JP6921935B2 - Field work vehicle - Google Patents

Description

The present invention includes a traveling machine that travels in a field while changing direction in a ridge area, a field work device that performs work on the field, and a positioning unit that outputs positioning data indicating the position of the own vehicle. Regarding field work vehicles.

A rice transplanter, which is a field work vehicle that automatically travels on a target route using position information measured by a GPS device, is known from Patent Document 1. With this rice transplanter, seedling planting work is performed while autonomously traveling on a straight target route, and if the driver confirms that it has reached the ridge area, which is also called a headland, the aircraft direction in the desired direction. When the driver operates the turning operation tool to make a turn, the turning running for changing the direction is automatically performed in the ridge area. When the direction is changed, the planting work is performed while autonomously traveling on the straight target route again.

Japanese Unexamined Patent Publication No. 2008-092818

When accuracy is required for the alignment of adjacent work areas (traveling loci) such as rice transplanters, the altitude is required to automatically perform accurate alignment when turning autonomously on a headland. Self-position detection technology and automatic steering control technology are required. However, when such a turn-turning run is performed by automatic steering or artificial steering, it is necessary to accurately recognize the timing at which the turn-turning run is started, that is, that the rice transplanter has reached the ridge area, and the turn-turning run. Accurate alignment at the starting point for the next work run is important, but it is a difficult driving operation for unskilled personnel.
In view of such a situation, at least, a field work vehicle that appropriately recognizes that it has reached the ridge area (headland) where the direction of the traveling machine is changed and performs an appropriate change of direction is desired. ..

The field work vehicle according to the present invention includes a traveling machine that travels in the field while changing direction in the ridge area, a field work device that performs work on the field, and a positioning unit that outputs positioning data indicating the position of the own vehicle. And, based on the position of the own vehicle or the position of the field work device, the automatic steering unit that automatically steers the traveling vehicle, and at least one of the traveling aircraft approaching and reaching the ridge area. comprising a ridge when detection module for detecting and, based on the behavior of the vehicle at the start or end of the working travel, the ridge when the area is set.
Further, the field work vehicle according to the present invention outputs a traveling machine that travels in the field while changing the direction in the ridge area, a field work device that performs work on the field, and positioning data indicating the position of the own vehicle. The positioning unit, the artificial steering unit that steers the traveling aircraft based on human operation, the automatic steering unit that automatically steers the traveling aircraft, and the traveling aircraft have reached the ridge region based on the position of the own vehicle. It is equipped with a ridge detection module that detects this.

According to this configuration, positioning data indicating the position of the own vehicle can be obtained from a positioning unit using GNSS (Global Navigation Satellite System) or GPS (Global Positioning System), so even the position of the ridge area can be set in advance. For example, the ridge detection module can detect that the traveling vehicle has reached the ridge region, and can notify the driver and the automatic steering control system of this. As a result, it is possible to stably and accurately detect the arrival of the traveling aircraft at the ridge area, which the driver has visually confirmed, and it is possible to reduce the burden on the driver.

One of the methods for setting the position of the ridge area in advance is to equip the map data of the field including the ridge area and set the ridge area in the map data. By matching the field map based on this map data with the position of the own vehicle obtained from the positioning unit, the position of the traveling field work vehicle in the field is calculated in real time. Therefore, it is possible to notify the automatic steering control system and the driver of the time when the traveling aircraft reaches the ridge area. Therefore, in one of the preferred embodiments of the present invention, a field map storage unit for storing the map data of the field is provided, and the ridge detection module uses the own vehicle position and the map data. By performing map matching, it is detected that the traveling aircraft has reached the ridge area.

In actual field work with a field work vehicle, running in a non-ridge area (work area: generally an area other than the headland of the field) where work is performed on the field, and running in a ridge area where a change of direction is performed. Then, the behavior of the vehicle is different. The behavior of this vehicle includes the behavior of a traveling machine and the behavior of a field work device. In particular, the vehicle behavior that occurs when entering the non-ridged area from the non-ridged area and the vehicle behavior that occurs when entering the non-ridged area from the non-ridged area are detected, and the position of the own vehicle at the time of detection is determined. By combining, the boundary point between the ridged region and the non-ridged region can be obtained. In a general field, the distance between adjacent boundary points is almost equal to the distance between the traveling loci in the reciprocating work run, that is, the work width. Therefore, the next boundary point should be estimated from the first obtained boundary point. Is also possible. For this reason, one of the preferred embodiments of the present invention includes a vehicle behavior recording unit that records the behavior of the traveling machine, the field work apparatus, or both of them as vehicle behavior in relation to the position of the traveling machine. The ridge detection module detects that the traveling aircraft has reached the ridge region based on the vehicle behavior.

Vehicle behavior occurring upon entry from the non-ridge when regions vehicle behavior dynamic occurring upon entry into the area during furrow, and from the region when rib to the non-ridge time region depends on the type and jobs of the field work vehicle. In planting and sowing work with a rice transplanter, tilling work with a tractor, and harvesting work with a combine, common vehicle behaviors are the start and stop of work of the field work equipment, the shift to the work position of the field work equipment, and the non-work position. The transition to, and the start and stop of the direction-changing running of the traveling aircraft can be mentioned. Therefore, in one of the preferred embodiments of the present invention, the vehicle behavior recording unit records the start and stop of work of the field work apparatus as the vehicle behavior. In another embodiment, the vehicle behavior recording unit records the transition of the field work device to the working position and the transition to the non-working position as the vehicle behavior. In yet another embodiment, the vehicle behavior recording unit records the start and stop of the turning run of the traveling aircraft as the vehicle behavior. Of course, these embodiments may be applied in any combination.

Further, the boundary point between the non-ridged area and the ridged area may be artificially determined. Therefore, in one of the embodiments of the present invention, the vehicle is artificially operated at the time of transition between traveling in the ridge region (ridge traveling mode) and traveling outside the ridge region (non-ridge traveling mode). A traveling mode switching operation tool is provided, and the vehicle behavior recording unit records the operation of the traveling mode switching operation tool as the vehicle behavior.

As described above, once the boundary between the non-ridged region and the ridged region is determined based on the vehicle behavior, the boundary between the non-ridged region and the ridged region after that can be estimated. In one of the preferred embodiments of the present invention, the ridge detection module estimates the arrival timing of the next traveling aircraft to the ridge region from the vehicle behavior in the adjacent previous work traveling path. It has an estimation unit. Thereby, the approach state to the ridge area can be calculated while traveling in the non-ridge area, and appropriate and necessary control can be performed before or after reaching the ridge area.

For example, if an approach notification command for notifying the approach to the ridge area is output before the arrival timing estimated by the ridge estimation unit, the driver must perform an operation in the ridge area. Confirmation can be done with a margin. Further, in order to avoid inconvenience due to unexpected approach to the ridge area of the traveling aircraft, a deceleration command for decelerating the traveling aircraft is output before the arrival timing estimated by the ridge estimation unit. The form can be adopted. Further, an embodiment in which a vehicle stop command for stopping the traveling aircraft is output when traveling a predetermined distance from the arrival timing estimated by the ridge estimation unit, or an arrival timing estimated by the ridge estimation unit. It is also possible to adopt an embodiment in which a vehicle stop command for stopping the traveling vehicle is output in response to.

Steering is completely different between running in the non-ridged area and running in the ridged area where the direction is changed. Therefore, whether these two different runs are performed by automatic steering or artificial steering depends on the type of field work vehicle, the type of field work, the skill level of the driver, and the like. Therefore, in one of the preferred embodiments of the present invention, a steering mode that manages an artificial steering mode in which artificial steering by the artificial steering unit is executed and an automatic steering mode in which automatic steering by the automatic steering unit is executed is managed. It is equipped with a management department. In this configuration, if an appropriate algorithm is incorporated in advance, automatic steering and artificial steering can be appropriately assigned according to the driving situation and the surrounding situation.

For example, when it is technically burdensome to automatically steer a turn-turning vehicle, the steering mode management unit selects an artificial steering mode in the ridge area and sets an automatic steering mode in areas other than the ridge area. A configuration that can be selected can be adopted.

Further, when the automatic steering and the artificial steering are flexibly applied, it is preferable to adopt an embodiment provided with a steering mode switching operation tool for artificially selecting the automatic steering mode and the artificial steering mode.

Positioning units that use radio waves from satellites, such as GNSS and GPS, have the inconvenience of not being able to obtain positioning data if they become inoperable due to deterioration in reception conditions. Therefore, in a preferred embodiment of the present invention, a mileage calculation unit that calculates a mileage based on the number of rotations of the wheels is provided, and when the positioning unit is inoperable, the ridge detection module uses the mileage. Based on the mileage calculated by the calculation unit, it is detected that the traveling aircraft has reached the ridge area. As a result, even if the positioning unit is temporarily inoperable, it is detected that the traveling aircraft has reached the ridge area. At that time, if the mileage calculation unit detects that the ridge area has been reached due to the inoperability of the positioning unit, the traveling aircraft may be stopped at that point.

In particular, when traveling by automatic steering, it is difficult for the automatic steering control system to travel while grasping various situations of the vehicle. One of the important vehicle conditions in running in the field is the posture of the running machine. The attitude of the traveling aircraft is substantially determined by the inclination of the traveling aircraft with respect to the ground. In particular, a pitching angle or rolling angle greater than or equal to a predetermined value adversely affects running. Therefore, in one of the preferred embodiments of the present invention, a posture determination unit for determining the posture of the traveling machine is provided, and braking for decelerating or stopping the traveling machine when the posture deviates from a predetermined condition. Commands (including stop commands and deceleration commands) are output.

It is a schematic diagram explaining the basic principle of the vehicle control adopted in the field work vehicle by this invention. It is a schematic diagram explaining the basic principle of the vehicle control adopted in the field work vehicle by this invention. It is a side view of the rice transplanter which is one of the embodiments of the field work vehicle by this invention. It is a top view of the rice transplanter which is one of the embodiments of the field work vehicle by this invention. It is a schematic diagram which shows the steering system of a rice transplanter. It is a functional block diagram which shows the function about the traveling control of a rice transplanter. It is explanatory drawing which shows an example of the recorded vehicle behavior.

Before explaining a specific embodiment of the field work vehicle according to the present invention, the basic principle of vehicle control adopted in the field work vehicle will be described with reference to FIG.
In FIG. 1, a rice transplanter, a seeder, a tractor, and a combine are assumed as field work vehicles. As field work equipment, the rice transplanter is equipped with a planting device, the sowing machine is equipped with a sowing device, the tractor is equipped with a tilling device, and the combine is equipped with a harvesting device. These field work devices are connected to each traveling machine body so as to be able to move up and down between a working position and a non-working position.

In FIG. 1, this field work vehicle (hereinafter simply abbreviated as a vehicle) sandwiches a 180-degree direction change running (U-turn running) in a field bordered by parallel upper ridges and lower ridges. However, it travels while repeating the round-trip linear travel. An upper ridge area is set in the vicinity of the upper ridge, and a lower ridge area is set in the vicinity of the lower ridge. The vehicle makes a turn-turning run in the ridge area and performs a linear work run in the other field areas.

The vehicle is equipped with a positioning unit that outputs positioning data indicating the position of the own vehicle. Further, it is equipped with not only an artificial steering unit that steers the traveling aircraft based on an artificial operation, but also an automatic steering unit that automatically steers the traveling aircraft. The positioning data output from the positioning unit is based on the position of the antenna, but here, the position of the own vehicle is not the position of the antenna, but the appropriate position of the vehicle, for example, the point of action on the ground of the field work device. Correction processing is applied so that it becomes.

An example of field running in this field is shown below.
First, the vehicle that has passed over the lower ridge and entered the field lowers the field work device to the work position by the operation of the driver at the point A1 and starts a linear work run (outward route). The descent of the field work device is recorded together with the positioning data indicating the position of the point A1 as the vehicle behavior indicating the start of work. When the vehicle reaches the turning region at the point B1 after the linear work running, the field work device is raised to the non-working position by the operation of the driver, and the vehicle shifts to the 180-degree turning running. The rise of the field work device is recorded together with the positioning data indicating the position of the point B1 as the vehicle behavior indicating the work stop.

When the turning run in the ridge area is completed, the field work device is lowered to the work position again at the point A2, and the linear work run (return path) is started. The descent of the field work device is also recorded as the vehicle behavior indicating the start of work together with the positioning data indicating the position of the point A2. The position of the point A2 can be estimated from the position of the point B1 in consideration of the reciprocating work travel interval corresponding to the work width (planting width and tillage width). Therefore, if the vehicle approaches the estimated point A2 during the turning direction in the ridge area, the driver is notified to that effect and the driver lowers the field work device to the work position. Can be urged to. It is also possible to automatically lower the field work apparatus to the work position when the vehicle reaches the estimated point A2. The position where the vehicle starts the linear work run (return route) again is set as the final point A2.

The point B2, which is the end point of this linear work run (return route), that is, the point where the vehicle reaches the ridge area again can be estimated from the position of the point A1. Therefore, when the vehicle approaches the point B2, it is possible to notify the driver that the field work apparatus is raised to the non-working position to prepare for the turn-turning run before reaching the ridge area. It is also possible to automatically raise the field work apparatus to a non-working position when the vehicle reaches the estimated point B2. When the vehicle reaches the ridge area, it automatically or artificially shifts to turning within the ridge area. When the direction change run is completed, the straight work run (return trip) is started again from the point A3.

In this way, the work run and the direction change run are repeated while passing through the points B3, A4, B4, A5, and so on. At that time, if the point A1 is set, the point B2, the point A3, ... Can be estimated from the point A1 in consideration of the reciprocating work travel interval. However, when estimating the point A3, it is possible to estimate from the point A1, but since the point B2 as the position actually shifted from the work running to the turning run is detected, the point from this point B2. It is also possible to estimate A3. In particular, when the actual ridge area does not extend linearly but extends diagonally or stepwise, it is possible to estimate from a newly set point in the middle of such a ridge area. Boundary points can be detected correctly.

For example, as shown in FIG. 2, when the ridge region has a step, it is necessary to further extend the linear work travel from the estimated point B4. When the linear work running is performed by automatic steering, the automatic steering is canceled and the linear work running is continued to a position suitable for the direction change running (newly set point B4) by manual steering. When the point B4 is newly set, the next point A5 is estimated from the point B4.

The points A1, A2, ..., Which are the starting points of the work running, can be automatically set based on the specific vehicle behavior. Appropriate such specific vehicle behavior is, for example, a work start command for the field work device, detection of a position change of the field work device to the work position, detection of engagement of the power transmission clutch for the field work device, and the like. be. Further, the state of the operating tool operated by the driver may be used as a specific vehicle behavior. Similarly, the points B1, B2, ..., Which are the end points of the work run (start point of the turn-turn run), can be automatically set based on the specific vehicle behavior. Appropriate such specific vehicle behaviors are, for example, a work stop command for the field work equipment, detection of the shift of the field work equipment to a non-working position, detection of disengagement of the power transmission clutch for the field work equipment, and the like. .. Further, the state of the operating tool operated by the driver may be used as a specific vehicle behavior.

If the first work travel route defined by the points A1 and B1 is used as the reference work travel route, the target work route for subsequent automatic steering can be calculated based on this reference work travel route. Since the work run is generally a straight line run, the steering is simpler than the direction change run. Therefore, it is controllable to carry out the work run by automatic steering and the direction change run by artificial steering. It is convenient. When the field shape is a simple rectangle, if the points A1 and B1 are set, the transition timing between the subsequent work run and the turning run, that is, the arrival timing to the ridge area and the arrival timing from the ridge area The departure timing can be estimated from the points A1 and B1.

Even if the vehicle enters the ridge area from a straight work run (return path), if the direction change run is not performed for some reason, the vehicle may run on the ridge. In order to avoid such inconvenience, it is important to estimate and record the points B2, B3, B4 ... Which are the end points of the linear work run (return route). Since the position of the own vehicle can be calculated by the positioning unit, the position of the own vehicle can always be compared with the position of the end point (entrance point to the ridge area) of the work running (return route). As a result, it is possible to perform vehicle deceleration, warning notification, vehicle stop, etc. before the vehicle enters the ridge area and after the vehicle enters the ridge area.

In the above example, the points A1 and B1 are set in the first work run, and the points between the subsequent work run and the turning run (the reaching point to the ridge area of the vehicle and the departure point from the ridge area). ), A2, A3 ..., B2, B3 ... Are estimated from points A1 and B1. If the vehicle is equipped with a field map storage unit that stores map data of the field, map matching is performed using the position of the vehicle and the map data so that the vehicle has reached the ridge area or from the ridge area. Since it can be detected that the vehicle has left, it is not necessary to set such a point A1 and a point B1 and to estimate from the other points A1 and B1.

Next, one specific embodiment of the field work vehicle according to the present invention will be described with reference to the drawings. FIG. 3 is a side view of a passenger-type rice transplanter which is an example of a field work vehicle, and FIG. 4 is a plan view. This rice transplanter includes a traveling machine C and a field work device for performing work on a field. The field work device here is a seedling planting device W capable of planting seedlings in the field. The arrow F shown in FIG. 4 is the “front” of the traveling machine C, the arrow B is the “rear” of the traveling machine C, the arrow L is the “left” of the traveling machine C, and the arrow R is the “right” of the traveling machine C. be.

As shown in FIG. 3, the traveling device includes a pair of left and right front wheels 10 and a pair of left and right rear wheels 11. The traveling machine body C is provided with a steering unit U capable of steering the left and right front wheels 10 of the traveling device.

As shown in FIGS. 3 and 4, the front portion of the traveling machine body C is provided with an openable / closable bonnet 12. The engine 13 is provided in the bonnet 12. The traveling machine body C is provided with a frame-shaped body frame 15 extending in the front-rear direction. A support strut frame 16 is erected at the front of the machine frame 15.

As shown in FIG. 3, the seedling planting device W is movably connected to the rear end of the traveling machine body C via a link mechanism 21 that moves up and down by expanding and contracting the elevating cylinder 20 composed of a hydraulic cylinder. ing. The seedling planting device W includes four transmission cases 22, a rotating case 23 rotatably supported on the left and right sides of the rear portion of each transmission case 22, and a pair provided at both ends of each rotating case 23. The rotary type planting arm 24, a plurality of floats 25 for leveling the field surface of the field, a seedling stand 26 on which mat-shaped seedlings for planting are placed, and the like are provided. That is, the seedling planting device W is configured in an eight-row planting type.

On the left and right sides of the bonnet 12 in the traveling machine C, a plurality of (for example, four) normal spare seedling stands 28 on which spare seedlings for replenishing the seedling planting device W can be placed, and the seedling planting device W are replenished. A rail-type spare seedling stand 29 on which a spare seedling can be placed is provided. Further, on the left and right sides of the bonnet 12 in the traveling machine C, a pair of left and right spare seedling frames 30 for supporting each normal spare seedling stand 28 and a rail type spare seedling stand 29, and an upper part of the left and right spare seedling frames 30. A connecting frame 31 and a connecting frame 31 which are connected to each other are provided. The connecting frame 31 has a U-shape when viewed from the front. The left and right ends of the connecting frame 31 are connected to the upper parts of the left and right spare seedling frames 30 via the connecting brackets 32, respectively.

A driving unit 40 for performing various driving operations is provided in the central portion of the traveling machine body C. The driver unit 40 includes a driver's seat 41 in which the driver can be seated, a control tower 42, a steering handle 43 composed of a steering wheel for manual steering operation of the front wheels 10, a forward / backward switching operation, and a traveling speed. The main speed change lever 44, the operation lever 45, and the like that can be changed are provided. The driver's seat 41 is provided in the central portion of the traveling machine body C. The steering tower 42 is provided with a steering handle 43 and a main speed change lever 44 so as to be operable. A boarding step 46 is provided at the foot portion of the driving unit 40.

An operation lever 45 is provided on the right lateral side below the steering handle 43. When the operating lever 45 is operated to the ascending position, the planting clutch (not shown), which is a kind of working clutch, is operated in the shut-off state, and the seedling planting device W is elevated. When the operation lever 45 is operated to the lowering position, the planting clutch (not shown) is operated in the shut-off state, and the seedling planting device W is lowered. When the float 25 in the center touches the surface of the field, the seedling planting device W touches the surface of the field and stops.

As shown in FIG. 5, the steering unit U includes a steering handle 43, a steering operating shaft 54 interlocked with the steering handle 43, and a pitman arm that swings as the steering operating shaft 54 rotates. 55, a left and right connecting mechanism 56 interlocked with the pitman arm 55, a steering motor 58, a gear mechanism 57 interlocking the steering motor 58 with the steering operation shaft 54, and the like are provided.

The steering unit U can operate in the automatic steering mode and the artificial steering mode. In the artificial steering mode, the steering operation shaft 54 is rotated by applying an auxiliary force corresponding to the operation of the steering handle 43 by the steering motor 58 to the operating force for operating the steering handle 43 by the driver to rotate the front wheels. The steering angle of 10 is changed. On the other hand, in the automatic steering mode, the steering motor 58 is automatically controlled, the steering operation shaft 54 is rotated by the driving force of the steering motor 58, and the steering angle of the front wheels 10 is changed. In this embodiment, the steering handle 43 and the steering motor 58 function as components of an artificial steering unit that artificially steers the traveling machine body C. Further, the automatic steering control function for automatically steering the traveling body C is built in the control device 8 (see FIG. 6) described later, and the steering motor 58 is driven based on the control command from the control device 8. When the operating displacement of the steering handle 43 is not directly transmitted to the steering operating shaft 54, but the operating displacement of the steering handle 43 is detected by the sensor, and the steering motor 58 is driven based on the detected value. When the so-called by-wire system is adopted, the control function of the artificial steering is also built in the control device 8.

The traveling machine C is provided with a positioning unit 61, and the position of the traveling machine C is determined from the positioning data from the positioning unit 61. The positioning unit 61 includes a satellite navigation module configured as a GNSS module and an inertial navigation module configured as a module incorporating a gyro acceleration sensor and a magnetic compass sensor. A satellite antenna for receiving GPS signals and GNSS signals is connected to the satellite navigation module. At least this satellite antenna is attached to a connecting frame 31 in a place where the radio wave reception sensitivity is good, in this embodiment. The satellite navigation module and the inertial navigation module may be provided at different locations.

FIG. 6 shows a control device 8 equipped on this rice transplanter. Note that, in FIG. 6, among the functional units constructed in the control device 8, the functional units mainly related to steering are shown. The control device 8 employs the basic principles of automatic steering and artificial steering described with reference to FIGS. 1 and 2. The control device 8 is connected to the positioning unit 61, the vehicle state detection sensor group 9, the contact detector 90, the traveling mode switching operation tool 65, and the steering mode switching operation tool 66 via the input signal processing unit 8a. Further, the control device 8 is connected to the notification device 7, the vehicle traveling device group 71, and the work device device group 72 via the output signal processing unit 8b. The traveling mode switching operation tool 65 and the steering mode switching operation tool 66 are composed of switches and buttons.

The vehicle state detection sensor group 9 includes various sensors and switches provided for detecting the operation and posture of the traveling machine C and the operation and posture of the seedling planting device W as a field work device. The contact detector 90 has a structure for detecting contact between the rice transplanter and an obstacle, although it is not shown in FIGS. 3 and 4, because the contact detector 90 itself is well known. When the contact detector 90 detects contact between the rice transplanter and an obstacle, the rice transplanter makes an emergency stop. The steering mode switching operation tool 66 is a switch for selecting either an automatic steering mode in which the vehicle travels by automatic steering or an artificial steering mode in which the vehicle travels by artificial steering. For example, by operating the steering mode switching operation tool 66 while traveling by automatic steering, it is possible to switch to traveling by artificial steering, and by operating the steering mode switching operation tool 66 while traveling by artificial steering, automatic steering is performed. Can be switched to running.

The traveling mode switching operation tool 65 is a teaching switch for teaching the control device 8 the boundary between the ridged region and the non-ridged region. In this embodiment, the traveling mode switching operation tool 65 includes an A button and a B button. Has. The driver presses the A button when the vehicle shifts from the turn-turning run to the work run, and presses the B button when the vehicle shifts from the work run to the work run.

The notification device 7 includes a lamp and a buzzer, and the control device 8 provides various information to be notified to the driver, such as approaching the ridge area and deviation from the target travel path in automatic steering driving. Output visually or audibly based on commands. Further, if the notification device 7 includes a flat panel display or the like, it is possible to provide character information.

The vehicle traveling device group 71 includes various operating devices and control devices for traveling mounted on the traveling machine C, for example, an operating device such as a steering motor 58 constituting the steering unit U, and an engine. These include control equipment that adjusts the number of revolutions, transmission operating equipment such as clutches and shifters, and braking operating equipment. In the work traveling device group, in this embodiment, operating devices such as an elevating cylinder 20 that raises and lowers the seedling planting device W mounted as a field work device and a planting clutch that functions as a work clutch of the seedling planting device W. It is included.

The control device 8 includes a ridge detection module 81, an automatic steering unit 82, a vehicle behavior recording unit 83, a steering mode management unit 84, a travel route calculation unit 85, a mileage calculation unit 86, an attitude determination unit 87, and the like. Is built with a computer program.

The ridge detection module 81 sets the travel path reference point set in the first work run, that is, the point A1 at which the run in the ridge area shifts to the work run, and the direction change run from the work run to the ridge area. Based on the transition point B1 and the position of the own vehicle obtained from the positioning data of the positioning unit 61, it is detected whether or not the traveling machine C has reached the ridge area. As described with reference to FIGS. 1 and 2, the point A1 is detected by the descent of the seedling planting device (working device) W to the descending position (working position), and the point B1 is raised by the seedling planting device W. It is detected by ascending to a position (non-working position) and recorded as vehicle behavior in the vehicle behavior recording unit 83. The travel path (generally a straight line) between the point A1 and the point B1 is the reference work travel route, and whether it is automatic steering or artificial steering, the reference work travel route is reciprocated. The next work travel route can be obtained by sequentially translating by the interval. That is, the points B2, A3, B4, A5 ... Corresponding to the point A1 and the points A2, B3, B4, A4, B5 ... Corresponding to the point B1 are estimated. This estimation algorithm is built in the ridge estimation unit 810. Since the method of estimating the point indicating the boundary of the ridge region differs depending on the shape of the field, it is preferable to have a configuration in which an appropriate estimation algorithm can be selected for each shape of the field. By comparing each of the points with the position of the own vehicle, the distance until the traveling machine C, which is traveling while working, reaches the ridge area is detected, and the control device 8 detects, for example, only a predetermined distance to the ridge area. It is possible to output commands such as approach notification when approaching, arrival notification when reaching the ridge area, deceleration of traveling aircraft C, and stopping of traveling aircraft C.

The travel route calculation unit 85 calculates travel route data required for performing subsequent work travel by automatic steering from the above-mentioned reference work travel route. The automatic steering unit 82 calculates the deviation between the travel route data calculated by the travel route calculation unit 85 and the position of the own vehicle, generates an automatic steering command, and outputs the automatic steering command to the steering unit U.

The steering mode management unit 84 manages an artificial steering mode in which the vehicle is driven by artificial steering and an automatic steering mode in which the vehicle is driven by automatic steering. For example, the artificial steering mode can be selected in the ridge area, and the automatic steering mode can be selected in areas other than the ridge area (generally, linear work running). It is also possible to forcibly select the artificial steering mode and the automatic steering mode by the switching command from the steering mode switching operation tool 66. Further, it is also possible to forcibly switch from the automatic steering mode to the artificial steering mode by operating the steering handle 43.

The vehicle behavior recording unit 83 is output to the vehicle traveling equipment group 71 and the work equipment group 72 through the various sensor detection signals input through the input signal processing unit 8a, the operation signals of various operation devices, and the output signal processing unit 8b. Based on the control signal, the vehicle behavior regarding the state generated in the vehicle, particularly the start and end of the work run, is recorded. At that time, each vehicle behavior is recorded together with the own vehicle position acquired when the vehicle behavior occurs.

FIG. 7 shows an example of vehicle behavior recorded in time series by the vehicle behavior recording unit 83 in the simplified field running as shown in FIG. In this example, the recording items of the vehicle behavior recording unit 83 include the recording NO, the behavior time, the own vehicle position, and the behavior content. The behavior time is the time (time stamp) at which the behavior time vehicle behavior is detected. The own vehicle position is the own vehicle position when the vehicle behavior is detected. The behavior content identifies the detected vehicle behavior. Here, the operation content of the traveling mode switching operation tool 65 (A means the operation of the A button and B means the operation of the B button) and seedling planting. The positions of the device W and the float 25, the state of the planting clutch (work clutch), and the state of steering (steering from straight to turning or steering from turning to straight) are recorded. In FIG. 7, the own vehicle position of each vehicle behavior is the same, but the own vehicle position is different because the raising / lowering timing of the seedling planting device W and the steering timing of turning running are different. The own vehicle position to be recorded is recorded after being corrected to replace the reference position of a specific vehicle.

As can be understood from FIGS. 1 and 7, various states of the traveling machine body C and the seedling planting device W, which is a work device, particularly the start and end of work can be read from the records of the vehicle behavior recording unit 83. As the first process of the seedling planting work by this rice transplanter, the vehicle enters the ridge area from the ridge and the record No. "0001" is recorded at the timing of leaving the ridge area. The content of the record No. "0001" is a record of the point A1 in FIG. 1, and includes the behavior time, the vehicle position, and the behavior content at that time. As the behavior contents, the traveling operation mode is "A", the seedling planting device position is "lowering position", the float position is "grounding", and the clutch state is "on". Actually, the timing at which these behavior contents are detected is slightly different, but here, the same timing is used. That is, at the timing when the recording number "0001" is recorded, the driver presses the A button of the traveling mode switching operation tool 65, and the setting for the work traveling is made.

After that, the linear work run is performed, and the recording number "0002" is recorded at the timing when the ridge area is reached. The content of the record No. "0002" is a record of the point B1 in FIG. 1, and includes the behavior time, the vehicle position, and the behavior content at that time. As the behavior contents, the traveling operation mode is "B", the seedling planting device position is "rising position", the float position is "disengaging", the clutch state is "disengaged", and the steering is "turning from straight ahead". That is, at the timing when the recording number "0002" is recorded, the driver presses the B button of the traveling mode switching operation tool 65, and the setting for the direction-changing traveling is made. By operating the A button and the B button of the traveling mode switching operation tool 65 in this way, the positions of the points A1 and the point B1 are recorded. The line connecting the point A1 and the point B1 can be used as a reference work travel route for estimating the travel route of the subsequent work travel. Therefore, it is not necessary to operate the traveling mode switching operation tool 65 except at the points A1 and B1.

Record No. "0003" is recorded at the timing when the direction change run in the ridge area is completed, the ridge area is exited, and the work run is performed. The content of the record No. "0003" is a record of the point A2 in FIG. 1, and includes the behavior time, the vehicle position, and the behavior content at that time. The position of the point A2 is estimated by the ridge estimation unit 810 from the point B1 by using the reciprocating work travel interval if the field is a field as shown in FIG. Therefore, the work travel can be automatically set when the position of the own vehicle acquired from the positioning unit 61 approaches or coincides with the estimated point B1. Alternatively, it is possible to notify the driver that the vehicle is approaching the point B1 and prompt the driver to set the work travel. Similarly, the position of point B2 is also estimated from point A1. Therefore, when the position of the own vehicle acquired from the positioning unit 61 approaches or coincides with the estimated point B2, the direction change travel can be automatically set. Alternatively, it is possible to notify the driver that the vehicle is approaching the point B2 and prompt the driver to set the direction change running.

From the above description, the timing of reaching the ridge area and the timing of exiting the ridge area can be determined from the position change of the seedling planting device W and the float 25, the switching operation of the work clutch, and the change in steering angle. The traveling mode switching operation tool 65 as a teaching operation tool for recognizing the boundary of the ridge region is not indispensable. The boundary of the ridge region can be determined by one or a combination of the vehicle behaviors described above. For example, when the characteristic of the seedling planting device W that the seedling planting device W descends to the field surface at the start of the work and rises from the field surface at the end of the work is used, the state showing the descending operation of the seedling planting device W from the ascending posture to the descending posture. Based on the signal, the transition point from the ridge area to the work area (non-ridge area) of the vehicle is determined, and based on the state signal indicating the ascending operation from the descending posture to the ascending posture of the seedling planting device W, It is possible to determine the transition point from the work area (non-ridge area) of the vehicle to the ridge area.

The control device 8 can be equipped with an algorithm that outputs various commands for executing various operations based on the determination result of the ridge detection module 81 regarding the arrival of the vehicle in the ridge region. Some of them are listed below.
(1) If the recorded vehicle behavior is not executed even after reaching the scheduled point where the recorded vehicle behavior is to be executed, the vehicle is decelerated, the engine is stopped, or the like.
(2) When traveling in a field, the position and time at which each vehicle behavior to be recorded occurs can be limited to a specific range. For this reason, the recording accuracy is improved by excluding the vehicle behavior outside the specific range from the recording target.
(3) When it is detected that the vehicle has entered the ridge area, automatic steering is prohibited.
(4) When the steering behavior such as the steering angle and the turning radius in the ridge region of the vehicle is different from that of the turning direction traveling, the recording to the vehicle behavior recording unit 83 is stopped. For example, when the turning radius is large, it is regarded as a non-normal work run such as a run away from the field instead of a turn-turn run.
(5) When a specific vehicle behavior occurs and an inappropriate vehicle speed is detected for the vehicle behavior, the vehicle is forcibly stopped.

The mileage calculation unit 86 of the traveling machine body C is based on a detection signal from a sensor (one of the vehicle state detection sensor group 9) that detects the rotation speed of the rear wheel 11 or the rotation speed of the transmission system to the rear wheel 11. Calculate the mileage. At that time, if the slip ratio estimated from the state of the field is taken into consideration, the mileage can be calculated more accurately. In the case of the positioning unit 61 that calculates the position of the own vehicle based on the radio wave signal from the satellite, if the reception sensitivity of the radio wave signal is lowered for some reason, the positioning data cannot be output. The mileage calculation unit 86 is used as the recovery. For example, when the positioning data from the positioning unit 61 is not input, the ridge detection module 81 detects that the traveling machine C has reached the ridge region based on the mileage calculated by the mileage calculation unit. can do.

The attitude determination unit 87 determines the attitude of the traveling aircraft based on the detection signal from the inclination sensor (one of the vehicle state detection sensor group 9) that detects the inclination angle (rolling angle and pitching angle) of the traveling aircraft C. Compare with slope threshold. In this embodiment, the posture determination unit 87 issues a braking command for decelerating or stopping the traveling machine to a braking device which is one of the vehicle traveling device groups 71 when the posture of the traveling machine deviates from a predetermined condition. give.

Specific control operations based on the determination result of the attitude determination unit 87 are listed below.
(1) When the detected tilt angle exceeds the tilt threshold value, notification, deceleration, and stop are executed.
(2) If the detected tilt angle frequently exceeds the tilt threshold, automatic steering is prohibited.
(3) Notification, deceleration, and stop are executed when the detected inclination angle exceeds the inclination threshold value for an allowable time. This permissible time is determined depending on the vehicle speed and the field depth. If the field depth exceeds a predetermined value, a complete stop is prohibited in order to prevent the vehicle body from sinking.
(4) Calculate the change in tilt acceleration, and when the tilt fluctuates suddenly, automatic steering is prohibited even if it is below the tilt threshold.

[Another Embodiment]
(1) In the above-described embodiment, the points A1 and B1 which are the boundary points between the ridge area where the direction turning travel is performed and the non-ridge region where the work travel is performed are the A button and B of the travel mode switching operation tool. The button operation, the subsequent points A2, A3 ... And the points B2, B3 ... Are estimated from the points A1 and B1 and determined based on the vehicle behavior. In order to simplify the control, the points A2, A3 ... And the points B2, B3 ... Are estimated from the points A1 and B1 without using the vehicle behavior, and the positions different from the estimated positions are set. If it is a formal point, the point may be determined by operating the A button or the B button of the traveling mode switching operation tool again.
(2) Each functional unit in the functional block diagram shown in FIG. 6 is mainly divided for explanatory purposes. In practice, each functional unit of FIG. 6 can be integrated with other functional units or divided into a plurality of functional units. The independent functional units are connected to each other by an in-vehicle LAN or the like.
(3) In addition to the above, the rice transplanter may incorporate the posture of the marker or the like as the vehicle behavior recorded in the vehicle behavior recording unit 83. In addition to that, the vehicle behavior performed at the boundary between the ridged region and the non-ridged region is the target of the vehicle behavior to be recorded in the vehicle behavior recording unit 83.

In addition to the above-mentioned riding type rice transplanter equipped with a seedling planting device as a working device, the present invention also includes, for example, a riding type direct seeding machine which is a planting type paddy field work vehicle equipped with a sowing device as a working device, and a plow as a working device. It can be applied to various work vehicles such as a tractor equipped with the above, a farm work vehicle such as a combine equipped with a cutting unit or the like as a work device, or a construction work vehicle equipped with a bucket or the like as a work device.

7: Notification device 25: Float 26: Seedling stand 43: Steering handle 44: Main speed change lever 45: Operation lever 61: Positioning unit 65: Travel mode switching operation tool 66: Steering mode switching operation tool 71: Vehicle traveling equipment group 72: Work equipment group 8: Control device 8a: Input signal processing unit 8b: Output signal processing unit 81: Ridge detection module 810: Ridder estimation unit 82: Automatic steering unit 83: Vehicle behavior recording unit 84: Steering mode management Unit 85: Travel route calculation unit 86: Travel distance calculation unit 87: Attitude determination unit 9: Vehicle condition detection sensor group 90: Contact detector U: Steering unit W: Seedling planting device (field work device)

Claims (8)

A traveling aircraft that travels in the field while changing direction in the ridge area,
A field work device that works on the field and
A positioning unit that outputs positioning data indicating the position of the vehicle and
An automatic steering unit that automatically steers the traveling aircraft and
A ridge detection module that detects at least one of the approaching and reaching of the traveling machine to the ridge area based on the position of the own vehicle or the position of the field work apparatus is provided.
A field work vehicle in which the ridge area is set based on the behavior of the vehicle at the start or end of the work run. The field work vehicle according to claim 1, further comprising a notification unit that notifies at least one of the fact that the traveling machine body is close to the ridge area and that the traveling machine body has reached the ridge area at a predetermined distance or a predetermined time before the ridge. A vehicle behavior recording unit is provided which records the behavior of the traveling machine, the field work device, or both of them as the vehicle behavior in relation to the position of the traveling machine.
The field work vehicle according to claim 1 or 2, wherein the ridge detection module detects at least one of the approaching and reaching of the traveling machine body based on the vehicle behavior. The field work vehicle according to claim 3, wherein the vehicle behavior recording unit records the start and stop of work of the field work device as the vehicle behavior. The field work vehicle according to claim 3 or 4, wherein the vehicle behavior recording unit records the transition of the field work device to the work position and the transition to the non-work position as the vehicle behavior. The field work vehicle according to any one of claims 3 to 5, wherein the vehicle behavior recording unit records the start and stop of the turning run of the traveling machine body as the vehicle behavior. A traveling mode switching operation tool that is artificially operated at the time of transition between traveling in the ridge area and traveling outside the ridge area is provided.
The field work vehicle according to any one of claims 3 to 6, wherein the vehicle behavior recording unit records the operation of the traveling mode switching operation tool as the vehicle behavior. Any of claims 3 to 7, wherein the ridge detection module has a ridge estimation unit that estimates the arrival timing of the next traveling aircraft to the ridge region from the vehicle behavior in the adjacent previous work travel route. The field work vehicle according to paragraph 1.

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