with this configuration, since the position misalignment is notified when driving along the next target movement path, it becomes easy for the driver to correct the position misalignment with respect to the target movement path.

In this configuration,

The above notification means is suitable if it is configured to notify after completion of the turning operation.

During turning, the position of the driving body is misaligned with respect to the target movement path. Therefore, if the misalignment is notified during turning, it is easy for the driver to misunderstand the situation, such as a breakdown, and there is a concern that it may cause inconvenience to the driver. With this configuration, since the misalignment is notified after the turning is completed, unnecessary notifications are eliminated, and it is possible to provide the driver with the necessary notifications.

In this configuration,

The above notification means is preferably configured to notify that the post-process target cannot be set when the post-process target cannot be set.

With this configuration, since the driver is notified that the post-processing target cannot be set, it becomes easier for the driver to take actions such as manual operation.

In this configuration,

A ridge detection means for detecting proximity to a ridge is provided,

If the above-mentioned ridge detection means detects proximity to the ridge, it is suitable for the path setting unit to set the post-process target.

The work driving along the target movement path is completed near the ridge of the package. With this configuration, since the post-process target is set by detecting the proximity to the ridge, it is possible to set the post-process target based on the work driving trajectory along the target movement path.

In this configuration,

It is suitable if the path setting unit sets the post-process target when the above-mentioned driving body transitions from driving along the above-mentioned target movement path to the above-mentioned turning driving.

With this configuration, the post-process target can be used concurrently as the target position for turning operation. As a result, even when turning operation is performed as an automatic turning operation, for example, there is no need to set a separate target position exclusively for automatic turning, and the driving aircraft can smoothly move to the post-process target.

In this configuration,

If the above-mentioned driving body tilts more than a preset angle with respect to the above-mentioned target movement path, it is suitable for the above-mentioned path setting unit to set the above-mentioned post-processing target.

With this configuration, since the turning motion of the driving body can be determined based on the inclination of the driving body with respect to the target movement path, it becomes possible to set a post-processing target with a simple configuration.

In this configuration,

After the manipulation is performed on the artificial manipulation tool, it is suitable if the path setting section sets the target for the post-process.

Since this configuration is a configuration in which the post-processing target is set by artificial manipulation, for example, it is possible to prevent the setting of an unintended post-processing target. This makes it possible to select either a work drive that follows the post-processing target movement path or a work drive that does not follow the post-processing target movement path.

In this configuration,

A position detection means is provided for acquiring position information based on the positioning signal of a navigation satellite,

The above post-processing target is suitably set based on the average position of a plurality of position information points measured immediately before the end of the work drive.

As position detection means, DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS) are exemplified. In general, RTK-GPS is more expensive than DGPS, but the positioning accuracy of RTK-GPS is higher than that of DGPS. In addition, it is generally known that when positioning between two points is performed in a short time by DGPS, the relative error between the two points is small. If the time while the moving aircraft circles and moves to a post-process target after the end of the work drive is short, with this configuration, even without using expensive RTK-GPS, the post-process target adjacent to the working drive trajectory of the moving aircraft can be set with high precision.

In this configuration,

The above post-processing goals are suitable if they are configured to allow multiple settings in parallel.

Since this configuration allows post-processing targets to be set collectively, it becomes easier to set post-processing targets when, for example, multiple driving work machines are driving simultaneously.

In this configuration,

The above post-processing target is suitable if it is set based on the positional misalignment of the driving aircraft with respect to the target movement path.

By this configuration, a post-processing target can be set based on the movement of the driving aircraft along the target movement path.

In this configuration,

The above post-processing target is suitable when it is set in a state where the driving body moves in parallel with the amount of positional misalignment of the driving body with respect to the target movement path from a position spaced apart by a preset interval with respect to the target movement path.

With this configuration, when work driving is performed along the target movement path of the post-process, there is a reliably prevented concern that the seedlings in the work area will be trampled or that a non-work area will be created between the work driving trajectories before and after the ridge turns.

In this configuration,

The above post-processing objectives are suitable if they are configured to be correctable after setting.

Immediately after completing a turning maneuver, there are cases where the driving body is misaligned with respect to the target movement path immediately after the turning maneuver. With this configuration, even if a post-processing target is set, the driver can resolve the misalignment of the driving body with respect to the target movement path by changing the post-processing target as needed.

In this configuration,

The above post-processing target is suitable if it is set along the working driving trajectory of the driving machine.

Even if the target movement path is linear, the actual working travel trajectory of the driving body may be curved, for example, due to slipping of the driving body or avoidance of obstacles in the pavement. With this configuration, even if the working travel trajectory is curved, the post-process target can be set so that the path based on the post-process target follows the working travel trajectory. As a result, when the working travel is performed along the post-process target movement path, there is a concern that the seedlings in the working area will be trampled or that a non-working area will be generated between the working travel trajectories before and after the ridge turns.

In this configuration,

It is preferable that the path based on the above post-processing goal be configured to have a linear shape that is more straight than the above-mentioned working driving trajectory.

If the working driving trajectory of the driving machine is configured such that the post-processing target is set along the working driving trajectory of the driving machine in a complexly meandering manner with respect to the target movement path, there is a concern that the path based on the post-processing target will also meander in a complexly meandering manner, and the driving machine will not be able to drive along the path with high precision. With this configuration, since the path based on the post-processing target is set to have a straight line shape, the driving machine can appropriately drive along the target movement path.

In this configuration,

A control means is installed to output a control signal so that the above work operation is performed,

The above target movement path is approximately linear,

The above path setting unit is preferably configured to set a target for the post-process as a function independent of the above control means.

With this configuration, work driving can be automatically performed along a roughly straight target movement path. In addition, since the control means and the path setting section are each independent functions, after the driving machine has performed work driving along the target movement path, it becomes possible to wait for the driver's judgment as to whether to perform work driving along a path based on a post-processing target.

In this configuration,

A control means is installed to output a control signal so that the above work operation is performed,

The above target movement path is approximately linear,

The above path setting unit is suitable if it is configured to set a target for the post-process as a function linked to the above control means.

With this configuration, a configuration is realized in which, after the driving body performs work driving along the target movement path, a post-processing target is set, and work driving is automatically performed along a path based on the post-processing target. As a result, automatic work driving along a path based on the post-processing target becomes possible in conjunction with the setting of the post-processing target.

In this configuration,

If the driving body deviates from the target movement path by a greater distance than a preset distance, it is suitable that the target movement path is configured not to be used for the work driving.

If the driving machine deviates significantly from the target movement path, it is thought that the driver is likely to intentionally operate the driving machine. With this configuration, since the target movement path can be prevented from being used for work driving, the driver's artificial operation can be easily prioritized even without a dedicated operating tool.

In this configuration,

A reference path is set based on the above work driving immediately before the above turning driving,

In other packaging, it is preferable that the path setting unit be configured to set the post-processing target based on the reference path.

With this configuration, it is possible to use the reference path to set the target for the post-processing of other packages, so the target movement path can be easily set without performing teaching driving on other packages.

In this configuration,

It is suitable if the above reference path is provided with a memory unit capable of remembering multiple times for each package.

With this configuration, the target movement path can be set simply by reading the corresponding reference path for each package from the memory, so there is no need to repeat the teaching run.

In addition, the driving working machine of the present invention,

A driving machine that drives the package,

A working device for performing work on packaging,

A path setting unit that sets a target movement path for work driving while the above-mentioned driving body performs work by the above-mentioned work device; and

A driving trajectory acquisition means for acquiring a driving trajectory when the above driving body is driven,

This is equipped,

The above path setting unit is characterized by setting the target movement path along the driving trajectory.

According to the present invention, the driving trajectory of a driving machine is configured to be acquired by a driving trajectory acquisition means, and the driving trajectory of the driving machine is considered in setting the target movement path. Therefore, even if the driving trajectory is curved, for example, the path setting section can set a target movement path that follows the curved driving trajectory as the target movement path of a subsequent process. Thereby, when work driving is performed along the target movement path of the subsequent process, the concern that seedlings in a previous work area will be trampled or a non-working area will be generated between the driving trajectories before and after the ridge turns is reduced. As a result, a driving work machine is realized in which the target movement path can be set to be highly precisely adjacent to the driving trajectory of the driving machine.

In addition, the meaning that the target movement path is set along the driving trajectory is not limited to the meaning that the target movement path is a path that completely matches the driving trajectory. For example, it may mean that the target movement path is a path that is approximately the driving trajectory, or it may mean that the trajectory of the result of driving based on the target movement path is a path that is set to be approximately the driving trajectory.

In this configuration,

The above target movement path is composed of a first path set corresponding to a first area, which is a location where the driving body is driven in a state that is identical or approximately identical to a preset movement path among the driving trajectories, and a second path set corresponding to a second area, which is a location where the driving body is driven in a state that is misaligned in the left and right directions from the preset movement path among the driving trajectories.

The second path is suitable when the second area is set in a state of being misaligned with respect to the first path and in a position misaligned with respect to the preset movement path.

According to this configuration, the driving trajectory is divided into a first region and a second region, the target movement path is composed of a plurality of paths, and further, a second path is set in response to the positional misalignment of the driving trajectory in the second region. Due to this, it becomes possible to divide the path setting pattern into the first path and the second path, for example, and, compared to a configuration in which the target movement path is composed of a single path, a driving work machine capable of flexibly following the positional misalignment of the actual driving machine is realized.

In addition, the preset movement path may be a past target movement path that was targeted when the driving machine was driven, a desired movement path in the artificial operation of the driving machine, or a driving trajectory as a result of driving by the artificial operation of the driving machine.

In this configuration,

It is preferable that the amount of misalignment between the first path and the second path be smaller than the amount of misalignment between the preset movement path and the second area.

If the amount of positional misalignment between the first path and the second path is the same as the amount of positional misalignment in the previous driving trajectory, the driving of the driving body based on the first path and the second path may also deviate equally or more significantly than the previous driving trajectory, which may cause the driving of the driving body to become unstable. With this configuration, since the amount of positional misalignment between the first path and the second path is small, the trajectory resulting from the driving body driving based on the first path and the second path becomes a more linear trajectory than the previous driving trajectory. Thereby, the driving of the driving body becomes stable.

In this configuration,

In a state where the above target movement path is set over multiple times,

It is suitable if the amount of misalignment between the first path and the second path is configured to decrease as the post-processing progresses.

By this configuration, the target movement path converges to a straight path as it becomes a later process, and the driving of the driving body based on the first path and the second path becomes more stable as it becomes a later process.

In this configuration,

The above first path and the above second path are suitable if they are formed in a straight line.

According to this configuration, since the target movement path is composed of a plurality of linear paths, setting of the target movement path is simplified, and it becomes easy for the driving aircraft to drive along the target movement path.

In this configuration,

The above target movement path is suitable if it is composed of an approximate curve based on the above driving trajectory.

With this configuration, even if the driving trajectory is curved, it is possible to set a target movement path adjacent to the driving trajectory corresponding to the curved driving trajectory, and the driving body can drive along the driving trajectory.

In this configuration,

A position detection means is provided for detecting position data indicating the position of the driving aircraft based on the positioning signal of the navigation satellite,

The above driving trajectory acquisition means is suitable if it is configured to acquire the driving trajectory based on the positioning data.

With this configuration, it becomes possible to construct a driving trajectory acquisition means by using the positioning data of the position detection means.

In this configuration,

An inertial measuring means capable of measuring acceleration and angular acceleration of the above-mentioned driving body is provided,

The above driving trajectory acquisition means is preferably configured to acquire the driving trajectory based on the acceleration, the angular acceleration, or both.

With this configuration, it becomes possible to construct a means for acquiring a driving trajectory by using the acceleration or angular acceleration of an inertial measurement means, that is, an inertial quantity.

Figure 1 is a side view of the entire rice transplanter.
Figure 2 is a general plan view of the rice transplanter.
Figure 3 is a front view of the rice transplanter.
Figure 4 is a drawing showing a steering control unit.
Figure 5 is a block diagram illustrating the control configuration.
Figure 6 is a plan view of the entire field showing the operation of the automatic steering control.
Figure 7 is an explanatory diagram illustrating automatic steering control using an inertial measurement unit.
Figure 8 is an explanatory diagram showing the setting of a target movement path for post-processing.
Figure 9 is an explanatory diagram showing automatic turning control at the ridge of the package.
Figure 10 is an explanatory diagram showing automatic turning control at the ridge of the package.
Figure 11 is an explanatory diagram showing automatic turning control at the ridge of the package.
Figure 12 is an explanatory diagram illustrating correction of position misalignment in automatic steering control.
Figure 13 is an explanatory diagram showing a display section.
Figure 14 is an explanatory diagram showing another embodiment of setting a target movement path for a post-process.
Figure 15 is an explanatory diagram showing another embodiment of setting a target movement path for a post-process.
Figure 16 is an explanatory diagram showing another embodiment of setting a target movement path for a post-process.
Figure 17 is a full side view of the rice transplanter.
Figure 18 is a general plan view of the rice transplanter.
Figure 19 is a front view of the rice transplanter.
Figure 20 is a drawing showing a steering control unit.
Figure 21 is a block diagram illustrating a control configuration.
Figure 22 is a plan view of the entire field showing the operation of the automatic steering control.
Figure 23 is an explanatory diagram illustrating automatic steering control using an inertial measurement unit.
Figure 24 is an explanatory diagram showing the setting of a basic target movement path.
Figure 25 is an explanatory diagram showing the setting of a target movement path considering the driving trajectory.
Figure 26 is an explanatory diagram illustrating correction of position misalignment in automatic steering control.
Figure 27 is an explanatory diagram showing the setting of a target movement path considering the driving trajectory.
Figure 28 is an explanatory diagram showing the setting of a target movement path considering the driving trajectory.
Figure 29 is an explanatory diagram illustrating the setting of a target movement path that spans multiple target movement paths.
Figure 30 is an explanatory drawing showing a display section.
Fig. 31 is an explanatory diagram showing another embodiment of setting a target movement path.
Figure 32 is an explanatory diagram illustrating another embodiment of setting a target movement path.
Figure 33 is an explanatory diagram illustrating another embodiment of setting a target movement path.
Figure 34 is an explanatory diagram illustrating another embodiment of setting a target movement path.

〔Basic configuration of the driving work machine〕

An embodiment of the present invention will be described based on the drawings. Here, a riding-type rice transplanter will be described as an example of a traveling work machine of the present invention. In addition, as shown in Fig. 2, in the present embodiment, an arrow (F) indicates the front side of the traveling body (C), an arrow (B) indicates the rear side of the traveling body (C), an arrow (L) indicates the left side of the traveling body (C), and an arrow (R) indicates the right side of the traveling body (C).

As illustrated in FIGS. 1 to 3, a riding-type rice transplanter is provided with a driving body (C) having a pair of left and right steering wheels (10), a pair of left and right rear wheels (11), and a seedling planting device (W) as a work device capable of planting seedlings in a field. The left and right pair of steering wheels (10) are installed on the front side of the driving body (C) and are configured to be capable of changing the direction of the driving body (C), and the left and right pair of rear wheels (11) are installed on the rear side of the driving body (C). The seedling planting device (W) is connected to the rear end of the driving body (C) so as to be able to move up and down by means of a link mechanism (21) that moves up and down by the expansion and contraction of a hydraulic cylinder (20) for moving up and down.

The front part of the driving body (C) is provided with an openable bonnet (12). At the front end of the bonnet (12), a bar-shaped center mascot (14) is provided as a reference for driving along a reference line (not shown) drawn on the packaging by a marker device (33). The driving body (C) is provided with a body frame (15) extending in the forward-rear direction, and a support frame (16) is installed upright at the front part of the body frame (15).

Inside the bonnet (12), an engine (13) is provided. Although not described in detail, the power of the engine (13) is transmitted to the steering wheel (10) and the rear wheel (11) through an HST (hydraulic stepless transmission) (not shown) provided in the aircraft, and the power after the transmission is transmitted to the seedling planting device (W) through an electric motor-driven planting clutch (not shown).

As shown in FIGS. 1 and 2, the seedling planting device (W) is provided with four electric cases (22), eight rotary cases (23), a stationary float (25), a seedling loading stand (26), and a marker device (33). The rotary cases (23) are rotatably supported on the left and right rear sides of each electric case (22), respectively. A pair of rotary planting arms (24) are provided at both ends of each rotary case (23). The stationary floats (25) stop the paddy field of the field, and are provided in multiple numbers in the seedling planting device (W). Mat-shaped seedlings for planting are loaded on the seedling loading stand (26). The marker devices (33) are provided on the left and right sides of the seedling planting device (W), and form an indicator line (not shown) on the paddy field of the field.

The seedling planting device (W) drives the seedling loading stand (26) to reciprocate left and right, and drives each rotating case (23) to rotate by power transmitted from the electric case (22), so that seedlings are alternately taken out from the lower portion of the seedling loading stand (26) by each planting arm (24) and planted on the paddy field of the field. The seedling planting device (W) is configured as an eight-row type in which seedlings are planted by planting arms (24) provided in eight rotating cases (23). In addition, the seedling planting device (W) may be a four-row type, a six-row type, a seven-row type, or a ten-row type.

Although not described in detail, the marker device (33) is configured to be switchable between an operating posture and a storage posture. In the operating posture, the marker device (33) contacts the bottom of the paddy field along with the travel of the driving body (C) to form an indicator line (not shown) on the bottom of the paddy field corresponding to the next work process. In the storage posture, the marker device (33) is spaced upward from the bottom of the paddy field. The switching of the posture of the marker device (33) is performed by an electric motor (not shown).

As illustrated in FIGS. 1 to 3, a plurality (for example, four) of regular spare seedling stands (28) and spare seedling stands (29) are provided on the left and right sides of the bonnet (12) of the driving body (C). The regular spare seedling stands (28) are configured to be capable of loading spare seedlings for supply to the seedling planting device (W). The spare seedling stands (29) are configured in a rail-type manner that can load spare seedlings for supply to the seedling planting device (W). On the left and right sides of the bonnet (12) of the driving body (C), a pair of left and right spare seedling frames (30) are provided as frame members having a height that supports each of the regular spare seedling stands (28) and spare seedling stands (29), and the upper portions of the left and right spare seedling frames (30) are connected to each other by a connecting frame (31).

As illustrated in FIGS. 1 to 3, a driving unit (40) in which various driving operations are performed is provided in the central portion of the driving unit (C). The driving unit (40) is provided with a driver's seat (41), a steering handle (43), a main gear lever (44), and an operating lever (45). The driver's seat (41) is provided in the central portion of the driving unit (C) and is configured so that a driver can sit on it. The steering handle (43) is configured so that steering operation of the steering wheel (10) can be performed by human manipulation. The main gear lever (44) is configured so that forward and backward switching operations and driving speed change operations can be performed. The raising and lowering operations of the seedling planting unit (W) and switching of the left and right marker devices (33) are performed by the operating lever (45). The steering wheel (43), the peripheral lever (44), the operating lever (45), etc. are provided on the upper part of the control tower (42) located on the front side of the fuselage of the driver's seat (41). A boarding step (46) is installed at the foot of the driver's section (40). The boarding step (46) is also extended to the left and right sides of the bonnet (12).

When the peripheral lever (44) is operated, the angle of the swash plate in the HST (not shown) is changed, and the power of the engine (13) is changed steplessly. Although not shown, the angle of the swash plate of the HST is controlled by a hydraulic unit equipped with a servo hydraulic control device. A known hydraulic pump or hydraulic motor is used in the servo hydraulic control device.

When the operating lever (45) is operated to the rising position, the planting clutch (not shown) is turned OFF, the power to the seedling planting device (W) is cut off, the hydraulic cylinder (20) for lifting is operated to raise the seedling planting device (W), and the left and right marker devices (33) (see Fig. 1) are operated to the storage position. When the operating lever (45) is operated to the lowering position, the seedling planting device (W) is lowered and comes into contact with the paddy field and stops. In this lowered state, when the operating lever (45) is operated to the right marker position, the right marker device (33) changes from the storage position to the working position. When the operating lever (45) is operated to the left marker position, the left marker device (33) changes from the storage position to the working position.

When starting the transplanting operation, the driver operates the operating lever (45) to lower the seedling planting device (W) and start the power supply to the seedling planting device (W) to start the transplanting operation. Then, when stopping the transplanting operation, the driver operates the operating lever (45) to raise the seedling planting device (W) and cuts off the power supply to the seedling planting device (W).

A display section (48) capable of displaying various information using a liquid crystal display is provided on the upper operation panel (47) of the control tower (42) of the driving section (40). The display section (48) may be a touch panel type liquid crystal display. In addition, a push-operated starting point/end point setting switch (49A) is provided on the right side of the display section (48), and a push-operated target setting switch (49B) is provided on the left side of the display section (48). In addition, a configuration may be possible in which the starting point/end point setting switch (49A) is provided on the left side of the display section (48), and the target setting switch (49B) is provided on the right side of the display section (48). The functions of the starting point/end point setting switch (49A) and the target setting switch (49B) will be described later.

The grip portion of the peripheral lever (44) is provided with a push-operated automatic steering switch (50). The automatic steering switch (50) is installed as an automatic return type, and commands ON/OFF switching of automatic steering control each time it is pressed. The automatic steering switch (50) is positioned so that it can be pressed with, for example, a thumb while holding the grip portion of the peripheral lever (44) by hand.

As illustrated in Fig. 4, the driving body (C) is provided with a steering unit (U) as a steering operation means capable of steering the left and right steering wheels (10). The steering unit (U) is provided with a steering operation shaft (54), a pitman arm (55), left and right linkage mechanisms (56) linked to the pitman arm (55), a steering motor (58), and a gear mechanism (57). The steering operation shaft (54) is linked to the steering handle (43) via a clutch (53). The pitman arm (55) is configured to swing along with the rotation of the steering operation shaft (54). The gear mechanism (57) is configured to link the steering motor (58) to the steering operation shaft (54).

The steering operation shaft (54) is connected to the left and right steering wheels (10) respectively through the Pitman arm (55) and the left and right linkage mechanisms (56). A steering angle sensor (60) formed by a rotary encoder is provided at the lower end of the steering operation shaft (54), and the amount of rotation of the steering operation shaft (54) is detected by the steering angle sensor (60). A torque sensor (61) for detecting the torque applied to the steering handle (43) is provided at the middle end of the steering operation shaft (54).

For example, when the steering motor (58) rotates the steering operation shaft (54) in a predetermined direction, if the steering handle (43) is artificially operated in a direction opposite to the rotation direction, the torque sensor (61) can detect it. Also, when the steering motor (58) is stopped, if the steering handle (43) is artificially operated in an arbitrary direction, the torque sensor (61) can detect it. When such artificial operation is performed, the steering motor (58) can be operated based on the artificial operation with priority given to automatic steering control.

The clutch (53) is installed between the steering operation shaft (54) and the steering handle (43), and when the clutch (53) is turned off, power is not transmitted between the steering handle (43) and the steering operation shaft (54). The clutch (53) is configured to be turned off, for example, during automatic turning of the ridge, so that the rotation of the steering operation shaft (54) by the operation of the steering motor (58) is not transmitted to the steering handle (43) during automatic turning.

When performing automatic steering of the steering control unit (U), the steering motor (58) is driven, and the steering operation shaft (54) is rotated by the driving force of the steering motor (58) to change the steering angle of the steering wheel (10). When automatic steering is not performed, the steering control unit (U) can be rotated by artificial manipulation of the steering handle (43).

〔Configuration of automatic steering control〕

Next, the configuration for performing automatic steering control is described.

A driving aircraft (C) is provided with a satellite positioning unit (70) (position detection means) that uses the GPS (Global Positioning System), which is a well-known technology, as an example of a satellite positioning system (GNSS: Global Navigation Satellite System) that receives radio waves from satellites and detects the position of the aircraft, to obtain the position of the aircraft. In the present embodiment, the satellite positioning unit (70) uses DGPS (Differential GPS: relative positioning method), but it is also possible to use RTK-GPS (Real Time Kinematic GPS: interferometric positioning method).

Specifically, as a position detection means, a satellite positioning unit (70) is provided in the object (driving aircraft (C)) to be positioned. The satellite positioning unit (70) has a receiving device (72) equipped with an antenna (71) that receives radio waves transmitted from a plurality of GPS satellites orbiting the Earth. Based on information on radio waves received from navigation satellites, the position of the receiving device (72), i.e., the satellite positioning unit (70), is determined.

As shown in FIGS. 1 to 3, the satellite positioning unit (70) is installed on the connecting frame (31) with a plate-shaped support plate (73) interposed therebetween, while positioned at the front of the driving body (C). As shown in FIGS. 1 and 3, the receiving device (72) is supported at a high position by the connecting frame (31) and the spare frame (30). As a result, there is less concern that reception interference will occur in the receiving device (72), and the reception sensitivity of radio waves in the receiving device (72) can be increased.

In addition, the receiving device (72) is not limited to a structure in which it is installed in a connecting frame (31) installed on the upper part of the spare frame (30). For example, it may be a structure in which a separate frame having a function of moving the receiving device (72) to a position lower than the upper part of the spare frame (30) is installed separately from the spare frame (30). In addition, the separate frame may be configured to extend and protrude toward the rear of the aircraft.

In addition to the satellite positioning unit (70), as a direction detection means for detecting the direction of the driving body (C), an inertial measurement unit (74) having, for example, an IMU (Inertial Measurement Unit) (74A) is provided on the driving body (C). The inertial measurement unit (74) may have a configuration having a gyro sensor or an acceleration sensor instead of the IMU (74A). Although not illustrated, the inertial measurement unit (74) is installed, for example, at a lower position at the rear side lower portion of the driver's seat (41) and at a low position in the center of the lateral width direction of the driving body (C). The inertial measurement unit (74) can detect the angular velocity of the turning angle of the driving body (C) and can obtain the direction change angle (ΔNA) of the body (see FIG. 7) by integrating the angular velocity. Therefore, the measurement information measured by the inertial measurement unit (74) includes the direction information of the driving body (C). Although not described in detail, the inertial measurement unit (74) can measure, in addition to the angular velocity of the turning angle of the driving body (C), the angular velocity of the left-right inclination angle of the driving body (C), and the angular velocity of the front-back inclination angle of the driving body (C).

As illustrated in Fig. 5, a driving body (C) is equipped with a control device (75). The control device (75) is configured to be switchable between an automatic steering mode in which automatic steering control is executed and a manual steering mode in which automatic steering control is not executed.

The control device (75) has a path setting unit (76) (path setting means), a direction misalignment calculation unit (77), a control unit (78) (control means), and a steering control unit (79) (control means). The path setting unit (76) sets a target movement path (LM) (see Fig. 6) along which the moving aircraft (C) should travel. The details of the direction misalignment calculation unit (77) will be described later. The control unit (78) calculates and outputs an operation amount so that the moving aircraft (C) travels along the target movement path (LM) based on the position information of the moving aircraft (C) measured by the satellite positioning unit (70) and the direction information of the moving aircraft (C) measured by the inertial measurement unit (74). The steering control unit (79) controls the steering motor (58) based on the operation amount. Specifically, the control device (75) is equipped with a microcomputer, and a path setting unit (76), a direction misalignment calculation unit (77), a control unit (78), and a steering control unit (79) are configured as a control program.

A start-end point setting switch (49A) is provided for setting a target movement path (LM) used for automatic steering control by teaching processing. Setting of the start-end point position (Ts) and setting of the end-point position (Tf) are performed by operating the start-end point setting switch (49A). In addition, the start-end point setting switch (49A) does not have to be composed of a single switch, and may be configured such that a switch for setting the start-end point position (Ts) and a switch for setting the end-point position (Tf) are respectively arranged. As described above, the start-end point setting switch (49A) is provided on the right side of the display section (48), but is not limited thereto, and may be provided on the left side of the display section (48).

In the control device (75), information such as a satellite positioning unit (70), an inertial measurement unit (74), an automatic steering switch (50), a start/end point setting switch (49A), a target setting switch (49B), a steering angle sensor (60), a torque sensor (61), a vehicle speed sensor (62), and an obstacle detection unit (63) (ridge detection unit) are input. The vehicle speed sensor (62) is configured to detect the vehicle speed by, for example, the rotation speed of an electric shaft in an electric mechanism for the rear wheel (11). In addition, the vehicle speed may be configured to consider the positioning data of the satellite positioning unit (70) as well as the vehicle speed sensor (62). The obstacle detection unit (63) is provided at the front and left and right sides of the driving body (C), and is configured to be capable of detecting a ridge of a pavement, a steel tower within the pavement, and the like, using, for example, an optical rangefinder type distance sensor or an image sensor. When an obstacle is detected by the obstacle detection unit (63), an alarm is notified to the driver by, for example, a buzzer or a voice guidance alarm unit (64). In addition, the control device (75) is connected to a notification unit (59) (notification means), and the notification unit (59) is configured to notify a state such as, for example, a vehicle speed or an engine speed. The notification unit (59) may be configured to be displayed on the display unit (48), or may be configured to change the blinking pattern of the LED light provided on the center mascot (14). In addition, the alarm unit (64) may be configured to display an alarm on the display unit (48) via the notification unit (59). In this case, for example, an alarm for detection of a ridge is displayed on the display unit (48). In addition, the alarm unit (64) may be configured as a part of the notification unit (59).

By teaching processing based on the operation of the start/end point setting switch (49A), a teaching path corresponding to the target path to be automatically steered is set by the path setting unit (76).

The azimuth misalignment calculation unit (77) calculates the angular deviation, i.e., the azimuth misalignment, between the detected azimuth (self-azimuth (NA)) of the moving body (C) detected by the inertial measurement unit (74) and the target azimuth (LA) in the target movement path (LM). Then, when the control device (75) is set to the automatic steering mode, the control unit (78) calculates and outputs an operation amount for controlling the steering motor (58) so that the angular deviation is reduced.

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

In addition, the control signal in the present embodiment may be an operation amount output by the control unit (78), or may be a voltage value or current value for the steering control unit (79) to operate the steering motor (58).

〔Target movement path〕

In the case of a rice transplanter, the transplanter alternately repeats a work drive that involves transplanting work along a straight path of a rice planting section and a ridge-turning drive to move to the path of the next rice planting section near a ridge. A plurality of target movement paths (LM) that are parallel to the teaching path are illustrated in Fig. 6. In the present embodiment, each of the target movement paths (LM (1) to LM (6)) is set by a path setting section (76) in the following order.

First, the driver positions the driving body (C) at the starting point position (Ts) of the ridge within the pavement and operates the starting point end point setting switch (49A). At this time, the control device (75) is set to the manual steering mode. Then, while the driver manually steers, the driving body (C) is driven along the straight line of the ridge on the side from the starting point position (Ts) to the ending point position (Tf) near the ridge on the opposite side, and then the starting point end point setting switch (49A) is operated again. Thereby, the teaching process is executed. That is, a teaching path connecting the starting point position (Ts) and the ending point position (Tf) is set from the position coordinates based on the positioning data acquired by the satellite positioning unit (70) at the starting point position (Ts) and the position coordinates based on the positioning data acquired by the satellite positioning unit (70) at the ending point position (Tf). The direction along this teaching path is set as the target bearing (LA) that serves as a reference. In addition, the position coordinates at the end point position (Tf) may be calculated based on not only the positioning data by the satellite positioning unit (70), but also the distance from the starting point position (Ts) based on the vehicle speed sensor (62) and the direction information of the driving body (C) based on the inertial measurement unit (74). In addition, the driving of the driving body (C) between the starting point position (Ts) and the end point position (Tf) may be a work driving accompanying the transplanting work or a driving in a non-work state.

After the teaching path is set, a turning operation is performed to move to a path of a breakfast section adjacent to the teaching path, and in this embodiment, the driving aircraft (C) moves to the starting point position (Ls(1)). The turning operation may be performed by the driver manually operating the steering wheel (43), or may be performed by the automatic turning control described later. At this time, the control unit (78) can determine that the turning of the driving aircraft (C) is performed by reversing the magnetic bearing (NA). The reversal of the magnetic bearing (NA) can be detected by the satellite positioning unit (70) or the inertial measurement unit (74).

The turning of the driving body (C) may be determined by the operation of various devices, in addition to the reversal of the magnetic bearing (NA). As the operation of various devices, for example, the rising operation of the seedling planting device (W), the stationary rotor (not shown), the stationary float (25), etc., the turning off of the side clutch (not shown), or the cutting off of the power to the seedling planting device (W) may be performed. In addition, the arrival at the starting point position (Ls(1)) of the driving body (C) may be determined by the satellite positioning unit (70).

After the teaching path setting is completed, the target movement path (LM(1)) is set by the path setting unit (76) at an arbitrary timing. The target movement path (LM(1)) may be set when the teaching path setting is completed, may be set while the driving aircraft (C) is turning, or may be set after the driving aircraft (C) is turning. At the above-described timing, the target movement path (LM(1)) is set by the driver operating the target setting switch (49B). In addition, the configuration may be such that the target movement path (LM(1)) is set by the driver operating, for example, an automatic steering switch (50), without being limited to the target setting switch (49B). In addition, the target movement path (LM(1)) may be set automatically without involving the driver's operation.

After the completion of the turning of the driving body (C) is determined, the manual steering mode of the control device (75) continues, and the straight driving by the human operation continues. In the meantime, the control device (75) checks the determination conditions such as the azimuth deviation of the self-azimuth (NA) calculated by the azimuth deviation calculation unit (77), the direction of the steering wheel (10), the steering angle of the steering handle (43), and determines whether or not the state is switchable to the automatic steering mode. Then, the control device (75) permits the operation of the automatic steering switch (50) if the state is switchable to the automatic steering mode. At this time, whether or not the control device (75) is switchable to the automatic steering mode is notified by the notification unit (59).

If the control device (75) is in a state where it is impossible to switch to the automatic steering mode, the notification unit (59) is configured to notify the reason for this. As a result, for example, since it is possible to notify the driver of adverse conditions in automatic steering control, it becomes easy for the driver to meet the conditions for initiating automatic steering control. The notification by the notification unit (59) may be a sound such as a buzzer, or may be the lighting or blinking of an LED light provided in the center mascot (14), or may be displayed on the display unit (48). In addition, the notification by the notification unit (59) may be configured to notify temporarily or to notify continuously.

Examples of adverse conditions for automatic steering control include a significant misalignment of the self-direction (NA) with respect to the target direction (LA), a significant displacement of the direction of the steering wheel (10) to the left or right, or a vehicle speed of the driving aircraft (C) being too fast or too slow. In addition, another example of adverse conditions for automatic steering control is a case where the number of navigation satellites that the satellite positioning unit (70) can supplement is less than a preset number.

When the operation of the automatic steering switch (50) is permitted, when the driver operates the automatic steering switch (50), a target movement path (LM (1)) is set by the path setting unit (76), and the control device (75) switches from the manual steering mode to the automatic steering mode. Then, automatic steering control along the target movement path (LM (1)) is started. The target movement path (LM (1)) is set along the direction of the target direction (LA) in a state adjacent to the teaching path, and is a target movement path (LM) along which the driving machine (C) initially performs work driving after the teaching process. In addition, after the driving machine (C) turns, the driver operates the operation lever (45) to lower the seedling planting device (W) to perform the transplanting work, but when the control device (75) switches from the manual steering mode to the automatic steering mode, the seedling planting device (W) may be lowered and the transplanting work may be started.

The automatic steering control continues until detection of a ridge by the obstacle detection unit (63) is determined near the end point position (Lf(1)) on the opposite side to the side where the starting point position (Ls(1)) of the target movement path (LM(1)) is located. In the meantime, for example, during the automatic steering control, the slant plate of the HST is operated by the electric motor, and even if the driver operates the main gear lever (44), the operation of the main gear lever (44) is not transmitted to the HST (not shown). In addition, a configuration may be adopted in which the main gear lever (44) is restrained to a predetermined position so as not to move during the automatic steering control. This configuration is particularly useful in a configuration in which the main gear lever (44) and the HST are mechanically linked. In addition, during automatic steering control, even if the peripheral lever (44) cannot operate the HST, a configuration may be possible in which the peripheral lever (44) can operate the HST by stopping the engine (13) or the driving machine (C) by operating a dedicated operating tool or brake that is not shown.

If the distance between the driving body (C) and the ridge is judged to be within a preset range by the obstacle detection unit (63), the driver is notified by an alarm from the alarm unit (64). At this time, the alarm from the alarm unit (64) may be a sound such as a buzzer, the lighting or flashing of an LED light provided in the center mascot (14), or may be displayed on the display unit (48). Then, the obstacle detection unit (63) continues to detect the ridge over a preset period of time, so that the detection of the ridge is judged, the engine (13) is stopped, and the control device (75) is switched to manual steering mode so that the automatic steering control is released. In addition, if the detection of the ridge is judged, the engine (13) may not be stopped, but the driving body (C) may be decelerated or stopped. In other words, if the distance between the driving body (C) and the ridge is judged to be within a preset range, the automatic steering control may be released.

In this way, by determining the detection of a ridge, the automatic steering control is configured to be released near a ridge, but a configuration may be adopted in which the automatic steering control continues even near a ridge if a predetermined condition is satisfied. For example, even if a ridge is detected by the obstacle detection unit (63) and an alarm is notified to the driver, a configuration may be adopted in which the detection determination of the ridge is not performed and the automatic steering control continues by the driver continuing to operate the automatic steering switch (50). At this time, the automatic steering control may be configured to be released by the driver stopping the operation of the automatic steering switch (50). Thereby, the automatic steering control can be continued regardless of the detection determination of the ridge until the driving body (C) reaches the end point position (Lf(1)). In addition, the continuation of the above-described automatic steering control is not limited to operation of the automatic steering switch (50), but may also be performed, for example, by operation of the starting point end point setting switch (49A) or the target setting switch (49B).

When the driving machine (C) reaches the end point position (Lf(1)) of the target movement path (LM(1)), the driver operates the steering handle (43) toward the non-working area side of the target movement path (LM(1)) to perform a ridge turning drive, and the driving machine (C) moves to the starting point position (Ls(2)) of the next working drive. In addition, the ridge turning drive may be performed by the automatic turning control described later. Before the driving machine (C) turns, the driver can operate the operating lever (45) to raise the seedling planting device (W), but a configuration may also be adopted in which the power to the seedling planting device (W) is cut off and the seedling planting device (W) is raised by the operation of the steering handle (43). Then, it is determined that the driving machine (C) has turned.

After completion of the work driving on the target movement path (LM (1)), the target movement path (LM (2)) is set by the path setting unit (76) at an arbitrary timing. The target movement path (LM (2)) may be set when the obstacle detection unit (63) determines the ridge, may be set while the driving body (C) is turning, or may be set after the driving body (C) is turning. At the above-described timing, the target movement path (LM (2)) is set by the driver operating the target setting switch (49B). In addition, the target movement path (LM (2)) may be set by the driver operating, for example, an automatic steering switch (50), without being limited to the target setting switch (49B). In addition, the target movement path (LM (2)) may be set automatically without involving the driver's operation. After the target movement path (LM (2)) is set adjacent to the non-working area side of the target movement path (LM (1)), automatic steering control is initiated along the target movement path (LM (2)), and the driving body (C) performs working driving.

After the driving body (C) reaches the end point position (Lf(2)) of the target movement path (LM(2)), the setting of the target movement path (LM) after the ridge turning drive and the working drive are repeated in the order of the target movement paths (LM(3), LM(4), LM(5), LM(6)). That is, each target movement path (LM) is set one by one.

During automatic steering control, information on the magnetic position (NM) is acquired over time by the satellite positioning unit (70). In addition, the vehicle speed is calculated by the vehicle speed sensor (62), and as illustrated in FIG. 7, the relative azimuth change angle (ΔNA) is measured over time by the inertial measurement unit (74). The azimuth misalignment calculation unit (77) calculates the magnetic azimuth (NA) from the point where automatic steering control is started by integrating the azimuth change angle (ΔNA). Then, the azimuth misalignment calculation unit (77) calculates the azimuth misalignment between the magnetic azimuth (NA) and the target azimuth (LA). The control unit (78) outputs an operation amount so that the magnetic azimuth (NA) matches the target azimuth (LA), and the steering control unit (79) operates the steering motor (58) based on the operation amount. As a result, the traveling body (C) travels along the target movement path (LM) with high precision. The driver is not operating the steering wheel (43).

〔Setting the target movement path〕

In Fig. 8, a post-process target movement path LM2, which is a post-process target, is illustrated in a state adjacent to the target movement path LM. The post-process target movement path LM2 is set as a target movement path along which the driving body C performs work movement following the target movement path LM. In this respect, when the target movement path LM of Fig. 8 corresponds to the target movement path LM(1) of Fig. 6, the post-process target movement path LM2 of Fig. 8 corresponds to the target movement path LM(2) of Fig. 6. Furthermore, when the target movement path LM of Fig. 8 corresponds to the target movement path LM(2) of Fig. 6, the post-process target movement path LM2 of Fig. 8 corresponds to the target movement path LM(3) of Fig. 6. The target movement paths LM and the post-process target movement path LM2 in Figs. 9 to 11 described below are also the same.

In addition, the target movement path (LM) of Fig. 8 may be the teaching path described above. In this case, the post-process target movement path (LM2) of Fig. 8 corresponds to the target movement path (LM(1)) of Fig. 6.

Basically, the post-process target movement path (LM2) is set to be spaced apart from the target movement path (LM) by a preset distance (P) based on the positioning data of the satellite positioning unit (70). Here, the preset distance (P) is a distance corresponding to the working width at which the seedling planting device (W) performs transplanting work.

However, in general, the error of DGPS may range into several meters. Therefore, when DGPS is used as the satellite positioning unit (70), the coordinate position of the magnetic position (NM) based on the positioning data actually acquired by the satellite positioning unit (70) may be considered to be misaligned with respect to the actual target movement path (LM). In this regard, when the target movement path (LM2) for the post-process is set only based on the coordinate position of the magnetic position (NM) actually acquired by the satellite positioning unit (70), there is a concern that the seedlings in the pre-work area may be trampled or a non-work area may be generated between the work travel trajectories before and after the ridge turns.

In this embodiment, the distance of the target movement path (LM2) for the post-processing to the target movement path (LM) is calculated based on the actual positional deviation of the driving body (C) on which automatic steering control is performed along the target movement path (LM). As described above, the error of DGPS may range into several meters, but it is known that when positioning between two points by DGPS is performed for a short period of time, for example, about 10 seconds, the error in the relative position between the two points is very small. By utilizing this characteristic, when setting the target movement path (LM2) for the post-processing, the path setting unit (76) is configured to set the target movement path (LM2) for the post-processing to a position spaced apart by the relative distance from the self-position (NM) based on positioning data measured immediately before the ridge turns. That is, the post-process target movement path (LM2) is set to a position spaced apart by a set distance (P) from the magnetic position (NM) calculated based on the positioning data of the satellite positioning unit (70).

In the automatic steering control following the target movement path (LM), when the driving body (C) performs work driving while being misaligned by a positional deviation (d) toward the non-working area with respect to the target movement path (LM), the actual work driving trajectory of the driving body (C) becomes the driving trajectory of the dashed-dotted line (La) illustrated in Fig. 8. In addition, the driving trajectory of the dashed-dotted line (La) is calculated based on the positioning data of the satellite positioning unit (70). In addition, the absolute error of the positioning data positioned by the satellite positioning unit (70) is also included in the positional deviation (d).

Immediately before the ridge turning, the position coordinates (NM3) of the self-position (NM) are measured as positioning data by the satellite positioning unit (70). After the position coordinates (NM3) are measured and before the automatic driving control is started, the ridge turning is performed, and at an arbitrary timing, a post-process target movement path (LM2) is set. Since the normal ridge turning is completed in about several seconds, the relative error between the position coordinates measured by the satellite positioning unit (70) immediately after the completion of the ridge turning and the position coordinates (NM3) immediately before the ridge turning is small. In addition, the position coordinates (NM3) may be obtained by averaging a plurality of positioning data measured by the satellite positioning unit (70) in the vicinity of the end point position (Lf).

Originally, the post-process target movement path (LM2) is set to a position spaced apart from the target movement path (LM) by a set distance (P), that is, to the position of the broken line (lm) illustrated in Fig. 8. In contrast, in the present embodiment, the post-process target movement path (LM2) is set in a state where it is moved in parallel toward the non-working area by the positional misalignment deviation (d) from the broken line (lm) in response to the positional misalignment deviation (d) of the driving body (C).

In addition, it is possible to consider a case where the actual working travel trajectory of the driving body (C) is misaligned by a positional deviation (d) toward the working area with respect to the target movement path (LM). In this case, the post-process target movement path (LM2) is set in a state where it is moved in parallel by a positional deviation (d) toward the working area from a set distance (P) with respect to the target movement path (LM).

By this, even if there is an error in the positioning data measured by the satellite positioning unit (70), it can be set to a position spaced apart by a set distance (P) from the self-position (NM). By the configuration in which the post-process target movement path (LM2) is set at a position spaced apart by the working width of the seedling planting device (W), there is a concern that the seedlings in the pre-working area may be trampled or a non-working area may be generated between the working travel trajectories before and after the ridge turns. This configuration is particularly useful in a configuration in which DGPS is used as the satellite positioning unit (70).

〔About the automatic turning of the ridge〕

Basically, the ridge turning of the package is performed by the driver operating the steering wheel (43). However, in the ridge turning by artificial manipulation, the direction of the aircraft must be changed so that the starting point position (Ls) of the next target movement path (LM) is reached, and furthermore, the forward direction of the aircraft matches the target bearing of the target movement path (LM). For this reason, there are many factors that depend on the skill of the driver, and an unfamiliar driver is forced to feel burdened. In particular, in the configuration in which the target movement path (LM2) for the post-process is set based on the position coordinates (NM3) measured immediately before the ridge turning as described above, it is preferable that the traveling aircraft (C) reach the starting point position (Ls) of the next work travel within a certain period of time, and also have conditions for initiating automatic steering control within the certain period of time. For this reason, in the present embodiment, the control unit (78) is configured so as to be able to switch to automatic turning control.

In the automatic turning control, the control unit (78) is configured to instruct the steering control unit (79) to perform a steering operation based on the magnetic position (NM) measured by the satellite positioning unit (70), for example, through data conversion of a lookup table. In addition, it is not limited to the satellite positioning unit (70), and a configuration may be used in which, for example, the vehicle speed measured by the vehicle speed sensor (62) and the azimuth change angle (ΔNA) measured by the inertial measurement unit (74) (see FIG. 7) are integrated to calculate the magnetic position (NM). The control unit (78) is configured to start automatic turning control at an arbitrary timing by setting the detection judgment of the ridge by the obstacle detection unit (63) as a condition for starting automatic turning. The target position of the automatic turning control is the starting point position (Ls) of the next work drive, and turning is controlled so that the magnetic bearing (NA) of the driving aircraft (C) and the target bearing (LA) are aligned at the starting point position (Ls).

Below, the pattern of turning movement on the ridge of the package is described.

In the turning driving pattern illustrated in Fig. 9, after the working driving is performed in a left-right width spanning the working width (W1) along the target movement path (LM), a U-shaped turning driving is performed from the end point position (Lf) of the working driving toward the starting point position (Ls) of the next working driving. In addition, the working width (W1) is the working width of the seedling planting device (W), and the working width (W1) and the working width (W2) have the same width. The working width (W1) and the working width (W2) illustrated in Figs. 10 and 11 described later are also the same.

In the pattern of the turning drive illustrated in Fig. 9, the distance (W3) between the end point position (Lf) or the starting point position (Ls) and the ridge of the pavement is twice the working width (W1) or the working width (W2). In this respect, the driving body (C) performs the working drive while making a two-round circuit along the ridge of the pavement after completing the working drive on all target movement paths (LM). The pattern of the turning drive illustrated in Fig. 9 is mainly used in a rice transplanter having a seedling planting device (W) of a 4-row type or a 6-row type.

When the driving body (C) approaches the ridge of the pavement, the ridge is detected by the obstacle detection unit (63) over time, and after it is determined that the driving body (C) has moved away from the ridge of the pavement, automatic turning control is initiated. The point indicated by reference symbol P1 in Fig. 9 is approximately the middle position of the ridge turning movement, and is the position where the driving body (C) approaches the ridge of the pavement the most. In this respect, after the driving body (C) passes the point indicated by reference symbol P1, it is determined that the driving body (C) has moved away from the ridge, and automatic turning control by the control unit (78) is initiated. The same applies to the point indicated by reference symbol P1 in Fig. 10 described later.

As for the timing at which the automatic turning control is initiated, for example, after the driving body (C) passes the location indicated by the reference symbol P1, a state in which automatic turning is possible is notified to the driver via the notification unit (59), and automatic turning control is initiated by the operation of the start/end point setting switch (49A), the target setting switch (49B), the automatic steering switch (50), or the like. In addition, the automatic turning control may be initiated automatically. In addition, even before the driving body (C) passes the location indicated by the reference symbol P1, automatic turning control may be permitted by the operation of the start/end point setting switch (49A), the target setting switch (49B), the automatic steering switch (50), or the like, and after the driving body (C) passes the location indicated by the reference symbol P1, it is determined that the driving body (C) is separated from the ridge of the pavement, and automatic turning control is initiated.

In the turning driving pattern illustrated in Fig. 10, after the work driving is performed in a left-right width spanning the working width (W1) along the target movement path (LM), a U-shaped turning driving is performed from the end point position (Lf) of the work driving toward the starting point position (Ls) of the next work driving.

In the pattern of the turning drive illustrated in Fig. 10, the distance between the end point position (Lf) or the starting point position (Ls) and the ridge of the package is the same distance as the working width of the seedling planting device (W). Therefore, in the case of a rice transplanter having a seedling planting device (W) of, for example, a 7-row type or 8-row type, if the ridge turning drive is performed as is, there is a risk that the front part of the driving body (C) may come into contact with the ridge. In this regard, in the pattern of the turning drive illustrated in Fig. 10, after the driving body (C) reaches the end point position (Lf) of the target movement path (LM), the driving body (C) first moves backward to the position indicated by the reference symbol Lff, and then, toward the starting point position (Ls) of the next work drive, the driving body (C) performs a U-shaped turning drive.

In addition, in the turning driving pattern illustrated in Fig. 10, the timing at which the automatic turning control is initiated may be not only the timing described above in the turning driving pattern illustrated in Fig. 9, but also, for example, a configuration in which the automatic turning control is initiated when it is determined that the driving aircraft (C) has moved backward from the end point position (Lf) to the position of the reference symbol Lff may be used. In addition, a configuration may also be used in which, after the driving aircraft (C) has reached the end point position (Lf), the automatic turning control driving including the backward movement from the end point position (Lf) to the position of the reference symbol Lff is performed by operation of an automatic steering switch (50), etc.

In the turning driving pattern illustrated in Fig. 11, the distance between the end point position (Lf) or the starting point position (Ls) and the ridge of the pavement is the same distance as the working width of the seedling planting device (W). In addition, the driving device (C) is configured so that the turning radius of the driving device (C) is smaller than the working width of the seedling planting device (W). In this respect, in the turning driving pattern illustrated in Fig. 11, after the working driving is performed along the target movement path (LM) with a left-right width spanning the working width (W1), first, the driving device (C) turns in an L shape from the end point position (Lf) of the working driving to a position (P1) along the ridge of the pavement. Then, the driving device (C) drives straight along the ridge of the pavement to a position (P2). Then, from the position (P2) toward the starting point position (Ls) of the next work run, the driving body (C) performs an L-shaped turning run once more, and the ridge turning run is completed. The turning run pattern illustrated in Fig. 11 is mainly used in a rice transplanter having a 10-row type seedling planting device (W).

The turning movement from the position (P2) toward the starting point position (Ls) of the next work movement is a turning movement in which the steering wheel (10) is steered in the direction in which the driving body (C) moves away from the ridge of the pavement. In this respect, after the driving body (C) passes the location indicated by the reference symbol P2, it is determined that the driving body (C) moves away from the ridge, and automatic turning control by the control unit (78) is initiated. As the timing at which the automatic turning control is initiated, for example, a configuration may be configured in which the steering handle (43) is operated toward the side where the starting point position (Ls) of the next work movement is located while the driving body (C) is traveling along the ridge of the pavement, and automatic turning control is initiated. In addition, a configuration may also be configured in which the automatic turning control is initiated by operation of an automatic steering switch (50), etc., after the driving body (C) passes the location indicated by the reference symbol P2. In addition, even before the driving body (C) passes the point indicated by reference symbol P2, automatic turning control may be permitted by operation of a start/end point setting switch (49A), a target setting switch (49B), an automatic steering switch (50), etc., so that after the driving body (C) passes the point indicated by reference symbol P2, it is determined that the driving body (C) is separated from the edge of the pavement, and automatic turning control may be initiated.

While the automatic turning control is being performed, the steering handle (43) is configured so that even if the steering angle of the steering wheel (10) changes, the steering angle of the steering wheel (10) is not transmitted to the steering handle (43). For example, if the configuration is such that the operation of the steering handle (43) is transmitted to the steering control unit (79) by an electric signal, the steering control unit (79) may be configured to perform automatic turning control regardless of the operation of the steering handle (43). In addition, if the configuration is such that a clutch is interposed between the steering handle (43) and the steering wheel (10), the clutch may be configured to be turned OFF while the automatic turning control is being performed. In addition, before the automatic turning control is started, the driver is notified by the notification unit (59) or the alarm unit (64) that the automatic turning control is started, and the driver is urged to take his/her hands off the steering handle (43). In addition, during automatic turning control, even if the driver cannot operate the steering wheel (43), a configuration may be provided in which the driver can operate the steering wheel (43) by means of a dedicated operating tool or brake operation that is not shown.

〔Position misalignment correction〕

When the driving body (C) is laterally misaligned from the target movement path (LM) by a preset range, the following misalignment correction processing is executed. As illustrated in Fig. 12, when the driving body (C) is driven in a state where the self-position (NM) is laterally misaligned from the target movement path (LM) by the positional misalignment amount (ΔP), the control unit (78) changes the target heading (LA) to an heading inclined by the set inclination angle (α1). That is, the control unit (78) changes the target heading (LA) to an heading inclined by the set inclination angle (α1) toward the side where the target movement path (LM) is located, as the target heading (LA) for automatic steering control, and executes automatic steering control.

At this time, the farther the magnetic position (NM) is from a point corresponding to the target movement path (LM), the more the set inclination angle (α1) is set to the opposite side, and the closer the magnetic position (NM) is to a point corresponding to the target movement path (LM), the more gently the set inclination angle (α1) is set. In addition, if the vehicle speed is low, the set inclination angle (α1) is set to the opposite side, and the faster the vehicle speed is, the more gently the set inclination angle (α1) is set. However, an upper limit is set for the set inclination angle (α1), and no matter how low the vehicle speed is or how large the positional misalignment is, the set inclination angle (α1) will not exceed the set upper limit. This prevents the possibility that the driving body (C) will make a sharp turn and the driving state will become unstable.

When the magnetic bearing (NA) reaches the target bearing (LA) inclined by the set inclination angle (α1), the target bearing (LA) is changed to a bearing inclined by an inclination angle (α2) that is gentler than the set inclination angle (α1). Furthermore, when the magnetic bearing (NA) reaches the target bearing (LA) inclined by the inclination angle (α2), the target bearing (LA) is changed to a bearing inclined by an inclination angle (α3) that is gentler than the inclination angle (α2). In this way, since the driving body (C) travels in the inclination direction in a state where the orientation deviation with respect to the target movement path (LM) gradually decreases, the positional misalignment amount (ΔP) can be quickly reduced.

The location corresponding to the target movement path (LM) described above has a region of a predetermined width in the transverse direction on both the left and right sides of the position corresponding to the target movement path (LM). That is, a control dead zone for positional deviation is set, and if the positional deviation is included within the range of the control dead zone, the target direction (LA) is not inclined and is set in a direction along the original target movement path (LM).

By the above-described configuration, since the driving body (C) is guided to the target movement path (LM), especially in the automatic steering control that is initiated immediately after the above-described automatic turning control, the positional misalignment of the driving body (C) with respect to the target movement path (LM) is quickly converged.

In addition, if it is determined that the precision of the positioning data by the satellite positioning unit (70) has deteriorated, the above-described position misalignment correction control may be configured not to be executed. In this case, the position misalignment is not considered, and automatic steering control is performed so that the self-direction (NA) follows the target direction (LA) in the direction along the target movement path (LM).

〔Display〕

As illustrated in Fig. 13, the status of the aircraft is displayed on the screen of the display unit (48) via the notification unit (59). The display unit (48) is divided into a plurality of display areas, such as a work information area (100), a positional deviation information area (101), and a vehicle speed information area (102). The work information area (100) displays work date and time, work performance, etc., on the upper left end of the display unit (48). The positional deviation information area (101) displays the amount of positional deviation of the driving aircraft (C) (self-position (NM)) with respect to the target movement path (LM) on the upper center. The vehicle speed information area (102) displays the vehicle speed on the upper right end. A large area other than the upper side of the display unit (48) is a positional information area (104), and the positional information area (104) indicates the position of the driving aircraft (C) on the pavement. A small area on the left end of the position information area (104) is designated as a steering status information area (103), and the steering status information area (103) indicates the status of the automatic steering mode or manual steering mode of the control device (75). A touch panel-operated software button group (120) is arranged on the right end of the position information area (104). A physical button group (121) is further arranged on the right side of the display section (48).

In the position information area (104), the work status of the packaging around the driving body (C), the target movement path (LM), and the body symbol (SY) indicating the self-position (NM) are displayed. In addition, among the target movement paths (LM), the target movement path (LM) during the work drive is drawn as a thick solid line for easy understanding. In addition, the area where transplantation has already been completed is displayed by stippling each planted seedling. Thereby, the work area and the unworked area are clearly visually distinguished. In addition, the display of the planted seedling marks may be a line indicating a linear planting pattern in addition to stippling.

Although not specified in Fig. 13, the actual traveled path of the driving body (C), i.e., the travel trajectory, can be displayed on the display unit (48). By comparing this travel trajectory with the target movement path (LM), the precision of the automatic steering control can be checked. The travel trajectory is displayed on the display unit (48) based on positioning data by the satellite positioning unit (70). In addition, the body symbol (SY) is represented in the shape of an arrow, and the sharp direction represents the direction of travel, i.e., the magnetic direction (NA). In order to make it easier to visually understand the azimuth misalignment between the magnetic direction (NA) and the target direction (LA), a pointer (110) extending in the direction of travel from the center of the body symbol (SY) and a direction scale (111) representing the angular range of that direction are overwritten and displayed. In addition, a boundary line (112) representing the allowable range of the azimuth misalignment is also displayed. The digital value of the azimuth misalignment can also be displayed. The driver can recognize the positional and azimuth misalignment of the driving aircraft (C) with respect to the target movement path (LM) through the display unit (48).

When a post-process target movement path (LM2) is set based on the work driving on the target movement path (LM), the positional misalignment of the driving body (C) with respect to the post-process target movement path (LM2) is displayed in the positional misalignment information area (101) as illustrated in Fig. 13. The timing at which the positional misalignment is displayed may be when the ridge is turning from the target movement path (LM) to the post-process target movement path (LM2), or may be after the completion of the ridge turning.

As described above, when positioning between two points is performed by DGPS for a short period of time, for example, about 10 seconds, the error in the relative position between the two points is very small. However, the error in the position coordinates positioned over time by DGPS increases as time elapses from the timing at which the position coordinates (NM3) were positioned with respect to the position coordinates (NM3) (see Fig. 8) positioned immediately before the ridge turns. That is, the relative positioning accuracy for the position coordinates (NM3) deteriorates with the elapse of time. For this reason, when the satellite positioning unit (70) is configured to use DGPS, the display section (48) is configured so that, if a deterioration in the accuracy of the positional misalignment amount is determined, the positional misalignment amount is not displayed in the positional misalignment information area (101). For example, a configuration may be used in which a set time for displaying the amount of positional misalignment in the positional misalignment information area (101) is set in advance, and when the set time has elapsed from the timing at which the position coordinates (NM3) are measured, the amount of positional misalignment is not displayed in the positional misalignment information area (101).

While the above-described automatic turning control is being performed, the position misalignment information area (101) and the position information area (104) of the screen displayed on the display unit (48) are configured so that the position or the position misalignment amount of the driving aircraft (C) is not displayed. That is, the display on the display unit (48) during automatic turning indicates that automatic turning is in progress, so that the display can be easily understood by the driver. In addition, a configuration that can be switched so that the position or the position misalignment amount of the driving aircraft (C) during automatic turning is displayed according to the driver's intention may be used. The switching between display and non-display may be performed by the operation of the software button group (120) or the physical button group (121). In addition, the notification of the position misalignment amount may be a voice notification by the notification unit (59) or a lighting display or a blinking display of a switch.

If the reception sensitivity of the satellite positioning unit (70) is insufficient due to factors such as a small number of navigation satellites that the satellite positioning unit (70) can supplement, there is a concern that a large error may be included in the positioning data of the satellite positioning unit (70). In such a case, a configuration may be adopted in which the amount of positional misalignment is not displayed in the positional misalignment information area (101). In addition, a configuration may be adopted in which the insufficient reception sensitivity of the satellite positioning unit (70) is notified through the notification unit (59) in the positional misalignment information area (101) or the position information area (104). As a result, the driver is urged to perform the work driving by manual operation. In addition, the notification that the reception sensitivity of the satellite positioning unit (70) is insufficient may be a voice guide, a lighted or blinking display of a switch, and is configured so that it can be switched not to be notified. In addition, the time for which the notification unit (59) notifies may be configured so as to be arbitrarily set and adjusted. In addition, when the automatic steering switch (50) is operated in this state, the configuration may be such that automatic steering control is performed so that the self-direction (NA) follows the target direction (LA) without considering the positional misalignment.

The target movement path (LM) may be configured to be correctable after being set. For example, a case may be considered where, immediately after completion of a ridge turning run, a work run is performed by artificial manipulation, and furthermore, the self-position (NM) is misaligned to the left or right when viewed from the front of the driving machine (C) with respect to the target movement path (LM). In such a case, a configuration may be configured to allow the driver to correct the target movement path (LM) by moving the self-position (NM) in parallel to the left or right when viewed from the front of the driving machine (C) in the direction in which the self-position (NM) is positioned. With this configuration, even when the misalignment of the self-position (NM) with respect to the target movement path (LM) is outside the allowable range, the misalignment of the self-position (NM) with respect to the target movement path (LM) can be made within the allowable range by correcting the target movement path (LM). With this configuration, automatic steering control along the target movement path (LM) can be quickly initiated. Correction of the target movement path (LM) may be by operating a group of software buttons (120) or by operating a group of physical buttons (121).

〔Other embodiments〕

The present invention is not limited to the configuration exemplified in the above-described embodiments, and other representative embodiments of the present invention are exemplified below.

〔1〕In the above-described embodiment, the post-process target movement paths (LM2) are configured to be set one by one, but are not limited to the above-described embodiment. For example, as illustrated in FIG. 14, the post-process target movement paths (LM2) may be configured to be set in multiples at the same time. In FIG. 14, the post-process target movement paths (LM2 (A1), LM2 (A2), LM2 (A3)) are each set at preset equal intervals on the non-working area side of the target movement path (LM). The post-process target movement paths (LM2 (A1), LM2 (A2), LM2 (A3)) are set based on the working travel trajectory of the driving body (C) in the target movement path (LM). In addition, the post-process target movement paths (LM2 (B1), LM2 (B2), LM2 (B3)) are set at equal intervals based on the working movement trajectory of the driving body (C) in the post-process target movement path (LM2 (A3)).

The timing at which the post-process target movement paths (LM2(A1), LM2(A2), LM2(A3)) are set may be set when the obstacle detection unit (63) determines the ridge near the end point position (Lf), may be set while the moving body (C) is performing a ridge turning drive toward the starting point position (Ls(A1)), or may be set after the moving body (C) reaches the starting point position (Ls(A1)). In addition, the timing at which the post-process target movement paths (LM2 (B1), LM2 (B2), LM2 (B3)) are set may be set when the obstacle detection unit (63) determines the ridge near the end point position (Lf (A3)), may be set while the driving body (C) is performing a ridge turning drive toward the starting point position (Ls (B1)), or may be set after the driving body (C) has reached the starting point position (Ls (B1)). In the timing described above, each post-process target movement path (LM2) is set when the driver operates the target setting switch (49B), but is not limited to this configuration, and may be configured to be set by the driver operating, for example, an automatic steering switch (50), or may be configured to be set automatically without involving the driver's operation.

In the case where a plurality of driving work machines are configured to perform work driving simultaneously, each driving work machine may be configured to perform work driving in parallel along a post-process target movement path (LM2 (A1), LM2 (A2), LM2 (A3)), and then perform work driving in parallel along a post-process target movement path (LM2 (B1), LM2 (B2), LM2 (B3)).

〔2〕In the above-described embodiment, the path setting section (76) is configured so that the post-process target movement path (LM2) is set to the unworked area side of the target movement path (LM), but the present invention is not limited to the above-described embodiment. For example, if the left and right sides of the target movement path (LM) are unworked areas, as illustrated in FIG. 15, a configuration may be configured in which the post-process target movement paths (LM2 (L), LM2 (R)) are set to the left and right sides of the target movement path (LM). In this case, a configuration may be configured in which a turning run is performed toward one of the post-process target movement paths (LM2 (L), LM2 (R)), and after the turning of the traveling body (C) is determined, the setting of one of the post-process target movement paths (LM2) is confirmed. Originally, the post-process target movement path (LM2(L), LM2(R)) is set to a position spaced apart from the target movement path (LM) by a set distance (P), that is, the position of the broken line (lm(L), lm(R)) illustrated in Fig. 15. In contrast, in the present embodiment, the post-process target movement path (LM2(L), LM2(R)) is set in a state where it has moved in parallel from the broken line (lm(L), lm(R)) by the positional misalignment deviation (d) in response to the positional misalignment deviation (d) of the driving body (C).

〔3〕Even when the target movement path (LM) is set to be linear, there are cases where the actual working travel trajectory of the driving body (C) meanders as indicated by the broken line in Fig. 16, for example, due to slipping of the driving body (C) or avoidance of obstacles on the pavement. In such a case, the target movement path (LM2) for the post-process is set along the actual working travel trajectory of the driving body (C). The target movement path (LM2 (1)) for the post-process illustrated in Fig. 16 meanders along the actual working travel trajectory of the driving body (C). As a result, when the working travel is performed along the target movement path (LM2) for the post-process, there is a concern that the seedlings in the working area may be trampled or that a non-working area may be generated between the working travel trajectories before and after the ridge turning travel. In addition, the actual working driving trajectory of the driving body (C) may be a configuration calculated based on the positioning data of the satellite positioning unit (70), or may be a configuration calculated by integrating the vehicle speed measured by the vehicle speed sensor (62) and the azimuth change angle (ΔNA) (see FIG. 7) measured by the inertial measurement unit (74).

When the post-process target movement path (LM2) is set along the actual working travel trajectory of the driving body (C), the post-process target movement path (LM2) is configured to have a linear shape that is more linear than the actual working travel trajectory of the driving body (C). For example, when the working travel trajectory of the driving body (C) with respect to the target movement path (LM) meanders in a complex manner, the post-process target movement path (LM2) also meanders in a complex manner, and there is a concern that the driving body (C) may not be able to travel along the post-process target movement path (LM2) with high precision. In this regard, the post-process target movement path (LM2 (1)) illustrated in Fig. 16 is set to a position that is further spaced apart by Δp from a position spaced apart by the set distance (P) with respect to the target movement path (LM). And, the post-process target movement path (LM2(1)) is set while the meandering point indicated by the broken line in Fig. 16 and the meandering point of the post-process target movement path (LM2(1)) are spaced apart by a set distance (P). As a result, the post-process target movement path (LM2(2)) set after the post-process target movement path (LM2(1)) is set to be more linear than the post-process target movement path (LM2(1)), and the post-process target movement path (LM2(3)) set after the post-process target movement path (LM2(2)) is set to be approximately linear. As a result, even if the actual working travel trajectory of the driving body (C) accidentally meanders, it is gradually corrected to a linear shape by the post-process target movement path (LM2) that is set thereafter. In addition, the number of post-process target movement paths (LM2) having meandering portions between the target movement path (LM) illustrated in Fig. 16 and the approximately straight post-process target movement path (LM2(3)) illustrated at the right end of Fig. 16 can be appropriately changed.

〔4〕In the above-described embodiment, the target movement path (LM) is configured to be set within one complete package, but is not limited to the above-described embodiment. For example, the target movement path (LM) may be configured to be set across a plurality of packages. In this case, the teaching path or the actual work travel trajectory for the target movement path (LM) may be configured to be stored as a reference path and used for setting the target movement path (LM) in another package. The reference path may be configured to be stored in the memory of a microcomputer installed in the driving body (C), or may be configured to be stored in the memory of an external terminal. In the case where the reference path is configured to be stored in the memory of an external terminal, the driving body (C) may be provided with a communication device capable of communicating with an external terminal via a WAN (Wide Area Network) or the like, and the reference path may be configured to be read from the memory of the external terminal to the microcomputer of the driving body (C). The reference path may be configured to be stored in multiple places in a memory provided in an external terminal or a microcomputer of a driving machine (C). With this configuration, the target movement path (LM) can be set without teaching driving simply by reading the reference path corresponding to each package.

〔5〕The setting of the post-process target movement path (LM2) illustrated in the above-described embodiment may be configured so as not to be performed when the set time has elapsed from the timing at which the position coordinates (NM3) (see FIG. 8) are determined. In the case of a configuration in which DGPS is used in the satellite positioning unit (70), the relative positioning accuracy for the position coordinates (NM3) deteriorates with the elapse of time. Therefore, when the path setting unit (76) determines that the post-process target movement path (LM2) cannot be set with high precision, the setting of the post-process target movement path (LM2) may be configured so as to become impossible.

〔6〕In a case where the post-process target movement path (LM2) cannot be set, a configuration may be provided in which the driver is notified that the post-process target movement path (LM2) cannot be set via the notification unit (59). The notification by the notification unit (59) may be a sound such as a buzzer, the lighting or blinking of an LED light provided to the center mascot (14), or a display unit (48). Examples of cases in which the post-process target movement path (LM2) cannot be set include cases in which there is a pavement depression or a ridge on the set path of the post-process target movement path (LM2), cases in which the set position of the post-process target movement path (LM2) crosses the pavement boundary and enters an adjacent pavement, cases in which an obstacle is detected on the set path of the post-process target movement path (LM2), and cases in which a problem with the satellite positioning unit (70) is detected.

〔7〕If the driving machine (C) is displaced by a greater distance than the preset distance from the target movement path (LM), the target movement path (LM) may be configured not to be used for the work driving. If the driving machine (C) is displaced by a greater distance from the target movement path (LM), it is considered highly likely that the driver is intentionally operating the driving machine (C). In such a case, a configuration that gives priority to the driver's artificial operation is desirable. Of course, if the work driving along the target movement path (LM) is completed and the ridge turning driving is performed and the driving machine (C) is displaced by a greater distance than the preset distance from the target movement path (LM2) for the post-process, the post-process target movement path (LM2) may be configured not to be used for the work driving.

〔8〕The path setting unit (76) may be configured to set the post-process target movement path (LM2) in conjunction with the control unit (78) or the steering control unit (79). For example, the control unit (78) may be configured to determine the setting of the post-process target movement path (LM2) by the path setting unit (76) and perform either or both of the automatic turning control and the automatic driving control described above. In addition, there are cases where the driver individually determines whether to perform the post-process target movement path (LM2) after the driving body (C) performs the work drive along the target movement path (LM). Therefore, the path setting unit (76) may be configured to be switchable between a configuration in which the post-process target movement path (LM2) is set in conjunction with the control unit (78) or the steering control unit (79), and a configuration in which the post-process target movement path (LM2) is set independently of the control unit (78) or the steering control unit (79).

〔9〕Without being limited to the above-described embodiment, for example, when the azimuth misalignment between the magnetic orientation (NA) of the driving body (C) and the target orientation (LA) of the target movement path (LM) is greater than a preset range, the path setting unit (76) may be configured to set the post-process target movement path (LM2). For example, when the angle of the azimuth misalignment is 90 degrees or more, a configuration may be configured in which the turning of the driving body (C) is determined, and the post-process target movement path (LM2) is set. In this case, the post-process target movement path (LM2) may be configured in which it is set automatically, or in which the post-process target movement path (LM2) is set by the operation of a target setting switch (49B), an automatic steering switch (50), or the like. In addition, after the setting of the post-process target movement path (LM2) is permitted by operation of the target setting switch (49B) or the automatic steering switch (50), a configuration may be possible in which the angle of azimuth misalignment becomes larger than the preset range and the post-process target movement path (LM2) is set.

〔10〕As an operating device for setting a target movement path (LM2) for a post-process, in addition to a target setting switch (49B), for example, a software button group (120) in the display section (48) or a physical button group (121) on the right side of the display section (48) may be used. In other words, the operating device may be a dedicated operating device or may be an existing button switch or lever with an additional function added.

〔11〕In the above-described embodiment, the post-process target is the post-process target movement path (LM2), but the post-process target may be, for example, the starting point position (Ls) after the ridge turns. In addition, when the driver operates the target setting switch (49B), a post-process target movement path (LM2) that is parallel to the target movement path (LM) that has completed driving may be set based on the starting point position (Ls). In addition, the post-process target may be a part of the post-process target movement path (LM2), and for example, may be an area of several meters from the starting point position (Ls) in the post-process target movement path (LM2). In addition, when the driving machine (C) has completed all work driving along the target movement path (LM), or when refueling, etc. is required during rice transplanting work, the post-process target may be an immersion area along the ridge.

〔12〕Another embodiment of the present invention will be described based on the drawings.

〔Basic configuration of the driving work machine〕

Here, a riding-type rice transplanter is described as an example of a driving working machine of the present invention. In addition, as illustrated in Fig. 18, in the present embodiment, arrow (F) indicates the front side of the driving body (C100), arrow (B) indicates the rear side of the driving body (C100), arrow (L) indicates the left side of the driving body (C100), and arrow (R) indicates the right side of the driving body (C100).

As illustrated in FIGS. 17 to 19, a riding-type rice transplanter is provided with a driving body (C100) having a pair of left and right steering wheels (1010), a pair of left and right rear wheels (1011), and a seedling planting device (W100) as a work device capable of planting seedlings in a field. The left and right pair of steering wheels (1010) are installed on the front side of the driving body (C100) and are configured to be capable of changing the direction of the driving body (C100), and the left and right pair of rear wheels (1011) are installed on the rear side of the driving body (C100). The seedling planting device (W100) is connected to the rear end of the driving body (C100) so as to be able to be moved up and down by means of a link mechanism (1021) that is moved up and down by the expansion and contraction of a hydraulic cylinder (1020) for moving up and down.

The front part of the driving body (C100) is provided with an openable bonnet (1012). At the front end of the bonnet (1012), a center mascot (1014) in the shape of a bar is provided as a reference for driving along a reference line (not shown) drawn on the packaging by a marker device (1033). The driving body (C100) is provided with a body frame (1015) extending in the front-rear direction, and a support frame (1016) is installed upright at the front part of the body frame (1015).

Inside the bonnet (1012), an engine (1013) is provided. Although not described in detail, the power of the engine (1013) is transmitted to the steering wheel (1010) and the rear wheel (1011) through an unillustrated HST (hydraulic continuously variable transmission) provided to the aircraft, and the power after the transmission is transmitted to the seedling planting device (W100) through an electric motor-driven planting clutch (not illustrated).

As shown in FIGS. 17 and 18, the seedling planting device (W100) is provided with four electric cases (1022), eight rotary cases (1023), a stationary float (1025), a seedling loading stand (1026), and a marker device (1033). The rotary cases (1023) are rotatably supported on the left and right rear sides of each electric case (1022), respectively. A pair of rotary planting arms (1024) are provided at both ends of each rotary case (1023). The stationary floats (1025) stop the bottom of the paddy field, and are provided in multiple numbers in the seedling planting device (W100). A mat-shaped seedling for planting is loaded on the seedling loading stand (1026). The marker device (1033) is provided on the left and right sides of the seedling planting device (W100) and forms an indicator line (not shown) on the ground of the package.

The seedling planting device (W100) drives the seedling loading platform (1026) to reciprocate left and right, and drives each rotating case (1023) to rotate by power transmitted from the electric case (1022), so that seedlings are alternately taken out from the lower portion of the seedling loading platform (1026) by each planting arm (1024) and planted on the paddy field of the field. The seedling planting device (W100) is configured as an eight-row type in which seedlings are planted by planting arms (1024) provided in eight rotating cases (1023). In addition, the seedling planting device (W100) may be a four-row type, a six-row type, a seven-row type, or a ten-row type.

Although not described in detail, the marker device (1033) is configured to be switchable between an operating posture and a storage posture. In the operating posture, the marker device (1033) contacts the bottom of the paddy field along with the travel of the driving body (C100) to form an indicator line (not shown) on the bottom of the paddy field corresponding to the next work process. In the storage posture, the marker device (1033) is spaced upward from the bottom of the paddy field. The switching of the posture of the marker device (1033) is performed by an electric motor (not shown).

As illustrated in FIGS. 17 to 19, a plurality (for example, four) of regular spare seedling stands (1028) and spare seedling stands (1029) are provided on the left and right sides of the bonnet (1012) of the driving body (C100). The regular spare seedling stand (1028) is configured to be capable of loading spare seedlings for supplying to the seedling planting device (W100). The spare seedling stand (1029) is configured in a rail-type manner to be capable of loading spare seedlings for supplying to the seedling planting device (W100). On the left and right sides of the bonnet (1012) of the driving body (C100), a pair of left and right spare frame (1030) are provided as frame members of a height that supports each of the regular spare frame (1028) and spare frame (1029), and the upper portions of the left and right spare frame (1030) are connected by a connecting frame (1031).

As illustrated in FIGS. 17 to 19, a driving unit (1040) in which various driving operations are performed is provided in the central portion of the driving unit (C100). The driving unit (1040) is provided with a driver's seat (1041), a steering handle (1043), a peripheral lever (1044), and an operating lever (1045). The driver's seat (1041) is provided in the central portion of the driving unit (C100) and is configured so that a driver can sit on it. The steering handle (1043) is configured so that steering operation of the steering wheel (1010) can be performed by human manipulation. The peripheral lever (1044) is configured so that forward and backward switching operations and driving speed change operations can be performed. That is, when the main gear lever (1044) is operated, the angle of the slant plate in the HST (not shown) is changed, and the power of the engine (1013) is continuously changed. The raising and lowering of the seedling planting device (W100) and the switching of the left and right marker devices (1033) are performed by the operation lever (1045). The steering handle (1043), the main gear lever (1044), the operation lever (1045), etc. are provided on the upper part of the control tower (1042) located on the front side of the fuselage of the driver's seat (1041). A boarding step (1046) is installed at the foot of the driver's section (1040). The boarding step (1046) is extended to both left and right sides of the bonnet (1012).

When the operating lever (1045) is operated to the rising position, the planting clutch (not shown) is turned OFF to cut off the power to the seedling planting device (W100), the hydraulic cylinder (1020) for lifting is operated to raise the seedling planting device (W100), and the left and right marker devices (1033) (see Fig. 17) are operated to the storage position. When the operating lever (1045) is operated to the lowering position, the seedling planting device (W100) is lowered and comes into contact with the paddy field and stops. In this lowered state, when the operating lever (1045) is operated to the right marker position, the right marker device (1033) changes from the storage position to the operating position. When the operating lever (1045) is operated to the left marker position, the left marker device (1033) changes from the storage position to the operating position.

When starting the transplanting operation, the driver operates the operating lever (1045) to lower the seedling planting device (W100) and start the power supply to the seedling planting device (W100) to start the transplanting operation. Then, when stopping the transplanting operation, the driver operates the operating lever (1045) to raise the seedling planting device (W100) and cut off the power supply to the seedling planting device (W100).

A display section (1048) capable of displaying various information using a liquid crystal display is provided on the upper operation panel (1047) of the control tower (1042) of the driving section (1040). The display section (1048) may be a touch panel type liquid crystal display. In addition, a push-operated starting point setting switch (1049A) is provided on the right side of the display section (1048), and a push-operated ending point setting switch (1049B) is provided on the left side of the display section (1048). The functions of the starting point setting switch (1049A) and the ending point setting switch (1049B) will be described later.

The grip portion of the peripheral lever (1044) is provided with a push-operated automatic steering switch (1050). The automatic steering switch (1050) is installed as an automatic return type, and commands ON/OFF switching of automatic steering control whenever it is pressed. The automatic steering switch (1050) is positioned so that it can be pressed with, for example, a thumb while holding the grip portion of the peripheral lever (1044) by hand.

As illustrated in Fig. 20, a driving body (C100) is provided with a steering unit (U100) as a steering operation means capable of steering the left and right steering wheels (1010). The steering unit (U100) is provided with a steering operation shaft (1054), a pitman arm (1055), left and right linkage mechanisms (1056) linked to the pitman arm (1055), a steering motor (1058), and a gear mechanism (1057). The steering operation shaft (1054) is linked to the steering handle (1043) via a clutch (1053). The pitman arm (1055) is configured to swing in accordance with the rotation of the steering operation shaft (1054). The gear mechanism (1057) is configured to link a steering motor (1058) to a steering operation shaft (1054).

The steering operation shaft (1054) is connected to the left and right steering wheels (1010) via the Pitman arm (1055) and the left and right linkage mechanisms (1056), respectively. A steering angle sensor (1060) formed of a rotary encoder is provided at the lower end of the steering operation shaft (1054), and the amount of rotation of the steering operation shaft (1054) is detected by the steering angle sensor (1060). A torque sensor (1061) for detecting torque applied to the steering handle (1043) is provided at the middle end of the steering operation shaft (1054).

For example, when the steering motor (1058) rotates the steering operation shaft (1054) in a predetermined direction, if the steering handle (1043) is artificially operated in a direction opposite to the rotation direction, the torque sensor (1061) can detect it. Also, when the steering motor (1058) is stopped, if the steering handle (1043) is artificially operated in an arbitrary direction, the torque sensor (1061) can detect it. When such artificial operation is performed, the steering motor (1058) can be operated based on the artificial operation with priority given to automatic steering control.

The clutch (1053) is installed between the steering operation shaft (1054) and the steering handle (1043), and when the clutch (1053) is turned OFF, power is not transmitted between the steering handle (1043) and the steering operation shaft (1054). The clutch (1053) may be configured to be turned OFF, for example, during automatic steering control, so that rotation of the steering operation shaft (1054) by the operation of the steering motor (1058) is not transmitted to the steering handle (1043) during automatic steering control.

When performing automatic steering of the steering control unit (U100), the steering motor (1058) is driven, and the steering operation shaft (1054) is rotated by the driving force of the steering motor (1058) to change the steering angle of the steering wheel (1010). When automatic steering is not performed, the steering control unit (U100) can be rotated by artificial manipulation of the steering handle (1043).

〔Configuration of automatic steering control〕

Next, the configuration for performing automatic steering control is described.

A driving aircraft (C100) is provided with a satellite positioning unit (1070) (position detection means) that uses the well-known GPS (Global Positioning System) as an example of a satellite positioning system (GNSS: Global Navigation Satellite System) that receives radio waves from satellites and detects the position of the aircraft, to obtain the position of the aircraft. In the present embodiment, the satellite positioning unit (1070) uses DGPS (Differential GPS: relative positioning method), but it is also possible to use RTK-GPS (Real Time Kinematic GPS: interferometric positioning method).

Specifically, as a position detection means, a satellite positioning unit (1070) is provided in the target (driving aircraft (C100)) for positioning. The satellite positioning unit (1070) has a receiving device (1072) equipped with an antenna (1071) that receives radio waves transmitted from a plurality of GPS satellites orbiting the Earth. Based on information on radio waves received from navigation satellites, the position of the receiving device (1072), i.e., the satellite positioning unit (1070), is determined.

As illustrated in FIGS. 17 to 19, the satellite positioning unit (1070) is installed on a connecting frame (1031) with a plate-shaped support plate (1073) interposed therebetween, while positioned at the front of the driving body (C100). As illustrated in FIGS. 17 and 19, the receiving device (1072) is supported at a high location by the connecting frame (1031) and the spare frame (1030). As a result, there is less concern that reception interference will occur in the receiving device (1072), and the reception sensitivity of radio waves in the receiving device (1072) can be improved.

In addition to the satellite positioning unit (1070), as an inertial measurement means capable of measuring the acceleration and angular acceleration of the driving body (C100), an inertial measurement unit (1074) having, for example, an IMU (Inertial Measurement Unit) (1074A) is provided in the driving body (C100). The inertial measurement unit (1074) may have a configuration having a gyro sensor or an acceleration sensor instead of the IMU (1074A). Although not illustrated, the inertial measurement unit (1074) is installed, for example, at a lower position on the rear side of the driver's seat (1041) and at a low position in the center of the lateral width direction of the driving body (C100). Based on the inertial amount of the driving body (C100) by the inertial measurement unit (1074), for example, by integrating the angular acceleration, it becomes possible to calculate the orientation change angle (ΔNA100) of the body (see Fig. 23). Although not described in detail, the inertial measurement unit (1074) can measure, in addition to the angular velocity of the turning angle of the driving body (C100), the angular velocity of the left-right inclination angle of the driving body (C100), and the angular velocity of the front-back inclination angle of the driving body (C100).

As illustrated in Fig. 21, a driving body (C100) is equipped with a control device (1075). The control device (1075) is configured to be switchable between an automatic steering mode in which automatic steering control is executed and a manual steering mode in which automatic steering control is not executed.

In the control device (1075), information such as a satellite positioning unit (1070), an inertial measurement unit (1074), an automatic steering switch (1050), a starting point setting switch (1049A), an end point setting switch (1049B), a steering angle sensor (1060), a torque sensor (1061), a vehicle speed sensor (1062), and an obstacle detection unit (1063) (ridge detection unit) are input. The vehicle speed sensor (1062) is configured to detect the vehicle speed, for example, by the rotation speed of an electric shaft in an electric mechanism for the rear wheel (1011). The obstacle detection unit (1063) is provided at the front and left and right sides of the driving body (C100), and is configured to be capable of detecting a ridge of a pavement, a steel tower within the pavement, or the like, using, for example, an optical rangefinder type distance sensor or an image sensor. When an obstacle is detected by the obstacle detection unit (1063), an alarm is notified to the driver by, for example, a buzzer or a voice guidance alarm unit (1064). In addition, the control device (1075) is connected to a notification unit (1059) (notification means), and the notification unit (1059) is configured to notify, for example, the vehicle speed, the engine speed, the status of the reception sensitivity of the satellite positioning unit (1070), etc. The notification unit (1059) may be configured to be displayed on the display unit (1048), or may be configured to change the blinking pattern of the LED light provided on the center mascot (1014). In addition, the alarm unit (1064) may be configured to display an alarm on the display unit (1048) via the notification unit (1059). In this case, for example, an alarm for detection of a ridge is displayed on the display unit (1048). In addition, the alarm unit (1064) may be configured as a part of the notification unit (1059). The time notified by the notification unit (1059) may be configured to be arbitrarily adjustable.

The control device (1075) has a path setting unit (1076), a direction calculation unit (1077), a path acquisition unit (1078) as a path acquisition means, a control unit (1079), and a steering control unit (1080). The path setting unit (1076) sets a target movement path (LM100) (see FIG. 22) along which the moving body (C100) should travel. The details of the direction calculation unit (1077) and the path acquisition unit (1078) will be described later. The control unit (1079) calculates and outputs an operation amount so that the moving body (C100) travels along the target movement path (LM100) based on the position information of the moving body (C100) measured by the satellite positioning unit (1070) and the direction information of the moving body (C100) measured by the inertial measurement unit (1074). The steering control unit (1080) controls the steering motor (1058) based on the amount of operation. Specifically, the control device (1075) is equipped with a microcomputer, and a driving trajectory acquisition unit (1078), a path setting unit (1076), a direction calculation unit (1077), a control unit (1079), and a steering control unit (1080) are configured as a control program.

In addition, the control device (1075) may be configured to temporarily store, for example, positioning data measured by a satellite positioning unit (1070), an inertial amount detected by an inertial measurement unit (1074), and a vehicle speed detected by a vehicle speed sensor (1062), in a RAM (Random Access Memory) not shown.

A setting switch (1049) is provided for setting a target movement path (LM100) used for automatic steering control by teaching processing. The setting switch (1049) is provided with a starting point setting switch (1049A) for setting a starting point position (Ts100) and an end point setting switch (1049B) for setting an end point position (Tf100). As described above, the starting point setting switch (1049A) is provided on the right side of the display section (1048), and the end point setting switch (1049B) is provided on the left side of the display section (1048).

A teaching path corresponding to a target path to be automatically steered is set by a path setting unit (1076) through teaching processing based on the operation of a starting point setting switch (1049A) and an end point setting switch (1049B).

The direction calculation unit (1077) calculates the detected direction of the moving body (C100), that is, the magnetic direction (NA100), based on the inertial amount detected by the inertial measurement unit (1074). Then, the direction calculation unit (1077) calculates the angular deviation, that is, the direction misalignment, between the target direction (LA100) and the magnetic direction (NA100) in the target movement path (LM100). Then, when the control device (1075) is set to the automatic steering mode, the control unit (1079) calculates and outputs an operation amount for controlling the steering motor (1058) so that the angular deviation is reduced.

The driving trajectory acquisition unit (1078) calculates the position of the driving body (C100), i.e., the magnetic position (NM100), based on the positioning data measured by the satellite positioning unit (1070), the magnetic direction (NA100) calculated by the direction calculation unit (1077), and the vehicle speed detected by the vehicle speed sensor (1062). The magnetic position (NM100) is stored in a RAM (not shown) over time, and the driving trajectory acquisition unit (1078) calculates the driving trajectory (FP100) based on the set of magnetic positions (NM100).

The steering control unit (1080) executes automatic steering control based on the amount of operation output by the control unit (1079) during automatic steering control of the driving body (C100). That is, the steering motor (1058) is operated so that the self-position (NM100) calculated by the driving trajectory acquisition unit (1078) becomes a position on the target movement path (LM100).

〔Target movement path〕

In the case of a rice transplanter, the transplanter alternately repeats a work drive that involves transplanting work along a straight path of a rice planting section and a ridge-turning drive to move to the path of the next rice planting section near a ridge. A plurality of target movement paths (LM100) running in parallel along a teaching path are illustrated in Fig. 22. In the present embodiment, each of the target movement paths (LM100 (1) to LM100 (6)) is set by a path setting section (1076) in the following order.

First, the driver positions the driving body (C100) at the starting point position (Ts100) of the ridge within the package and operates the starting point setting switch (1049A). At this time, the control device (1075) is set to the manual steering mode. Then, while the driver manually steers, the driving body (C100) is driven along the straight line of the ridge on the side from the starting point position (Ts100) to the end point position (Tf100) near the ridge on the opposite side and then operates the end point setting switch (1049B). As a result, the teaching process is executed. That is, a teaching path connecting the starting position (Ts100) and the end point position (Tf100) is set from position coordinates based on positioning data acquired by the satellite positioning unit (1070) at the starting point position (Ts100) and position coordinates based on positioning data acquired by the satellite positioning unit (1070) at the end point position (Tf100). The direction along this teaching path is set as a target bearing (LA100) that serves as a reference. In addition, the position coordinates at the end point position (Tf100) may be configured to be calculated not only based on positioning data by the satellite positioning unit (1070), but also based on the driving trajectory of the teaching driving calculated by the driving trajectory acquisition unit (1078). In addition, the driving of the driving body (C100) spanning the starting point position (Ts100) and the end point position (Tf100) may be a work driving accompanying rice transplanting work or a driving in a non-work state.

After the teaching path is set, a turning run is performed to move to a path of a breakfast section adjacent to the teaching path, and in this embodiment, the driving aircraft (C100) moves to the starting point position (Ls100(1)). The turning run may be performed by the driver manually operating the steering wheel (1043), or may be performed by automatic turning control. At this time, the control unit (1079) can determine that the turning of the driving aircraft (C100) is performed by reversing the magnetic bearing (NA100). The reversal of the magnetic bearing (NA100) can be detected by the satellite positioning unit (1070) or the inertial measurement unit (1074).

The turning of the driving body (C100) may be determined by the operation of various devices in addition to the reversal of the magnetic bearing (NA100). As the operation of various devices, for example, the rising operation of the seedling planting device (W100), the stationary rotor (not shown), the stationary float (1025), or the like, the turning off of the side clutch (not shown), or the cutting off of the power to the seedling planting device (W100) may be performed. In addition, the arrival at the starting point position (Ls100(1)) of the driving body (C100) may be determined by the satellite positioning unit (1070).

After the teaching path setting is completed, the target movement path (LM100(1)) is set by the path setting unit (1076) at any timing. The target movement path (LM100(1)) may be set when the teaching path setting is completed, may be set while the driving aircraft (C100) is turning, or may be set after the driving aircraft (C100) is turning. In addition, the target movement path (LM100(1)) may be configured to be set by operation of a setting switch (1049) or an automatic steering switch (1050), or may be configured to be set automatically.

After the turning completion of the driving body (C100) is determined, the manual steering mode of the control device (1075) continues, and the straight driving by human operation continues. In the meantime, the control device (1075) checks the determination conditions such as the deviation of the magnetic bearing (NA100) calculated by the bearing calculation unit (1077), the direction of the steering wheel (1010), and the steering angle of the steering handle (1043), and determines whether or not the state can be switched to the automatic steering mode. Then, the control device (1075) permits the operation of the automatic steering switch (1050) if the state can be switched to the automatic steering mode. At this time, whether or not the control device (1075) can be switched to the automatic steering mode is notified by the notification unit (1059).

When the driver operates the automatic steering switch (1050) while the operation of the automatic steering switch (1050) is permitted, a target movement path (LM100 (1)) is set by the path setting unit (1076), and the control device (1075) switches from the manual steering mode to the automatic steering mode. Then, automatic steering control along the target movement path (LM100 (1)) is initiated. The target movement path (LM100 (1)) is set along the direction of the target bearing (LA100) in a state adjacent to the teaching path, and is a target movement path (LM100) along which the driving body (C100) initially performs work driving after the teaching process. In addition, the driver operates the operating lever (1045) to lower the seedling planting device (W100) and perform the transplanting operation after the driving machine (C100) turns, but when the control device (1075) switches from the manual steering mode to the automatic steering mode, the seedling planting device (W100) may be lowered and the transplanting operation may be started.

The automatic steering control continues until the detection of a ridge by the obstacle detection unit (1063) is determined near the end point position (Lf100(1)) on the opposite side to the side where the starting point position (Ls100(1)) of the target movement path (LM100(1)) is located. If the obstacle detection unit (1063) determines that the distance between the moving body (C100) and the ridge is within a preset range, the driver is notified by an alarm from the alarm unit (1064). At this time, the alarm from the alarm unit (1064) may be a sound such as a buzzer, the lighting or blinking of an LED light provided in the center mascot (1014), or a display on the display unit (1048). Then, the obstacle detection unit (1063) continuously detects the ridge over a preset period of time, and the detection of the ridge is determined, so that the control device (1075) switches to manual steering mode and the automatic steering control is released.

When the driving machine (C100) reaches the end point position (Lf100(1)) of the target movement path (LM100(1)), the driver operates the steering handle (1043) toward the non-working area side of the target movement path (LM100(1)) to perform a ridge turning operation, and the driving machine (C100) moves to the starting point position (Ls100(2)) of the next working operation. Before the driving machine (C100) turns, the driver can operate the operating lever (1045) to raise the seedling planting device (W100), but a configuration may also be adopted in which the power to the seedling planting device (W100) is cut off and the seedling planting device (W100) is raised by the operation of the steering handle (1043). Then, it is determined that the driving machine (C100) has turned.

After completion of the work driving on the target movement path (LM100(1)), the target movement path (LM100(2)) is set by the path setting unit (1076) at an arbitrary timing. The target movement path (LM100(2)) may be set when the obstacle detection unit (1063) determines the ridge, may be set while the moving body (C100) is turning, or may be set after the moving body (C100) is turning. In addition, the target movement path (LM100(2)) may be set by operation of a setting switch (1049) or an automatic steering switch (1050), or may be set automatically. After the target movement path (LM100(2)) is set adjacent to the non-working area side of the target movement path (LM100(1)), automatic steering control is initiated along the target movement path (LM100(2)), and the driving body (C100) performs working driving.

After the driving body (C100) reaches the end point position (Lf100(2)) of the target movement path (LM100(2)), the setting of the target movement path (LM100) after the ridge turning drive and the work drive are repeated in the order of the target movement paths (LM100(3), LM100(4), LM100(5), LM100(6)). That is, each target movement path (LM100) is set one by one.

〔Means for obtaining driving trajectory〕

In the riding-type rice transplanter of the present embodiment, in order to appropriately maintain the planting interval of seedlings, the error range of the magnetic position (NM100) requires an accuracy within, for example, a range of 10 centimeters. In a configuration in which RTK-GPS is used as the satellite positioning unit (1070), since the error of RTK-GPS is generally within several centimeters, a highly accurate driving trajectory can be acquired. However, in a configuration in which DGPS is used as the satellite positioning unit (1070), since the error of DGPS generally reaches a range of several meters, there is a possibility that a highly accurate driving trajectory cannot be acquired. For this reason, in a configuration in which DGPS is used as the satellite positioning unit (1070), a means for acquiring a driving trajectory by an inertial measurement unit (1074) is used.

While the automatic steering control is performed, as illustrated in FIG. 23, based on the inertial amount detected by the inertial measurement unit (1074), the relative orientation change angle (ΔNA100) is measured over time by the orientation calculation unit (1077). The orientation calculation unit (1077) calculates the magnetic orientation (NA100) from the point where the automatic steering control is started over time by integration of the orientation change angle (ΔNA100). The driving trajectory acquisition unit (1078) calculates the magnetic position (NM100) based on the vehicle speed detected by the vehicle speed sensor (1062) and the magnetic orientation (NA100). As a result, based on the set of magnetic positions (NM100), the driving trajectory acquisition unit (1078) calculates the driving trajectory (FP100) of the driving body (C100) over time.

The defense calculation unit (1077) calculates the defense misalignment between the self-defense (NA100) and the target defense (LA100). The control unit (1079) outputs an operation amount so that the self-defense (NA100) matches the target defense (LA100), and the steering control unit (1080) operates the steering motor (1058) based on the operation amount. As a result, the driving body (C100) drives along the target movement path (LM100) with high precision. The driver is in a state of not operating the steering handle (1043).

As described above, the error of DGPS can sometimes reach a range of several meters, but it is known that when positioning between two points is performed by DGPS for a short period of time, for example, about 10 seconds, the relative error of the position between the two points is very small. By utilizing this characteristic, the absolute direction calculated based on the positioning data between the two points becomes more precise as the distance between the two points increases. In this respect, in a configuration where DGPS is used as the satellite positioning unit (1070), the direction calculation unit (1077) is configured to calculate the absolute direction from the positioning data between the two points measured by the satellite positioning unit (1070) and perform calibration processing of the magnetic direction (NA100) so that no direction error occurs in the magnetic direction (NA100) based on the inertial measurement unit (1074). That is, even if there is an error in the measurement of the azimuth change angle (ΔNA100) by the inertial measurement unit (1074), the accumulation of error due to the integration of ΔNA100 is resolved, so that the acquisition of the driving trajectory (FP100) and automatic steering control become accurate.

〔Setting the basic target movement path〕

In Fig. 24, a post-process target movement path (LM1002) is illustrated in a state adjacent to the driving completion target movement path (LM1001). The driving trajectory (FP100) in Fig. 24 is a driving trajectory along which the driving body (C100) has traveled in a state that substantially coincides with the driving completion target movement path (LM1001) as a preset movement path. The post-process target movement path (LM1002) is set as a target movement path along which the driving body (C100) performs work driving following the driving completion target movement path (LM1001). In this respect, when the driving completion target movement path (LM1001) of Fig. 24 corresponds to the target movement path (LM100(1)) of Fig. 22, the post-process target movement path (LM1002) of Fig. 24 corresponds to the target movement path (LM100(2)) of Fig. 22. In addition, when the driving completion target movement path (LM1001) of Fig. 24 corresponds to the target movement path (LM100(2)) of Fig. 22, the post-process target movement path (LM1002) of Fig. 24 corresponds to the target movement path (LM100(3)) of Fig. 22. The driving completion target movement path (LM1001) and the post-process target movement path (LM1002) of Figs. 25 to 29 described later also apply.

In addition, the driving completion target movement path (LM1001) as a preset movement path may be the teaching path described above. In this case, the post-process target movement path (LM1002) of Fig. 24 corresponds to the target movement path (LM100(1)) of Fig. 22.

Basically, the post-process target movement path (LM1002) is set to be spaced apart from the driving completion target movement path (LM1001) by a preset distance (P100) based on the positioning data of the satellite positioning unit (1070). Here, the set distance (P100) is a distance corresponding to the working width at which the seedling planting device (W100) performs transplanting work.

However, when DGPS is used as the satellite positioning unit (1070), it is conceivable that the position coordinates (NM1003) of the self-position (NM100) based on the positioning data may be misaligned with respect to the actual driving completion target movement path (LM1001) due to the position error of the above-described DGPS. That is, even when automatic steering control is performed in a state where the driving body (C100) actually follows the driving completion target movement path (LM1001) with high precision, the position coordinates (NM1003) based on the positioning data of the satellite positioning unit (1070) include an absolute error. Therefore, as illustrated in FIG. 24, there is a possibility that the position coordinates (NM1003) may be misaligned with respect to the driving completion target movement path (LM1001) by a deviation (d1001). In this respect, if the target movement path for the post-processing (LM1002) is set only based on the actual position coordinates (NM1003), there is a concern that the seedlings in the pre-working area may be trampled or a non-working area may be generated between the driving trajectories before and after the ridge turns.

In this embodiment, based on the actual positional misalignment of the driving body (C100) along the driving completion target movement path (LM1001) on which automatic steering control is performed, the distance between the driving completion target movement path (LM1002) for the post-processing is calculated relative to the driving completion target movement path (LM1001). As described above, when positioning between two points by DGPS is performed for a short period of time, it is known that the relative error of the positions between the two points is very small. By utilizing this characteristic, when setting the post-processing target movement path (LM1002), the path setting unit (1076) is configured to set the post-processing target movement path (LM1002) to a position spaced apart from the self position (NM100) by the relative distance based on positioning data measured immediately before the ridge turns. That is, the post-process target movement path (LM1002) is set at a position spaced apart by a set distance (P100) from the magnetic position (NM100) calculated based on the positioning data of the satellite positioning unit (1070).

In the automatic steering control following the driving completion target movement path (LM1001), when the driving body (C100) performs work driving while being misaligned by a deviation (d1001) toward the non-working area side from the driving completion target movement path (LM1001), the dashed-dotted line illustrated in Fig. 24 becomes the actual driving trajectory (FP100) of the driving body (C100). In addition, the driving trajectory (FP100) is calculated by the driving trajectory acquisition unit (1078).

Immediately before the turning circle, the position coordinates (NM1003) of the self-position (NM100) are measured as positioning data by the satellite positioning unit (1070). After the position coordinates (NM1003) are measured and before the automatic driving control is started, the turning circle is performed, and at an arbitrary timing, a post-process target movement path (LM1002) is set. Since the normal turning circle is completed in about several seconds, the relative error between the position coordinates measured by the satellite positioning unit (1070) immediately after the completion of the turning circle and the position coordinates (NM1003) immediately before the turning circle is made small. Furthermore, the position coordinates (NM1003) may be obtained by averaging a plurality of positioning data measured by the satellite positioning unit (1070) in the vicinity of the end point position (Lf100).

Originally, the post-process target movement path (LM1002) is set at a position spaced apart by a set distance (P100) from the driving completion target movement path (LM1001), that is, at the position of the broken line (lm100) illustrated in Fig. 24. In contrast, in the present embodiment, the post-process target movement path (LM1002) is set in a state where it moves parallel to the non-working area side by a deviation (d1001) from the broken line (lm100) in response to the deviation (d1001) of the driving body (C100).

In addition, when the actual driving trajectory (FP100) of the driving body (C100) is displaced by a deviation (d1001) toward the working area from the driving completion target movement path (LM1001), the post-process target movement path (LM1002) is set in a state where it is moved in parallel by a deviation (d1001) toward the working area from the set distance (P100) relative to the driving completion target movement path (LM1001).

Accordingly, even if there is an error in the positioning data measured by the satellite positioning unit (1070), it can be set at a position spaced apart by a set distance (P100) from the position coordinates (NM1003). By configuring that the post-process target movement path (LM1002) is set at a position spaced apart by the working width of the seedling planting device (W100), there is prevented a concern that the seedlings in the pre-working area will be trampled or a non-working area will be generated between the travel trajectories before and after the ridge turns.

〔Setting the target movement path considering the driving trajectory〕

The driving body (C100) is not necessarily driven along the target movement path (LM100). For example, as illustrated in FIG. 25, even if a linear driving completion target movement path (LM1001) is set in advance as a movement path, there is a possibility that the driving body (C100) may wander due to slipping of the driving body (C100) or avoidance of obstacles on the pavement. That is, the actual driving trajectory (FP100) of the driving body (C100) is misaligned in the left and right directions of the driving completion target movement path (LM1001), as illustrated in the wandering trajectory (fp100) of FIG. 25. In this case, if the post-process target movement path (LM1002) is set without considering the wandering trajectory (fp100), the following problems occur. That is, if the post-process target movement path (LM1002) is set as a single straight line at a location spaced apart from the position coordinate (NM1003) near the end point position (Lf100) by a set distance (P100) toward the non-working area, the pre-working area by the meandering trajectory (fp100) and the working width when working along the post-process target movement path (LM1002) overlap. In addition, when the driving body (C100) works along the post-process target movement path (LM1002), there is a concern that the seedlings in the pre-working area may be trampled. In order to avoid this problem, the post-process target movement path (LM1002) is configured by a combination of a plurality of paths.

The configuration of the post-process target movement path (LM1002) is explained based on Fig. 25. The positional misalignment of the driving body (C100) with respect to the driving completion target movement path (LM1001) is determined by the path setting unit (1076) based on the driving trajectory (FP100). Specifically, a threshold value of the deviation (d1002) is set on both the left and right sides along the driving completion target movement path (LM1001). The first area (A1001) is a location on the side where the driving completion target movement path (LM1001) is located relative to the deviation (d1002) among the driving trajectory (FP100). In addition, the second area (A1002) is a location on the opposite side of the driving completion target movement path (LM1001) relative to the deviation (d1002) among the driving trajectory (FP100).

In this embodiment, the post-process target movement path (LM1002) is composed of a first linear path (lm1001) and a second linear path (lm1002). When automatic steering control is performed without interruption along the driving completion target movement path (LM1001), the driving trajectory (FP100) converges within the range of the first area (A1001), and it is determined that the driving trajectory (FP100) coincides or approximately coincides with the driving completion target movement path (LM1001). Then, the first path (lm1001) is set to correspond to the first area (A1001). In addition, the value of the deviation (d1002) is, for example, 10 centimeters or less.

Among the driving trajectories (FP100), a location located in the second area (A1002) is illustrated in Fig. 25 as a meandering trajectory (fp100). In this respect, the second path (lm1002) is set corresponding to the second area (A1002) based on the meandering trajectory (fp100) of the second area (A1002). In Fig. 25, the meandering trajectory (fp100) of the second area (A1002) is positionally shifted toward the non-working area side relative to the driving completion target movement path (LM1001). As a result, the second path (lm1002) is set in a state in which the location is shifted toward the non-working area side relative to the first path (lm1001).

In this embodiment, a post-process target movement path (LM1002) is set based on the position coordinates (NM1003), and the position coordinates (NM1003) are points within the range of the first area (A1001). Accordingly, a positional deviation width (Δp1001) between the point where the position coordinates (NM1003) are measured and the point where the position is most misaligned in the meandering trajectory (fp100) is calculated by the driving trajectory acquisition unit (1078). In addition, a driving distance (R1001) that is misaligned to the second area (A1002) among the driving trajectories (FP100) is also calculated by the driving trajectory acquisition unit (1078). In addition, the driving distance (R1001) is the length in the direction along the driving completion target movement path (LM1001), and does not mean the actual meandering length of the meandering trajectory (fp100).

The second path (lm1002) is a path parallel to the driving completion target movement path (LM1001), and is set in a state where it is spaced from a point that is most misaligned toward the non-working area side among the meandering trajectory (fp100) by a set distance (P100) toward the non-working area side. The path length of the second path (lm1002) is set to a length corresponding to the driving distance (R1001) of the meandering trajectory (fp100). In addition, the path length of the second path (lm1002) may be set to be longer in the forward-reverse direction than the driving distance (R1001).

The first path (lm1001) and the second path (lm1002) are discontinuous paths. In the present embodiment, the second path (lm1002) is displaced by a positional misalignment width (Δp1002) in a direction parallel to the first path (lm1001) and away from the driving trajectory (FP100). That is, when automatic steering control spanning the first path (lm1001) and the second path (lm1002) is performed, the target path is switched from the first path (lm1001) to the second path (lm1002). In this respect, after the driving body (C100) performs work driving along the first path (lm1001), the driving body (C100) is displaced laterally with respect to the second path (lm1002). In this case, the following misalignment correction process is executed by the control unit (1079).

As illustrated in Fig. 26, first, when the target path switches from the first path (lm1001) to the second path (lm1002), the position coordinates (NM1004) of the self-position (NM100) at the timing of switching are determined by the satellite positioning unit (1070). As described above, when positioning between two points is performed by DGPS for a short period of time, for example, about 10 seconds, the relative error of the positions between the two points is very small. By utilizing this characteristic of DGPS, control is performed to move the driving body (C100) as quickly as possible to a location that is laterally deviated from the position coordinates (NM1004) by a positional deviation width (Δp1002), that is, to a location on the second path (lm1002).

As illustrated in Fig. 26, when the driving body (C100) is driven in a state where the magnetic position (NM100) is laterally misaligned from the second path (lm1002) by a positional misalignment amount (Δp1002), the control unit (1079) changes the target orientation (LA100) to an orientation inclined by the set inclination angle (α1001). That is, the control unit (1079) changes the target orientation (LA100) to an orientation inclined by the set inclination angle (α1001) toward the positioning side of the second path (lm1002) as the target orientation (LA100) for automatic steering control, thereby executing automatic steering control.

At this time, the further the magnetic position (NM100) is from a point corresponding to the second path (lm1002), the more the set inclination angle (α1001) is set to the opposite side, and the closer the magnetic position (NM100) is to a point corresponding to the second path (lm1002), the more gently the set inclination angle (α1001) is set. In addition, if the vehicle speed is low, the set inclination angle (α1001) is set to the opposite side, and the faster the vehicle speed, the more gently the set inclination angle (α1001) is set. However, an upper limit is set for the set inclination angle (α1001), and no matter how low the vehicle speed is or how large the positional misalignment is, the set inclination angle (α1001) will not exceed the set upper limit. This prevents the possibility that the driving body (C100) will make a sharp turn and the driving state will become unstable.

When the magnetic bearing (NA100) reaches the target bearing (LA100) inclined by the set inclination angle (α1001), the target bearing (LA100) is changed to a bearing inclined by an inclination angle (α1002) that is gentler than the set inclination angle (α1001). In this way, since the driving aircraft (C100) travels in an oblique direction in a state where the bearing deviation with respect to the second path (lm1002) gradually decreases, the driving aircraft (C100) quickly approaches the second path (lm1002).

The location corresponding to the second path (lm1002) described above has a region of a predetermined width in the horizontal direction on both the left and right sides of the position corresponding to the second path (lm1002). That is, a control dead zone for positional deviation is set, and if the positional deviation is included within the range of the control dead zone, the target direction (LA100) is not inclined and is set in a direction along the original second path (lm1002).

By the above-described configuration, the driving body (C100) is guided to the second path (lm1002). In addition, when the target path is switched from the second path (lm1002) to the first path (lm1001), the above-described position misalignment correction processing is executed. As a result, the working driving along the post-process target movement path (LM1002) is performed so as to bypass the working area due to the meandering trajectory (fp100), thereby preventing the risk of trampling on the seedlings in the working area.

If the first path (lm1001) and the second path (lm1002) are set at a set distance (P100) from the driving trajectory (FP100), the intervals between the seedlings planted in the work area according to the driving trajectory (FP100) and the seedlings transplanted along the target movement path (LM1002) for the post-process tend to be equal. However, if the work driving is performed along the first path (lm1001) and the second path (lm1002) set at a set distance (P100), the driving trajectory based on the work driving also meanders. In addition, if the degree of the meandering is greater than that of the driving trajectory (FP100), there is a possibility that the driving trajectory based on the target movement path (LM1002) for the post-process also meanders significantly, which is not preferable as automatic steering control. To avoid this problem, the post-process target movement path (LM1002) set based on the wandering driving trajectory (FP100) is set to return to a straight path.

If all of the driving trajectories (FP100) converge within the range of the first area (A1001), the first path (lm1001) is set at a position spaced apart from the position coordinates (NM1003) of the self position (NM100) by a set distance (P100). However, as illustrated in Fig. 25, if the driving trajectory (FP100) includes a meandering trajectory (fp100) located further toward the non-working area than the driving completion target movement path (LM1001), the first path (lm1001) is set at a position spaced apart from the position coordinates (NM1003) by a set distance (P100) further by a correction interval (p100). In other words, the positional misalignment (Δp1002) between the first path (lm1001) and the second path (lm1002) is made smaller by the correction interval (p100) than the positional misalignment (Δp1001) between the location where the position coordinates (NM1003) are measured and the location with the greatest misalignment in the meandering trajectory (fp100). The correction interval (p100) is set as an appropriate interval such that the gap between the working width of the seedling planting device (W100) in the driving trajectory (FP100) and the working width of the seedling planting device (W100) when driving along the first path (lm1001) is not too large.

That is, in response to the fact that the traveling trajectory (fp100) is positionally displaced toward the non-working area side relative to the driving completion target movement path (LM1001), the first path (lm1001) is set to be additionally separated from the working area side. Accordingly, when the working driving is performed across the first path (lm1001) and the second path (lm1002), the traveling trajectory of the working driving becomes more linear than the traveling trajectory (FP100).

As illustrated in Fig. 27, when the meandering trajectory (fp100) meanders toward the working area side rather than the driving completion target movement path (LM1001), a blank area (A1003) in a depression shape in which no seedlings are planted is generated in the working area based on the driving trajectory (FP100). In this case, even if the driving body (C100) drives along the first path (lm1001) of the post-process target movement path (LM1002), there is no concern that the planted seedlings in the driving trajectory (FP100) will be trampled. Therefore, the first path (lm1001) is set at a position spaced apart from the position coordinates (NM1003) by a set distance (P100). The second path (lm1002) is set to be positioned further toward the work area than the first path (lm1001) in response to the meandering trajectory (fp100). That is, the second path (lm1002) is set to fill the blank area (A1003) between the driving trajectory (FP100) and the target movement path (LM1002) for the post-process.

In Fig. 27, the distance between the point that is most misaligned toward the work area side among the meandering trajectory (fp100) and the second path (lm1002) is set to a distance that is the correction interval (p100) added to the set distance (P100). In other words, the positional misalignment width (Δp1002) between the first path (lm1001) and the second path (lm1002) is made smaller by the correction interval (p100) than the positional misalignment width (Δp1001) between the point where the position coordinate (NM1003) is measured and the point that is most misaligned in the meandering trajectory (fp100). Accordingly, when the work drive is performed over the first path (lm1001) and the second path (lm1002), the blank area (A1003) is filled with seedlings, and the driving trajectory of the work drive becomes more linear than the driving trajectory (FP100).

As illustrated in Fig. 28, when the driving trajectory (FP100) has a plurality of meandering trajectories (fp100(1) to fp100(3)), the post-process target movement path (LM1002) has a plurality of second paths (lm1002). In Fig. 28, the second paths (lm1002(1) and lm1002(3)) are located further from the non-working area side than the driving completion target movement path (LM1001), and the second path (lm1002(2)) is located further from the working area side than the driving completion target movement path (LM1001). Among the plurality of meandering trajectories (fp100(1) to fp100(3)), the meandering trajectory (fp100(1)) is positioned most displaced toward the non-working area side. Accordingly, a second path (lm1002(1)) is set at a location that is spaced apart from the location that is most misaligned toward the non-working area side among the meandering trajectory (fp100(1)) by a set distance (P100) toward the non-working area side. In addition, the first path (lm1001) is set at a location that is further spaced apart from the location coordinate (NM1003) by a correction interval (pa100). The positional misalignment width (Δp1001) is the positional misalignment width between the location where the position coordinate (NM1003) is measured and the location that is most misaligned in the meandering trajectory (fp100(1)). In addition, the positional misalignment (Δp1001) may be the positional misalignment between the location with the greatest misalignment in the meandering trajectory (fp100(1)) and the target movement path (LM1001) upon completion of the driving. In other words, the positional misalignment (Δp1002) of the first path (lm1001(1)) and the second path (lm1002) is smaller by the correction interval (pa100) than the positional misalignment (Δp1001) between the location where the position coordinate (NM1003) is measured and the location with the greatest misalignment in the meandering trajectory (fp100(1)).

Also, in Fig. 28, the distance between the point that is most misaligned toward the work area side in the meandering trajectory (fp100(2)) and the second path (lm1002(2)) is set to a distance that is the correction interval (pb100) added to the set distance (P100). The positional misalignment width (Δp1003) is the positional misalignment width between the point where the position coordinates (NM1003) are measured and the point that is most misaligned in the meandering trajectory (fp100(2)). In addition, the positional misalignment width (Δp1003) may also be the positional misalignment width between the point that is most misaligned in the meandering trajectory (fp100(2)) and the target movement path (LM1001) for completing the driving. In other words, the positional misalignment (Δp1004) of the first path (lm1001) and the second path (lm1002(2)) is smaller by the correction interval (pb100) than the positional misalignment (Δp1003) of the location where the position coordinates (NM1003) are measured and the location with the greatest misalignment in the meandering trajectory (fp100(2)).

In addition, in Fig. 28, the distance between the point that is most misaligned toward the non-working area side in the meandering trajectory (fp100(3)) and the second path (lm1002(3)) may be the set distance (P100) or may be a distance obtained by adding an arbitrary correction interval to the set distance (P100). The positional misalignment width (Δp1005) is the positional misalignment width between the point where the position coordinates (NM1003) are measured and the point that is most misaligned in the meandering trajectory (fp100(3)). In addition, the positional misalignment width (Δp1005) may be the positional misalignment width between the point that is most misaligned in the meandering trajectory (fp100(3)) and the driving completion target movement path (LM1001). That is, the positional misalignment (Δp1006) between the first path (lm1001) and the second path (lm1002(3)) should be smaller than the positional misalignment (Δp1005) between the location where the position coordinates (NM1003) are measured and the location with the greatest positional misalignment in the meandering trajectory (fp100(3)). Accordingly, when work driving is performed over the first path (lm1001) and the second path (lm1002), the driving trajectory of the work driving becomes more linear than the driving trajectory (FP100). In addition, the correction interval (pa100) and the correction interval (pb100) may be the same value, or may be different values, respectively.

By the above-described configuration, the degree of meandering of the driving trajectory after the automatic steering control is performed along the post-process target movement path (LM1002) is smaller than the degree of meandering of the driving trajectory (FP100) after the automatic steering control is performed along the driving completion target movement path (LM1001). That is, the driving trajectory after the automatic steering control is performed along the post-process target movement path (LM1002) is a more linear driving trajectory than the driving trajectory (FP100) after the automatic steering control is performed along the driving completion target movement path (LM1001). As a result, as illustrated in Fig. 29, the post-process target movement paths (LM1002 (1) to LM1002 (5)) are formed on a linear path whenever the processes of the work drives overlap. That is, the post-process target movement paths (LM1002(1) to LM1002(5)) are set multiple times while repeating the work driving of the pavement and the turning driving of the ridge, and the closer the post-process target movement path (LM1002) becomes, the smaller the positional misalignment width (Δp1002) between the first path (lm1001) and the second path (lm1002) becomes. As a result, even if the driving trajectory (FP100) deviates due to, for example, slipping of the driving body (C100) or avoidance of an obstacle in the pavement, the post-process target movement path (LM1002) set thereafter is gradually corrected to a straight path, and ultimately converges to a single straight line.

〔Display〕

As illustrated in Fig. 30, the status of the aircraft is displayed on the screen of the display section (1048) via the notification section (1059). The display section (1048) is divided into a plurality of display sections, such as a work information section (1100), a positional misalignment information section (1101), and a vehicle speed information section (1102). The work information section (1100) displays work date and time, work performance, etc., on the upper left end of the display section (1048). The positional misalignment information section (1101) displays the amount of positional misalignment of the traveling aircraft (C100) (self-position (NM100)) with respect to the target movement path (LM100) on the upper center. The vehicle speed information section (1102) displays the vehicle speed on the upper right end. A large area other than the upper side of the display section (1048) is a position information area (1104), and the position information area (1104) indicates the position of the driving aircraft (C100) in the package. A small area at the left end of the position information area (1104) is a steering status information area (1103), and the steering status information area (1103) indicates the status of the automatic steering mode or the manual steering mode of the control device (1075). A touch panel-operated software button group (1120) is arranged at the right end of the position information area (1104). A physical button group (1121) is further arranged at the right end of the display section (1048).

In the position information area (1104), the work status of the packaging around the driving body (C100) and the target movement path (LM100), and the body symbol (SY100) indicating the self-position (NM100) are displayed. In addition, among the target movement paths (LM100), the target movement path (LM100) during the work drive is drawn with a thick solid line for easy understanding. In addition, when the target movement path (LM100) is composed of the first path (lm1001) and the second path (lm1002), the first path (lm1001) and the second path (lm1002) are displayed. In addition, the area where transplanting has already been completed is displayed by stippling each planted seedling. Thereby, the work area and the unworked area are clearly visually distinguished. When the driving body (C100) meanders and performs the work drive, the degree of meandering is visualized by the stippled planted seedlings. In addition, the marks of this planting tomb may be lines indicating linear planting relief, in addition to pointillism.

Although not specified in Fig. 30, the driving trajectory (FP100) of the driving aircraft (C100) can also be displayed on the display unit (1048). By comparing the driving trajectory (FP100) with the target movement path (LM100), the precision of the automatic steering control can be checked. The driving trajectory (FP100) is displayed on the display unit (1048) based on positioning data by the satellite positioning unit (1070). In addition, the aircraft symbol (SY100) is indicated in the shape of an arrow, and the sharp direction indicates the direction of travel, that is, the magnetic bearing (NA100). In order to make it easier to visually understand the azimuth misalignment between the magnetic bearing (NA100) and the target bearing (LA100), a pointer (1110) extending in the direction of travel from the center of the aircraft symbol (SY100) and a direction scale (1111) indicating the angular range of that direction are overwritten and displayed. The digital value of the azimuth misalignment can also be displayed. The driver can recognize the positional and azimuth misalignment of the driving aircraft (C100) with respect to the target movement path (LM100) through the display unit (1048).

When a post-process target movement path (LM1002) is set based on a work drive on a driving completion target movement path (LM1001), as illustrated in Fig. 30, a positional misalignment information area (1101) displays the positional misalignment amount of the driving body (C100) with respect to the post-process target movement path (LM1002). The timing at which the positional misalignment amount is displayed may be when the ridge-turning drive is in progress from the driving completion target movement path (LM1001) to the post-process target movement path (LM1002), or may be after the ridge-turning drive is completed. In addition, when the target path switches from the first path (lm1001) to the second path (lm1002), the positional misalignment amount displayed in the positional misalignment information area (1101) switches from the positional misalignment amount for the first path (lm1001) to the positional misalignment amount for the second path (lm1002).

〔13〕In the above-described embodiment, each target movement path (LM100) is configured to be set one by one, but the present invention is not limited to the above-described embodiment. For example, each of the post-process target movement paths (LM1002) illustrated in FIG. 29 may be configured to be set multiple times at the same time. In FIG. 29, on the unworked area side of the driving completion target movement path (LM1001), several of the post-process target movement paths (LM1002 (1) to LM1002 (5)) are each set at preset equal intervals based on the driving trajectory (FP100). The post-process target movement paths (LM1002) may be configured to be set to a preset number of, for example, two or three, or may be configured to be set at once until the post-process target movement paths (LM1002) become one straight path.

〔14〕Not limited to the above-described embodiment, for example, the second path (lm1002) illustrated in FIG. 28 may be configured to be provided in multiple forms with a narrow gap between the positions of each second path (lm1002), as illustrated in FIG. 31. In FIG. 31, a plurality of second paths (lm1002) are provided in a stepwise manner between the first path (lm1001) and the second path (lm1002(1)), and the first path (lm1001) and the second path (lm1002(1)) are set in stages. In addition, a plurality of second paths (lm1002) are provided in a stepped form between the second path (lm1002(1)) and the second path (lm1002(2)), and a plurality of second paths (lm1002) are provided in a stepped form between the second path (lm1002(2)) and the second path (lm1002(3)). With this configuration, when automatic steering control is performed across the first path (lm1001) and the second path (lm1002(1)), work driving along a more meandering trajectory (fp100) becomes possible. In addition, as exemplified in the second path (lm1002) between the first path (lm1001) and the second path (lm1002(3)), a configuration may be implemented in which the number of second paths (lm1002) provided in a stepped form increases or decreases depending on the degree of misalignment of the driving trajectory (FP100). Additionally, each second path (lm1002) does not necessarily have to be a straight line, for example, each second path (lm1002) may be an approximate curve.

〔15〕The post-process target movement path (LM1002) exemplified in the above-described embodiment is configured by the first path (lm1001) and the second path (lm1002) formed as straight paths, but is not limited to the above-described embodiment. For example, the post-process target movement path (LM1002) may be a path of an approximate curve based on the driving trajectory (FP100). As illustrated in Fig. 32, the post-process target movement path (LM1002) is formed in a curved shape, and the post-process target movement path (LM1002) may be configured to become a straighter path than the driving trajectory (FP100) through known waveform filter processing or the like. Among the meandering trajectories (fp100), the meandering trajectory (fp100(1)) is positionally displaced the most toward the unworked area side. As a result, the post-process target movement path (LM1002) is spaced apart from the driving trajectory (FP100) toward the non-working area side so that the distance between the most misaligned point among the meandering trajectory (fp100(1)) and the point corresponding to the meandering trajectory (fp100(1)) among the post-process target movement path (LM1002) is the set distance (P100). As a result, any point of the post-process target movement path (LM1002) is spaced apart from the driving trajectory (FP100) toward the non-working area side by the set distance (P100) or more, so that the working area according to the driving trajectory (FP100) and the working width when driving along the post-process target movement path (LM1002) do not overlap. As a result, it is possible to perform transplanting work without gaps in the pre-working area by the driving trajectory (FP100) along the post-processing target movement path (LM1002). This configuration is particularly useful when RTK-GPS is used as the satellite positioning unit (1070).

〔16〕In the above-described embodiment, the case in which the driving trajectory (FP100) does not deviate from the end point position (Lf100) of the driving completion target movement path (LM1001) is exemplified, but the present invention is not limited to the above-described embodiment. For example, as illustrated in FIG. 33, the driving trajectory (FP100) may not converge to the first area (A1001) at the end point position (Lf100) of the driving completion target movement path (LM1001) and may deviate from the end point position (Lf100) to the second area (A1002) on the unworked area side. In this case, the positional deviation width (Δp1001a) between the location where the position coordinates (NM1003) are measured and the location where the position is most misaligned in the meandering trajectory (fp100) is calculated by the driving trajectory acquisition unit (1078). In addition, the positional misalignment (Δp1001b) between the point where the position coordinates (NM1003) are measured and the target movement path (LM1001) for the completion of driving is calculated by the driving trajectory acquisition unit (1078). That is, the sum of the positional misalignment (Δp1001a) and the positional misalignment (Δp1001b) becomes the point with the greatest misalignment in the meandering trajectory (fp100) and the positional misalignment (Δp1001) of the target movement path (LM1001) for the completion of driving.

The second path (lm1002) is set at a position that is spaced apart by a set distance (P100) from the position coordinate (NM1003) and further spaced apart by a position misalignment amount (Δp1001a). That is, the second path (lm1002) is set at a state where it is spaced apart by a set distance (P100) toward the non-working area from a point that is misaligned the most toward the non-working area among the meandering trajectories (fp100). In addition, the first path (lm1001) is set closer to the work area than the second path (lm1002) in correspondence to a path that converges to the first area (A1001) among the driving trajectories (FP100), and the positional misalignment (Δp1002) between the first path (lm1001) and the second path (lm1002) is set smaller by the compensation interval (p100) than the positional misalignment (Δp1001).

As illustrated in Fig. 34, it is also conceivable that the driving trajectory (FP100) does not converge to the first area (A1001) at the end point position (Lf100) of the driving completion target movement path (LM1001) and may be misaligned to the second area (A1002) on the work area side. In this case, the positional misalignment width (Δp1001a) between the location where the positional coordinates (NM1003) are measured and the location where the positional misalignment is greatest in the meandering trajectory (fp100) is calculated by the driving trajectory acquisition unit (1078). In addition, the positional misalignment width (Δp1001b) between the location where the positional coordinates (NM1003) are measured and the driving completion target movement path (LM1001) is calculated by the driving trajectory acquisition unit (1078). In addition, in Fig. 34, since the location where the position coordinate (NM1003) is measured and the location where the position is most misaligned in the meandering trajectory (fp100) overlap, the position misalignment width (Δp1001a) becomes approximately 0. That is, the sum of the position misalignment width (Δp1001a) and the position misalignment width (Δp1001b) becomes the position misalignment width (Δp1001) of the location where the position is most misaligned in the meandering trajectory (fp100) and the driving completion target movement path (LM1001). The first path (lm1001) is set at a location spaced apart by a set distance (P100) from the driving completion target movement path (LM1001) in response to a path that converges to the first area (A1001) among the driving trajectories (FP100). In other words, the first path (lm1001) is set at a position that is further apart by a positional misalignment (Δp1001b) than a position that is apart by a set distance (P100) from the position coordinate (NM1003). The second path (lm1002) is set to be more displaced toward the work area side than the first path (lm1001) in response to the meandering trajectory (fp100). The distance between the point of the meandering trajectory (fp100) that is most displaced toward the work area side and the second path (lm1002) is set to a distance that is the set distance (P100) plus a correction interval (p100).

〔17〕In the above-described embodiment, the target movement path (LM100) is configured to be set within one complete package, but is not limited to the above-described embodiment. For example, the target movement path (LM100) may be configured to be set across a plurality of packages. In this case, the teaching path or the actual travel trajectory (FP100) for the target movement path (LM100) may be stored as a reference path, and may be configured to be used for setting the target movement path (LM100) in another package. The reference path may be configured to be stored in the memory of a microcomputer installed in the driving body (C100), or may be configured to be stored in the memory of an external terminal. In the case where the reference path is configured to be stored in the memory of an external terminal, the driving body (C100) may be provided with a communication device capable of communicating with an external terminal via a WAN (Wide Area Network) or the like, and the reference path may be configured to be read from the memory of the external terminal to the microcomputer of the driving body (C100). The reference path may be configured to be stored in multiple places in a memory provided in an external terminal or a microcomputer of a driving machine (C100). With this configuration, the target movement path (LM100) can be set even without teaching driving by simply reading the reference path corresponding to each package.

〔18〕In addition to the above-described rice transplanter, the present invention is applicable to other direct seeding machines, including direct seeders. In addition to direct seeding machines, the present invention is also applicable to agricultural machines, such as tractors and combines.

The present invention is applicable to a driving work machine that performs work driving along a target movement path of packaging.

43: Steering wheel (artificial control device)
59: Notification (Means of Notification)
63: Obstacle detection unit (ridge detection means)
70: Satellite positioning unit (position detection means)
76: Path setting section
78: Control unit (control means)
79: Steering control unit (control means)
C: Driving aircraft
W: Seed planting device (working device)
LM: Target movement path
LM2: Post-processing target movement path (Post-processing target)
1070: Satellite Positioning Unit
1074: Inertial Measurement Unit
1076: Path setting section
1078: Driving trajectory acquisition section
C100: Driving Aircraft
W100: Seedling planting device
FP100: Driving Trajectory
LM100: Target movement path
A1001: Area 1
A1002: Area 2
lm1001: Route 1
lm1002: 2nd route

Claims (29)

delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete delete A driving machine that drives the package,
A working device for performing work on packaging,
A path setting unit that sets a target movement path for work driving while the above-mentioned driving body performs work by the above-mentioned work device; and
A driving trajectory acquisition means for acquiring a driving trajectory when the above driving body is driven,
This is equipped,
The above path setting unit sets the target movement path along the driving trajectory,
The above target movement path is composed of a first path set corresponding to a first area, which is a location where the driving body is driven along a preset movement path among the driving trajectories, and a second path set corresponding to a second area, which is a location where the driving body is driven while being misaligned in the left and right directions of the preset movement path among the driving trajectories.
The second path is a driving working device, wherein the second area is set in a state of being misaligned with respect to the first path and toward the misaligned side with respect to the preset movement path. In the 22nd paragraph, a driving working machine, wherein the amount of misalignment between the first path and the second path is configured to be smaller than the amount of misalignment between the preset movement path and the second area. In the 22nd or 23rd paragraph, in a state where the target movement path is set over multiple times,
A driving working machine configured so that the amount of misalignment between the first path and the second path becomes smaller as the post-processing progresses. In claim 24, the first path and the second path are formed in a straight line, a driving working machine. In the 24th paragraph, the target movement path is a driving working device composed of an approximate curve based on the driving trajectory. In claim 22 or 23, a position detection means is provided for detecting position data indicating the position of the driving aircraft based on a positioning signal of a navigation satellite,
A driving work machine, wherein the driving trajectory acquisition means is configured to acquire the driving trajectory based on the positioning data. In claim 22 or 23, an inertial measuring means capable of measuring acceleration and angular acceleration of the driving body is provided,
A driving working machine, wherein the driving trajectory acquisition means is configured to acquire the driving trajectory based on the acceleration, the angular acceleration, or both. delete

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