JP2019076059A - Field working machine - Google Patents

Abstract

To provide a field working machine that can narrow a non-work area and can be turned in the non-work area smoothly.SOLUTION: A traveling machine body 2 travels in a first linear path having a termination in a boundary between a work area and a non-work area, the non-work area, and a second linear path having a starting end in the boundary between the work area and the non-work area, in this order. A position information calculation unit 49 outputs a position of the traveling machine body 2 in a field as positioning information based on a positioning signal from a positioning satellite. A steering mode switching control unit 50 switches a steering mode of the traveling machine body 2 between an automatic steering mode where the traveling machine body 2 is automatically steered and a manual steering mode where a user manually steers the traveling machine body 2 according to operation of the user. A notification control unit 52 notifies the user of the traveling machine body 2 entering the termination side area from a reference position being set on the first linear path to the termination of the first linear path, when the steering mode of the traveling machine body 2 is the automatic steering mode.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a field work machine.

  The field work machine described in Patent Document 1 below includes a traveling airframe and a field work device for performing an agricultural operation on the field. The field work machine automatically travels along a straight work travel path and then enters a headland area (non-work area). Then, the field work machine turns in the non-work area by the operation of the driver and automatically travels on the linear work travel path again.

JP, 2015-112069, A

  In the field work machine described in Patent Document 1, when the non-work travel determination unit determines that the field work machine is traveling in the non-work area, the automatic travel prohibition unit interrupts the automatic travel and steers the traveling vehicle. Leave it to the driver. Therefore, there is a possibility that a time lag may occur from when the field work machine enters the non-work area until the driver can maneuver the traveling vehicle. Therefore, the field work machine starts to turn after traveling for a while after entering the non-working area. If the size of the non-working area is not sufficient, it is necessary to move the field implement backward and then turn within the non-working area. In this case, since the field work machine can not turn smoothly, it is necessary to make the non-working area sufficiently wide.

  However, if the non-work area is increased to allow the field work machine to travel smoothly, the work area will be narrowed instead. That is, the area where the field work machine works in the field is narrowed. This may reduce the working efficiency of the field work machine.

  Therefore, a main object of the present invention is to provide a field work machine capable of narrowing the non-work area and smoothly turning the non-work area.

  The present invention is a field work machine which performs a predetermined work in the work area of a field having a work area and a non-work area, and has a first linear shape having an end at the boundary between the work area and the non-work area. The field, the non-working area, and the traveling field that travels in this order a second straight path having a starting point at the boundary between the working area and the non-working area, and the field based on positioning signals from positioning satellites The operation of the user is performed between a positioning unit that outputs the position of the work machine as positioning information, an automatic steering mode in which the traveling machine is automatically steered, and a manual steering mode in which the user manually steers the traveling machine. And a steering mode switching control unit for switching the steering mode of the traveling body in response to the reference position set on the first linear route when the steering mode of the traveling body is the automatic steering mode. The traveling machine body to the end side region between the to the end of the serial first linear path and a notification control section for notifying the user that has entered, provides a field working machine.

  According to this configuration, when the steering mode of the traveling vehicle body traveling on the first linear route is the automatic steering mode, the notification control unit notifies the user that the traveling vehicle body has entered the terminal end region. This allows the user to know that it is time to switch the steering mode to the manual steering mode. Therefore, the user can easily switch the steering mode to the manual steering mode before the traveling vehicle enters the non-working area. Therefore, the user can turn the traveling machine immediately after the traveling machine enters the non-work area. Therefore, if the non-working area of the width necessary for turning is set, the traveling vehicle body can smoothly turn in the non-working area. As a result, the non-working area can be narrowed.

  In one embodiment of the present invention, a steering mode of the traveling machine when the traveling machine body reaches a predetermined command position set in the terminal end area after notification by the notification control unit by the field work machine When the automatic steering mode is selected, the vehicle further includes a stop command output unit that outputs a stop command for stopping the traveling machine body in the terminal end region.

  According to this configuration, even if the user does not notice the notification by the notification control unit or the user ignores the notification by the notification control unit, before the traveling machine body enters the non-work area, The traveling vehicle stops in the end area. This forces the user to switch the steering mode to the manual steering mode. Thus, the user can steer the vehicle manually at least near the end of the straight path. Therefore, the user can turn the traveling machine immediately after the traveling machine enters the non-work area.

  In one embodiment of the present invention, a field work machine which performs a predetermined work in the work area of a field having a work area and a non-work area, and has an end at the boundary between the work area and the non-work area Based on the first linear route, the non-working area, and a traveling aircraft traveling in this order on a second linear path having a starting point at the boundary between the working area and the non-working area, and a positioning signal from a positioning satellite Between a positioning unit that outputs the position of the field work machine as positioning information, an automatic steering mode in which the traveling machine is automatically steered, and a manual steering mode in which a user manually steers the traveling machine. A steering mode switching control unit that switches the steering mode of the traveling vehicle according to the operation of the user, and an end region from the reference position set on the first linear route to the end of the first linear route When the steering mode of the traveling body when the traveling body enters is the automatic steering mode, a stop command for gradually decreasing the vehicle speed of the traveling body and stopping the traveling body in the terminal end region And a stop command output unit for outputting a field work machine.

  According to this configuration, when the steering mode of the traveling airframe when entering the terminal end region is the automatic steering mode, the stop command output unit gradually reduces the vehicle speed of the traveling airframe and sets the traveling airframe in the terminal end region. Output stop command to stop. The user can know that it is the timing at which the steering mode should be switched to the manual steering mode by the change in the vehicle speed (gradient decrease). Therefore, the user can easily switch the steering mode to the manual steering mode before the traveling vehicle enters the non-working area. Therefore, the user can turn the traveling machine immediately after the traveling machine enters the non-work area. Therefore, if the non-working area of the width necessary for turning is set, the traveling vehicle body can smoothly turn in the non-working area. As a result, the non-working area can be narrowed.

  Even if the user does not notice the change in the vehicle speed or the user ignores the change in the vehicle speed, the traveling vehicle stops in the end area before the traveling vehicle enters the non-work area. . This forces the user to switch the steering mode to the manual steering mode.

  In one embodiment of the present invention, the steering mode switching control unit is configured to set a steering mode of the traveling body after the traveling body enters the terminal end region and before reaching the start end of the second linear route. It is configured to invalidate the user's operation input for switching from the manual steering mode to the automatic steering mode.

  According to this configuration, it is possible to prevent the steering mode from being erroneously switched to the automatic steering mode after the traveling vehicle body enters the terminal end region. Therefore, the traveling vehicle body is reliably prevented from entering the non-work area when the steering mode is the automatic steering mode.

FIG. 1 is a side view of a rice transplanter according to an embodiment of the present invention. FIG. 2 is a plan view of the rice transplanter of FIG. FIG. 3 is a schematic view for explaining how the rice transplanter of FIG. 1 travels in the field. FIG. 4 is a block diagram showing an electrical configuration of the rice transplanter of FIG. FIG. 5 is a flowchart for explaining an example of mode switching processing by the steering mode switching control unit provided in the control unit of FIG. 4. FIG. 6 is a flowchart for explaining an example of switching timing recognition promotion processing by the switching timing recognition promotion unit provided in the control unit of FIG. 4. FIG. 7 is a block diagram showing a configuration of a control unit according to a first modification. FIG. 8 is a flowchart for explaining an example of switching timing recognition promotion processing by the switching timing recognition promotion unit of the control unit according to the first modification. FIG. 9 is a block diagram showing a configuration of a control unit according to a second modification. FIG. 10 is a flowchart for explaining an example of switching timing recognition promotion processing by the switching timing recognition promotion unit of the control unit according to the second modification. FIG. 11 is a flowchart for explaining another example of the mode switching process by the steering mode switching control unit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings.

  The following embodiment demonstrates a rice transplanter as an example of a field work machine. The field work machine may be, in addition to a rice transplanter, a tractor equipped with a cultivator or the like, a combine, a civil engineering / construction work vehicle, a snow removal vehicle, or the like.

  FIG. 1 is a side view of a rice transplanter 1 according to a first embodiment of the present invention. FIG. 2 is a plan view of the rice transplanter 1.

  Referring to FIGS. 1 and 2, the rice transplanter 1 performs a planting operation to plant seedlings on the ground of the field F while traveling in the field F. The rice transplanter 1 includes a traveling body 2 and a planting unit 3 disposed behind the traveling body 2. The traveling body 2 includes a pair of left and right front wheels 5 and a pair of left and right rear wheels 6, and can travel by the driving force of the engine 10.

  The vehicle body 2 includes a transmission 27, a front axle 28 and a rear axle 29. The transmission 27 changes the power from the engine 10 and transmits it to the front axle 28 and the rear axle 29. The front axle 28 transmits the power input from the transmission 27 to the front wheels 5. The rear axle 29 transmits the power input from the transmission 27 to the rear wheel 6.

  The traveling body 2 includes a driver's seat 7 for the user to board, a steering handle 8 for steering the traveling body 2, and a shift pedal 9 for adjusting the traveling speed of the traveling body 2.

  In the vicinity of the steering wheel 8, an operation unit 11 (see FIG. 4 described later) for the user to perform various operations, and a notification unit 12 (see FIG. 4 described later) notifying the user of the state of the rice transplanter 1 are provided. It is done.

  The notification unit 12 includes a warning buzzer or the like that emits a warning sound. The notification unit 12 may include a warning lamp that lights up or blinks. The notification unit 12 may include both a warning buzzer and a warning lamp.

  Examples of the operation unit 11 include a changeover switch and a speed setting volume. The changeover switch is a switch operated by the user in order to switch the steering mode of the traveling vehicle body 2 between the automatic steering mode and the manual steering mode according to the operation of the user. The operation of the user for switching from the automatic steering mode to the manual steering mode is called an automatic steering cancellation operation. The operation of the user for switching from the manual steering mode to the automatic steering mode is referred to as an automatic operation start operation.

  The automatic steering mode is a steering mode in which the traveling body 2 is automatically steered (by the control unit 4 described later). The manual steering mode is a steering mode in which the traveling machine body 2 is steered in accordance with the manual operation of the steering wheel 8 by the user.

  The speed setting dial is a dial operated to adjust the upper limit of the traveling speed. The traveling speed of the rice transplanter 1 is adjusted by the depression amount of the shift pedal 9 in a range not exceeding the upper limit of the traveling speed.

  The planting unit 3 is connected to the rear of the traveling machine body 2 via the elevating link mechanism 13. A PTO shaft 14 for outputting the driving force of the engine 10 to the planting unit 3 and an elevating cylinder 15 for moving the planting unit 3 up and down are disposed at the rear of the traveling body 2. The driving force of the engine 10 is transmitted to the PTO shaft 14 via the transmission 27.

  The lifting link mechanism 13 is configured by a parallel link structure including the top link 18 and the lower link 19. A lift cylinder 15 is connected to the lower link 19. By extending and lowering the lifting cylinder 15, the entire planting unit 3 can be raised and lowered up and down.

  The planting unit 3 has a plurality of (three in the present embodiment) planting units 21 for planting seedlings on the ground, a planting input case 20 for driving the planting units 21, and a seedling mat (not shown). It mainly comprises a seedling platform 22 to be placed, and a plurality of floats 23 for leveling the ground before planting seedlings.

  A lift link mechanism 13 is connected to the planting input case 20, and a plurality of planting units 21 are attached.

  Each planting unit 21 is a rotary type planting device having a planting transmission case 24, a pair of rotation cases 25, and two pairs of planting arms 26. Two rotation cases 25 are attached to the planting transmission case 24 of each planting unit 21, and two planting arms 26 are attached to each rotation case 25.

  The planting input case 20 drives the planting unit 21 when the driving force from the PTO shaft 14 is input. Power is transmitted to the planting transmission case 24 from the planting input case 20. The rotation case 25 is rotationally driven by the power from the planting transmission case 24. Thus, the tips of the two pairs of planting arms 26 operate in a looped rotational trajectory. The tip of the planting arm 26 scrapes the seedlings from the seedling mat (not shown) placed on the seedling platform 22 when moving from the top to the bottom, and the seedlings are planted on the ground of the field F.

  The float 23 is provided at the lower part of the planting unit 3. The float 23 is disposed so that the lower surface can contact the ground of the field F. When the float 23 contacts the ground, the ground before planting seedlings is leveled.

  FIG. 3: is a schematic diagram for demonstrating a mode that the rice transplanter 1 drive | runs the inside of the farmland F. As shown in FIG. The field F is divided into a work area W in which the planting work is performed and a non-work area N in which the planting work is not performed. Work area W is, for example, rectangular in plan view. In the work area W, a plurality of straight paths P arranged in advance in the longitudinal direction of the work area W are set in advance. The linear path P extends linearly in the lateral direction of the work area W. The start S and end E of each linear path P are located at the boundary between the work area W and the non-work area N.

  The traveling body 2 travels the farmland F in a zigzag manner. The traveling body 2 travels in a straight line path P in order from one end side (left side in the drawing of FIG. 3) of the work area W in the longitudinal direction. The traveling airframe 2 in the work area W ends traveling of the traveling airframe 2 in the work area W when the traveling airframe 2 finishes traveling on the straight path P set on the other end side (rightmost side of the paper of FIG. 3) in the longitudinal direction.

  A state of travel of the traveling airframe 2 when moving from one straight route P to the next straight route P will be described. The traveling body 2 travels from the start end S to the end end E of a certain straight path P. When the traveling body 2 crosses the end E of the straight path P, it enters the non-working area N. Thereafter, the traveling airframe 2 turns in the non-working area N to perform a 180 ° direction change, and travels from the starting end S to the end E of the straight path P next to the straight path P described above.

  The traveling directions of the traveling body 2 are opposite to each other between a certain linear path P and a linear path P next to the linear path P. Hereinafter, the front of the traveling body 2 in the traveling direction is also referred to as “the traveling direction downstream side”, and the rear of the traveling body 2 in the traveling direction is also referred to as the “traveling direction upstream side”.

  Moreover, in the following, the straight route P on which the traveling body 2 is currently traveling is referred to as a first straight route P1, and the straight route P on which the traveling vehicle 2 travels next is referred to as a second straight route. It is also called P2. The traveling body 2 travels in this order along the first straight path P1, the non-operation area N, and the second straight path P2.

  In this embodiment, when the traveling body 2 travels on the linear path P, the steering mode needs to be controlled so that the traveling body 2 does not deviate from the linear path P, so the steering mode is set to the automatic steering mode. When the traveling airframe 2 travels in the non-working area N, the steering mode is set to the manual steering mode because it is necessary to turn the traveling airframe 2 by the user's steering operation.

  FIG. 4 is a block diagram showing the electrical configuration of the rice transplanter 1.

  As shown in FIG. 4, the rice transplanter 1 operates the traveling machine body 2 (advancing, reversing, stopping, turning, etc.) and the planting unit 3 mounted on the traveling machine body 2 (lifts, drives, stops etc.) Control unit 4 for controlling the A plurality of controllers for controlling each part of the rice transplanter 1 are electrically connected to the control unit 4.

  The plurality of controllers include an engine controller 31, a vehicle speed controller 32, a steering controller 33, an elevation controller 34, and a PTO controller 35.

  The engine controller 31 controls the number of rotations of the engine 10 and the like. The engine controller 31 is electrically connected to a common rail device 41 as a fuel injection device provided in the engine 10. The common rail device 41 injects fuel into each cylinder of the engine 10. In this case, the fuel injection valve of the injector for each cylinder of the engine 10 is controlled to open and close, so that high-pressure fuel pressure-fed from the fuel tank to the common rail device 41 by the fuel supply pump is injected from each injector to each cylinder of the engine 10 Thus, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector are controlled with high accuracy. The engine controller 31 controls the common rail device 41 to control the number of rotations of the engine 10 and the like. The engine controller 31 can also stop the supply of fuel to the engine 10 and stop the driving of the engine 10 by controlling the common rail device 41.

  The vehicle speed controller 32 controls the vehicle speed of the traveling machine body 2 (which is also the vehicle speed of the rice transplanter 1). Specifically, the transmission 27 (see FIG. 1) is provided with a transmission 42 which is, for example, a movable swash plate type hydraulic stepless transmission.

  The vehicle speed controller 32 changes the transmission ratio of the transmission 27 by changing the angle of the swash plate of the transmission 42 by an actuator (not shown). Thereby, the traveling airframe 2 can be decelerated (accelerated) until the desired vehicle speed is reached, or the traveling airframe 2 can be stopped. By adjusting the change speed of the angle of the swash plate of the transmission 42, the degree of deceleration of the traveling vehicle 2 can be adjusted. By adjusting the degree of deceleration of the traveling airframe 2, it is possible to adjust the distance from when the traveling airframe 2 starts to decelerate to when it stops.

  The steering controller 33 controls the turning angle of the front wheel 5 when the steering mode is the automatic steering mode. Specifically, a steering actuator 43 is provided in the middle of the rotation shaft (steering shaft) of the steering handle 8. The steering controller 33 controls the steering actuator 43 so that the rotation angle of the steering wheel 8 becomes the target turning angle. Thereby, the turning angle of the front wheel 5 of the traveling body 2 is controlled.

  The elevation controller 34 controls the elevation of the planting unit 3. The lift controller 34 drives the lift cylinder 15 by opening and closing a solenoid valve (not shown) based on a control signal input from the control unit 4 to appropriately drive the planting unit 3 up and down. The lift controller 34 can support the planting unit 3 at a desired height such as a non-work height at which the planting work is not performed and a working height at which the planting work is performed.

  The PTO controller 35 controls the rotation of the PTO shaft 14. Specifically, the rice transplanter 1 is provided with a PTO clutch 45 for switching transmission / disconnection of power to the PTO shaft 14. In this configuration, the PTO controller 35 switches the PTO clutch 45 based on the control signal input from the control unit 4 and rotationally drives the planting input case 20 of the planting unit 3 via the PTO shaft 14 or This rotational drive can be stopped.

  The control unit 4 is electrically connected to a position information calculation unit 49 (positioning unit). A positioning signal received by the satellite signal reception antenna 46 is input to the position information calculation unit 49. The satellite signal receiving antenna 46 receives a signal from a positioning satellite that constitutes a satellite navigation system (GNSS: Global Navigation Satellite System). The position information calculation unit 49 calculates position information of the traveling body 2 or the planting unit 3 (strictly, the satellite signal receiving antenna 46) as latitude / longitude information, for example.

  The control unit 4 includes a microcomputer. The microcomputer includes a CPU and a storage unit (ROM, RAM, non-volatile memory, hard disk, etc.) 60. The storage unit 60 stores programs and various data. The microcomputer functions as a plurality of function processing units by executing a predetermined program stored in the storage unit 60.

  The plurality of function processing units include a steering mode switching control unit 50, a switching timing recognition promoting unit 51, and the like. The steering mode switching control unit 50 switches the steering mode of the traveling vehicle 2 between the automatic steering mode and the manual steering mode in accordance with the user's operation (automatic steering start operation and automatic steering release operation).

  The switching timing recognition promoting unit 51 sets the steering mode from the automatic steering mode so that the rice transplanter 1 (at least the planting unit 3) does not enter the non-work area N when the steering mode of the traveling vehicle 2 is the automatic steering mode. The user is made aware of the timing of switching to the manual steering mode. The switching timing recognition promoting unit 51 is configured by the notification control unit 52.

  A predetermined reference position CP is set at the end E side of each linear path P (see FIG. 3). The reference position CP is a position on the upstream side in the traveling direction of, for example, 10 m from the terminal end E. The area between the reference position CP and the end E is called the end area EA.

  When the traveling airframe 2 enters the end side area EA when the steering mode of the traveling airframe 2 is the automatic steering mode, the notification control unit 52 notifies that the traveling airframe 2 has entered the end area EA, as shown in FIG. Inform the user through. “The traveling body 2 enters the termination area EA” may mean, for example, that the tip of the traveling body 2 reaches the traveling direction downstream side of the reference position CP, and the satellite signal reception antenna 46 May mean that the traveling direction downstream of the reference position CP is reached.

  The storage unit 60 includes an area storage unit 61, a linear route storage unit 62, and a reference position storage unit 63. The area storage unit 61 stores information on the preset work area W (specifically, information on the position and shape of the work area W, etc.) and information on the non-work area N which is the remaining area. Ru. The linear path storage unit 62 stores the positions of the plurality of linear paths P set in the work area W, and the positions of the start end S and the end E of each linear path P. The reference position storage unit 63 stores the reference position CP set on each linear route P.

  Hereinafter, the steering mode switching control unit 50 and the switching timing recognition promoting unit 51 will be described in detail.

  FIG. 5 is a flowchart for explaining an example of the mode switching process by the steering mode switching control unit 50 of the control unit 4. When the steering mode switching control unit 50 is activated, mode switching processing is started. The user operates the steering handle 8 to position the traveling body 2 at the starting end S of the straight path P on the most end side (the leftmost side of the paper surface of FIG. 3) of the working area W in the longitudinal direction. The changeover switch lights up, and it becomes possible to switch the steering mode by the operation of the user.

  Referring to FIG. 5, steering mode switching control unit 50 monitors whether or not the user has performed an automatic steering start operation (step S1), and whether or not the user has performed an automatic steering cancellation operation (step S2). If the automatic steering start operation has been performed (step S1: YES), the steering mode switching control unit 50 determines the current steering mode of the traveling airframe 2 (step S3). If the current steering mode is the manual steering mode (step S3: YES), the steering mode switching control unit 50 switches the steering mode to the automatic steering mode (step S4). Then, the steering mode switching control unit 50 returns to step S1. If the current steering mode is the automatic steering mode (step S3: NO), the steering mode switching control unit 50 returns to step S1.

  If the automatic steering cancellation operation has been performed in step S2 (step S2: YES), the steering mode switching control unit 50 determines the current steering mode of the traveling vehicle body 2 (step S5). If the current steering mode is the automatic steering mode (step S5: YES), the steering mode switching control unit 50 switches the steering mode to the manual steering mode (step S6). Then, the steering mode switching control unit 50 returns to step S1. If the current steering mode is the manual steering mode in step S5 (step S5: NO), the steering mode switching control unit 50 returns to step S1.

  The mode switching process is continued until traveling on the straight line path P on the most other end side (rightmost side of the paper surface of FIG. 3) of the work area W in the longitudinal direction is completed.

  FIG. 6 is a flowchart showing a procedure of switch timing recognition promotion processing by the switch timing recognition promotion unit 51 of the control unit 4. The switching timing recognition promoting unit 51 is activated to start switching timing recognition promoting processing.

  With reference to FIG. 6, the notification control unit 52 of the switching timing recognition promoting unit 51 determines whether or not the traveling body 2 has reached the starting end S of the linear route P (first linear route P1) (step S11). If traveling body 2 has reached start point S of linear route P (step S11: YES), notification control unit 52 determines whether traveling body 2 has entered into termination-side area EA (step S12). S12). If the traveling body 2 has not reached the start end S of the linear route P (step S11: NO), the notification control unit 52 returns to step S11.

  If the traveling body 2 has entered the terminal area EA (step S12: YES), the notification control unit 52 determines the steering mode of the traveling body 2 (step S13). When traveling machine body 2 has not entered into terminal area EA (step S12: NO), notification control unit 52 returns to step S12.

  If the steering mode of the traveling vehicle 2 is the automatic steering mode (step S13: YES), the notification control unit 52 instructs the user via the notification unit 12 that the traveling vehicle 2 has entered the termination area EA. The notification is made (step S14). Specifically, when the notification unit 12 is a warning buzzer, the notification control unit 52 causes the notification unit 12 to emit a warning sound when the traveling vehicle body 2 enters the termination area EA. When the notification unit 12 is a warning lamp, the notification control unit 52 causes the notification unit 12 to light or blink when the traveling vehicle body 2 enters the termination area EA. Then, the notification control unit 52 returns to step S11, and determines whether or not the traveling body 2 has reached the start end S of the next linear path P (second linear path P2).

  If the steering mode of the traveling vehicle 2 is the manual steering mode in step S13 (step S13: NO), the notification control unit 52 does not notify the user that the traveling vehicle 2 has entered the termination area EA. Then, the process returns to step S11, and it is determined whether the traveling body 2 has reached the start end S of the next linear route P (second linear route P2).

  The switching timing recognition promotion processing is continued until traveling on the straight line path P on the most other end side (rightmost side of the paper surface of FIG. 3) of the work area W in the longitudinal direction is completed.

  As described above, the rice transplanter 1 includes the traveling machine body 2, the position information calculation unit 49 (positioning unit), the steering mode switching control unit 50, and the notification control unit 52. According to this configuration, when the steering mode of the traveling airframe 2 traveling on the linear path P (first linear path P1) is the automatic steering mode, the notification control unit 52 determines that the traveling airframe 2 is in the end region Inform the user that he has entered the EA. This allows the user to know that it is time to switch the steering mode to the manual steering mode. Therefore, the user can easily switch the steering mode to the manual steering mode (automatic steering cancellation operation) before the traveling vehicle body 2 enters the non-working area N. Therefore, the user can turn the traveling airframe 2 immediately after the traveling airframe 2 enters the non-work area N. Immediately after the traveling body 2 enters the non-working area N is, for example, when the rear end of the planting part 3 has reached the end E. Therefore, if the non-working area N having a width sufficient for turning is set, the traveling body 2 can smoothly turn in the non-working area N. As a result, the non-work area N can be narrowed.

  Next, the switching timing recognition promoting unit 51P of the control unit 4P according to the first modification will be described. FIG. 7 is a block diagram showing a configuration of control unit 4P.

  Referring to FIG. 7, control unit 4P includes a steering mode switching control unit 50 and a switching timing recognition promoting unit 51P. Unlike the switching timing recognition promoting unit 51 shown in FIG. 4, the switching timing recognition promoting unit 51P of the first modification further includes a first stop command output unit 53 in addition to the notification control unit 52.

  The first stop command output unit 53 travels when the traveling body 2 reaches a predetermined command position OP (see the two-dot chain line in FIG. 3) set in the termination area EA after notification by the notification control unit 52 When the steering mode of the airframe 2 is the automatic steering mode, the first stop command for stopping the traveling of the traveling airframe 2 is output.

  The command position OP is, for example, a position on the upstream side in the traveling direction 4 m from the terminal end E. Since the command position OP is set in the terminal end area EA, it is naturally located on the downstream side of the reference position CP in the traveling direction. By outputting the first stop command, the traveling of the traveling airframe 2 is stopped before the traveling airframe 2 enters the non-working area N. “The traveling body 2 reaches the command position OP” may mean, for example, that the tip of the traveling body 2 reaches the command position OP, and the satellite signal reception antenna 46 reaches the command position OP. It may mean.

  When the first stop command is output, the vehicle speed controller 32 changes the angle of the swash plate of the transmission 42 to stop the traveling of the traveling airframe 2 before the traveling airframe 2 enters the non-working area N. As described above, the traveling of the traveling vehicle 2 is decelerated. After stopping by the first stop command, the traveling vehicle body 2 is maintained in the stopped state until the automatic steering release operation is performed. And if automatic steering cancellation | release operation is performed, the traveling body 2 will start driving | running | working again. When the automatic steering release operation is performed during deceleration of the traveling vehicle 2, the traveling vehicle 2 travels in the manual steering mode without stopping.

  The command position OP set for each linear path P is stored in the command position storage unit 64 of the storage unit 60 (see the two-dot chain line in FIG. 4).

  FIG. 8 is a flowchart showing a procedure of switch timing recognition promotion processing by the switch timing recognition promotion unit 51P of the first modification. The switching timing recognition promoting unit 51P is activated to start switching timing recognition promoting processing.

  With reference to FIG. 8, the notification control unit 52 of the switching timing recognition promoting unit 51P determines whether the traveling body 2 has reached the start end S of the linear route P (first linear route P1) (step S21). If traveling body 2 has reached start point S of linear route P (step S21: YES), notification control unit 52 determines whether traveling body 2 has entered into termination-side area EA (step S21). S22). If the traveling body 2 has not reached the start end S of the linear path P (step S21: NO), the notification control unit 52 returns to step S21.

  If the traveling body 2 has entered the terminal end area EA (step S22: YES), the notification control unit 52 determines the steering mode of the traveling body 2 (step S23). If the traveling body 2 has not entered the terminal end area EA (step S22: NO), the process returns to step S22.

  When the steering mode of the traveling vehicle 2 is the automatic steering mode (step S23: YES), the notification control unit 52 instructs the user that the traveling vehicle 2 has entered the termination area EA, via the notification unit 12. The notification is made (step S24). Specifically, when the notification unit 12 is a warning buzzer, the notification control unit 52 causes the notification unit 12 to emit a warning sound when the traveling vehicle body 2 enters the termination area EA. When the notification unit 12 is a warning lamp, the notification control unit 52 turns on or blinks the warning lamp when the traveling vehicle body 2 enters the termination area EA. Then, the switching timing recognition promoting unit 51P proceeds to step S25.

  When the steering mode of the traveling vehicle 2 is the manual steering mode in step S23 (step S23: NO), the notification control unit 52 does not notify the user that the traveling vehicle 2 has entered the termination area EA. The switching timing recognition promoting unit 51P proceeds to step S25.

  In step S25, the first stop command output unit 53 of the switching timing recognition promoting unit 51P determines whether or not the position of the traveling machine body 2 is at the commanded position OP. When the position of the traveling machine body 2 reaches the command position OP (step S25: YES), the first stop instruction output unit 53 determines the current steering mode of the traveling body 2 (step S26).

  If the current steering mode of the traveling vehicle body 2 is the automatic steering mode (step S26: YES), the first stop instruction output unit 53 outputs a first stop instruction (step S27). Then, if the current steering mode of the traveling vehicle 2 is the manual steering mode in step S26 (step S26: NO), the first stop instruction output unit 53 does not output the first stop instruction, and step S21. Return to Returning to step S21, the notification control unit 52 determines whether or not the traveling body 2 has reached the start end S of the next linear path P (second linear path P2).

  The switching timing recognition promotion processing by the switching timing recognition promotion unit 51P is continued until traveling on the straight line path P on the most other end side (rightmost side of the paper surface of FIG. 3) of the work area W in the longitudinal direction is finished.

  According to the first modification, the first stop command output unit 53 when the steering mode of the traveling airframe 2 when the traveling airframe 2 reaches the command position OP after notification by the notification control unit 52 is the automatic steering mode. Outputs the first stop command.

  Therefore, even if the user does not notice the notification by the notification control unit 52 or when the user ignores the notification by the notification control unit 52, before the traveling machine body 2 enters the non-working area N, The traveling vehicle 2 is stopped in the end area EA. This forces the user to switch the steering mode to the manual steering mode. Therefore, the user can steer the traveling airframe 2 manually at least near the end E of the linear path P (first linear path P1). Therefore, the user can turn the traveling airframe 2 immediately after the traveling airframe 2 enters the non-working area N.

  Next, the switching timing recognition promoting unit 51Q of the control unit 4Q according to the second modification will be described. FIG. 9 is a block diagram showing the configuration of the switching timing recognition promoting unit 51Q. Referring to FIG. 9, control unit 4Q includes a steering mode switching control unit 50 and a switching timing recognition promoting unit 51Q. Unlike the switching timing recognition promoting unit 51 shown in FIG. 4, the switching timing recognition promoting unit 51 </ b> Q of the second modification does not include the notification control unit 52 but includes the second stop command output unit 54.

  The second stop command output unit 54 gradually decreases the vehicle speed of the traveling airframe 2 when the steering mode of the traveling airframe 2 when the traveling airframe 2 enters the end region EA is the automatic steering mode, A second stop command for stopping the traveling machine body 2 is output inside.

  When the second stop command is output, the vehicle speed controller 32 changes the angle of the swash plate of the transmission 42 to stop the traveling of the traveling airframe 2 before the traveling airframe 2 enters the non-working area N. Thus, the vehicle speed of the traveling vehicle 2 is gradually reduced. As shown in FIG. 3, the reference position CP is set on the upstream side of the command position OP in the traveling direction. Therefore, the second stop command output from the second stop command output unit 54 makes the vehicle speed of the traveling vehicle 2 gentler than the first stop command output from the first stop command output unit 53 (see FIG. 7). Decrease gradually.

  After the stop by the second stop command, the traveling machine body 2 is maintained in the stopped state until the automatic steering release operation is performed. And if automatic steering cancellation | release operation is performed, the traveling body 2 will start driving | running | working again. When the automatic steering release operation is performed during deceleration of the traveling vehicle 2, the traveling vehicle 2 travels in the manual steering mode without stopping.

  FIG. 10 is a flowchart showing a procedure of switch timing recognition promotion processing by the switch timing recognition promotion unit 51Q of the second modification. The switching timing recognition promoting unit 51Q is activated to start switching timing recognition promoting processing.

  Referring to FIG. 10, the second stop command output unit 54 of the switching timing recognition promoting unit 51 determines whether or not the traveling airframe 2 has reached the starting end S of the linear path P (first linear path P1). (Step S31). If the traveling body 2 has reached the start end S of the linear route P (step S31: YES), the second stop command output unit 54 determines whether the traveling body 2 has entered the termination side area EA. (Step S32). If the traveling body 2 has not reached the start end S of the linear path P (step S31: NO), the second stop instruction output unit 54 returns to step S31.

  If the traveling body 2 has entered the terminal area EA (step S32: YES), the second stop instruction output unit 54 determines the steering mode of the traveling body 2 (step S33).

  If the steering mode of the traveling body 2 is the automatic steering mode (step S33: YES), the second stop instruction output unit 54 outputs a second stop instruction (step S34). Then, the second stop command output unit 54 returns to step S31, and determines whether or not the traveling airframe 2 has reached the beginning S of the next linear path P (second linear path P2). If the current steering mode of the traveling vehicle 2 is the manual steering mode (step S33: NO), the second stopping instruction is not output, the process returns to step S31, and the traveling vehicle 2 follows the next straight route P It is determined whether or not the start end S of (the second linear path P2) has been reached.

  The switching timing recognition promoting processing by the switching timing recognition promoting unit 51Q is continued until traveling on the straight line path P on the most other end side (the rightmost side of the paper surface of FIG. 3) of the work area W in the longitudinal direction is completed.

  According to the second modification, when the steering mode of the traveling body 2 traveling on the linear path P (first linear path P1) is the automatic steering mode, the second stop command output unit 54 is on the end side A second stop command for stopping the traveling vehicle 2 in the area EA is output. The user can know that it is the timing at which the steering mode should be switched to the manual steering mode by the change in the vehicle speed (gradient decrease). Therefore, the user can easily switch the steering mode to the manual steering mode before the traveling airframe 2 enters the non-working area N. Therefore, the user can turn the traveling airframe 2 immediately after the traveling airframe 2 enters the non-work area N. Therefore, if the non-working area N having a width sufficient for turning is set, the traveling body 2 can smoothly turn in the non-working area N. As a result, the non-work area N can be narrowed.

  Even if the user does not notice the change in the vehicle speed or the user ignores the change in the vehicle speed, the traveling vehicle body in the termination area EA before the traveling vehicle body 2 enters the non-working region N 2 stops. This forces the user to switch the steering mode to the manual steering mode.

  Next, another example of the mode switching process by the steering mode switching control unit 50 of the control unit 4 will be described. FIG. 11 is a flowchart for explaining another example of the mode switching process by the steering mode switching control unit 50. The mode switching process of FIG. 11 is started by activating the steering mode switching control unit 50, as in the mode switching process of FIG. Then, by positioning the traveling body 2 at the starting end S of the linear path P on the most end side (the leftmost side of the paper surface of FIG. 3) of the work area W in the longitudinal direction, the switch of the operation unit 11 lights up, and the user The steering mode can be switched by the operation of.

  Referring to FIG. 11, in this mode switching process, steering mode switching control unit 50 determines whether or not the user has performed an automatic steering start operation by the user (step S41), and whether or not the user has canceled the automatic steering operation (step S42). Monitor). If the automatic steering start operation has been performed (step S41: YES), the steering mode switching control unit 50 determines the current steering mode of the traveling airframe 2 (step S43).

  If the current steering mode is the manual steering mode (step S43: YES), the steering mode switching control unit 50 proceeds to step S44. If the current steering mode is the automatic steering mode (step S43: NO), the steering mode switching control unit 50 returns to step S41.

  In step S44, the steering mode switching control unit 50 determines the position of the traveling machine body 2. If traveling body 2 is positioned in termination side area EA or in non-operation area N (step S44: YES), steering mode switching control unit 50 invalidates the automatic steering start operation (step S45). Then, the steering mode switching control unit 50 returns to step S41.

  The end side area EA may mean, for example, that the end of the traveling airframe 2 has reached the traveling direction downstream side of the reference position CP in the straight path P, and the satellite signal receiving antenna 46 is It may mean that the traveling direction downstream of the reference position CP is reached on the linear route P.

  When the traveling body 2 is not positioned in either the end side area EA or the non-working area N, that is, when the traveling body 2 is positioned on the straight path P upstream of the end side area EA in the traveling direction (Step S44: NO), the steering mode switching control unit 50 switches the steering mode to the automatic steering mode (step S46). Then, the steering mode switching control unit 50 returns to step S41.

  In step S42, when the automatic steering cancellation operation is performed (step S42: YES), the steering mode switching control unit 50 determines the current steering mode of the traveling vehicle body 2 (step S47).

  If the current steering mode is the automatic steering mode (step S47: YES), the steering mode switching control unit 50 switches the steering mode to the manual steering mode (step S48). Then, the steering mode switching control unit 50 returns to step S41. If the current steering mode is the manual steering mode (step S47: NO), the steering mode switching control unit 50 returns to step S41.

  As described above, the steering mode switching control unit 50 controls the traveling airframe until the starting end S of the next linear path P (the second linear path P2) is reached after the traveling airframe 2 enters the end area EA. The user's operation input (automatic steering start operation) for switching the steering mode 2 from the automatic steering mode to the manual steering mode may be invalidated. According to this configuration, it is possible to prevent the steering mode from being erroneously switched to the automatic steering mode after the traveling vehicle body 2 enters the termination side area EA. Therefore, the traveling airframe 2 is reliably prevented from entering the non-operation area N when the steering mode is the automatic steering mode.

  The present invention is not limited to the embodiments described above, and can be embodied in other forms.

  For example, mode switching control by steering mode switching control unit 50 shown in FIG. 11 is not limited to steering mode switching control unit 50 of control unit 4 shown in FIG. 4 but also steering mode switching control by control unit 4P according to the first modification. This can also be performed by the steering mode switching control unit 50 of the control unit 4Q according to the unit 50 or the second modification.

  Further, in the above-described embodiment, in step S11 of FIG. 6 and step S21 of FIG. 8, the notification control unit 52 of the switching timing recognition promoting unit 51 determines that the traveling body 2 is a straight route P (first straight route P1). It is determined whether or not the beginning S of S has been reached. However, unlike the above-described embodiment, in step S11 of FIG. 6 and step S21 of FIG. 8, the notification control unit 52 of the switching timing recognition promoting unit 51 detects the starting end S and the reference position It may be determined whether or not it is located in a region between the CP (main linear region). If so, for example, when the traveling aircraft body 2 is positioned halfway on the linear route P, the switching timing recognition promotion process shown in FIG. 6 or 8 is started, or from the middle position on the linear route P Even when the traveling body 2 enters a straight route, the switch timing recognition promotion processing is normally executed.

  The main linear region may include the start end S and the reference position CP in addition to the position between the start end S and the reference position CP.

  Also in step S31 of FIG. 10, unlike the above embodiment, it may be determined whether or not the second stop instruction output unit 54 of the switching timing recognition promotion unit 51 is positioned in the main linear region. .

  In addition, various modifications can be made within the scope of the claims.

1: Rice transplanter (field work machine)
2: traveling vehicle 49: position information calculation unit (positioning unit)
50: steering mode switching control unit 52: notification control unit 53: first stop command output unit 54: second stop command output unit CP: reference position E: end position EA: end side area F: field N: non-working area OP: Command position P1: first straight path P2: second straight path S: start end W: work area

Claims (4)

A field work machine for performing predetermined work in the work area of a field having a work area and a non-work area,
A first straight path having an end at the boundary between the work area and the non-work area, the non-work area, and a second straight path having a start at the boundary between the work area and the non-work area in this order And a traveling vehicle that runs on
A positioning unit that outputs the position of the field work machine as positioning information based on a positioning signal from a positioning satellite;
A steering mode switching control that switches the steering mode of the traveling machine according to the user's operation between an automatic steering mode in which the traveling body is steered automatically and a manual steering mode in which the user manually steers the traveling machine Department,
When the steering mode of the traveling body is the automatic steering mode, the traveling body is located in the end side area between the reference position set on the first linear path and the end of the first linear path. A field work machine including a notification control unit that notifies the user that the vehicle has entered.   After the notification by the notification control unit, if the steering mode of the traveling airframe is the automatic steering mode when the traveling airframe reaches the predetermined command position set in the terminal end region, the end side The agricultural field work machine according to claim 1, further comprising a stop command output unit that outputs a stop command for stopping the traveling machine body in the area. A field work machine for performing predetermined work in the work area of a field having a work area and a non-work area,
A first straight path having an end at the boundary between the work area and the non-work area, the non-work area, and a second straight path having a start at the boundary between the work area and the non-work area in this order And a traveling vehicle that runs on
A positioning unit that outputs the position of the field work machine as positioning information based on a positioning signal from a positioning satellite;
A steering mode switching control that switches the steering mode of the traveling machine according to the user's operation between an automatic steering mode in which the traveling body is steered automatically and a manual steering mode in which the user manually steers the traveling machine Department,
The steering mode of the traveling airframe when the traveling airframe enters the end side area between the reference position set on the first linear path and the end of the first linear path is the automatic steering mode. In some cases, the field work machine includes a stop command output unit that gradually decreases the vehicle speed of the traveling machine body and outputs a stop instruction for stopping the traveling machine body in the terminal area. The steering mode switching control unit is configured to automatically control the steering mode of the traveling body from the manual steering mode until the traveling body reaches the start end of the second linear path after the traveling body enters the terminal end region. The field work machine according to any one of claims 1 to 3, which is configured to invalidate a user's operation input for switching to the mode.

Images