JP6850760B2 - Automatic traveling device for work vehicles - Google Patents

Description

The present invention relates to an automatic traveling device for automatically traveling a work vehicle.

The above-mentioned automatic traveling device is used in an automatic traveling system that automatically travels a work vehicle along a target traveling route set in a traveling area while acquiring the current position of the working vehicle using a satellite positioning system. (See, for example, Patent Document 1).

In the automatic traveling device described in Patent Document 1, in order to detect obstacles in front, side, and rear of the work vehicle that automatically travels in the traveling area, cameras are provided on the front surface, the side surface, and the rear surface of the work vehicle, respectively. Obstacle sensor) is installed. Then, the automatic traveling device constantly monitors the surroundings of the work vehicle with cameras on the front surface, the side surface, and the rear surface, and when there is an obstacle in the vicinity, collision avoidance control or the like for stopping the work vehicle is performed. I try to do it.

Japanese Unexamined Patent Publication No. 2017-217945

In the automatic traveling device described in Patent Document 1, since a plurality of obstacle sensors for monitoring obstacles are always in operation, there is a problem that the power consumption of the obstacle sensors is large.
In this respect, it is not always necessary to constantly monitor the front and the rear when the work vehicle is automatically driven along the target traveling route. For example, a serious situation that causes the work vehicle to stop is when there is an obstacle in front when the work vehicle is moving forward or when there is an obstacle in the rear when the work vehicle is moving backward, and it is not always necessary to move forward and backward. There is no need to monitor at the same time. Further, even when the work vehicle is turning, the required monitoring form differs depending on the turning form.

In view of this situation, the main problem of the present invention is that when the work vehicle is automatically driven along the target travel route set in the travel region, the obstacle sensor is used according to the travel condition of the work vehicle on the target travel route. The point is to provide an automatic traveling device for a work vehicle that can efficiently monitor obstacles while reducing the power consumption in the vehicle.

The first feature configuration of the present invention includes an automatic traveling control unit that acquires position information by a satellite positioning system and automatically travels a work vehicle along a target traveling route set in a traveling area.
A front obstacle sensor provided in the work vehicle to detect an obstacle in front of the work vehicle, and a front obstacle sensor.
A rear obstacle sensor provided in the work vehicle to detect an obstacle behind the work vehicle, and a rear obstacle sensor.
An obstacle control unit that performs an obstacle detection process that detects an obstacle based on the detection information of the front obstacle sensor or the rear obstacle sensor.
A sensor switching control unit that switches each of the front obstacle sensor and the rear obstacle sensor into an operating state and a stopped state according to the traveling condition of the work vehicle on the target traveling route is provided. At the point.

According to this configuration, by providing an automatic driving control unit, an obstacle sensor, and an obstacle control unit, position information is acquired from the satellite positioning system and the work vehicle is automatically driven along the target driving route. At that time, when there is an obstacle in the monitoring area of the obstacle sensor provided in the work vehicle, the obstacle can be detected and the collision between the work vehicle and the obstacle can be avoided.
Then, by providing the sensor switching control unit, for example, one obstacle sensor facing the traveling direction of the work vehicle is put into an operating state and the other obstacle sensor is put into a stopped state on the target traveling path. The front obstacle sensor and the rear obstacle sensor can be switched between the operating state and the stopped state according to the traveling condition of the work vehicle.
Therefore, when the work vehicle is automatically driven along the target travel route set in the travel area, an obstacle is caused while reducing the power consumption of the obstacle sensor according to the travel condition of the work vehicle on the target travel route. It is possible to efficiently monitor objects.

The second characteristic configuration of the present invention is that the sensor switching control unit operates only one of the front obstacle sensor and the rear obstacle sensor, and the front obstacle sensor. The point is to switch between the operating state of both the rear side obstacle sensor and the operating state of both of the rear obstacle sensors according to the traveling condition of the work vehicle on the target traveling path.

According to this configuration, the sensor switching control unit can monitor only one of the front and rear, but the power consumption is low, while the operating state, and the power consumption is high, but both front and rear can be monitored. It is possible to switch according to the traveling condition of the work vehicle on the target traveling route, and it is possible to effectively monitor obstacles while reducing the power consumption of the obstacle sensor.

In the third characteristic configuration of the present invention, the target traveling path has a plurality of straight paths and a turning path connecting the ends of the adjacent straight paths.
The turning path can be set as a first turning path that turns only by the forward running of the work vehicle and a second turning path that turns by combining the forward running and the backward running of the work vehicle.
The sensor switching control unit
When the work vehicle is traveling forward on the straight path and when the work vehicle is traveling on the first turning path, the front obstacle sensor is activated. ,
When the work vehicle is traveling backward on the straight path, the rear obstacle sensor is set to the operating state, and the one-sided operating state is set.
When the work vehicle is traveling on the second turning path, both of them are in the operating state.

Here, the first turning path is a turning path that turns only when the work vehicle travels forward, and is a turning path that is set when, for example, a minimum turning radius or more of the work vehicle can be secured as the turning radius. The second turning path is a path that turns by combining forward traveling and reverse traveling of the work vehicle. For example, it is not possible to secure a turning radius equal to or larger than the minimum turning radius of the working vehicle, and the working vehicle needs to turn back during the turning running. It is a turning path that is set when there is.

According to this configuration, when the work vehicle is traveling forward on the straight path and when the work vehicle is traveling on the first turning path (that is, traveling forward), the sensor switching control unit is used. Since the front obstacle sensor is in the operating state while the rear obstacle sensor is in the operating state, it is possible to appropriately monitor the traveling direction with the front obstacle sensor while reducing the power consumption by stopping the rear obstacle sensor. it can.
Further, when the work vehicle is traveling in the reverse direction on the straight path, the sensor switching control unit activates the rear obstacle sensor while operating the sensor, so that the front obstacle sensor is stopped and the power is supplied. While reducing the amount of consumption, the direction of travel can be appropriately monitored by the rear obstacle sensor.
Further, the sensor switching control unit is used when the work vehicle is traveling on the second turning path, that is, when the work vehicle is traveling while switching between forward traveling and reverse traveling in a short period of time by turning back during turning. Since both the front obstacle sensor and the rear obstacle sensor are in the operating state, there is no delay in switching between forward running and reverse running in a short period of time, and the work vehicle. The direction of travel can be properly monitored.
Therefore, each of the front obstacle sensor and the rear obstacle sensor can be operated in the minimum necessary conditions, and the power consumption of the obstacle sensor can be efficiently reduced.

The figure which shows the schematic structure of the automatic driving system Block diagram showing the schematic configuration of the autonomous driving system Diagram showing the target driving route The figure which shows the upper part of the tractor in the front view The figure which shows the upper part of the tractor in the rear view The figure which shows the antenna unit and the front rider sensor at the use position in the side view. Perspective view showing the support structure of the antenna unit and the front rider sensor The figure which shows the antenna unit and the front rider sensor in the non-use position in the side view. The figure which shows the roof, the antenna unit, the front rider sensor, and the rear rider sensor in the side view in the used position and the non-used position. Perspective view showing the support structure of the rear rider sensor The figure which shows the measurement range of the front rider sensor and the rear rider sensor in the side view. The figure which shows the measurement range of the front rider sensor, the rear rider sensor and sonar in a plan view. The figure which shows the 3D image generated from the measurement result of the front rider sensor The figure which shows the 3D image generated from the measurement result of the rear rider sensor in the state where the work apparatus is positioned in a descending position. The figure which shows the 3D image generated from the measurement result of the rear rider sensor in the state where the work apparatus is positioned in an ascending position. The figure which shows the 1st running example of a tractor (1) The figure which shows the 1st running example of a tractor (2) The figure which shows the 1st running example of a tractor (3) The figure which shows the 2nd running example of a tractor The figure which shows the 3rd running example of a tractor (1) The figure which shows the 3rd running example of a tractor (2) The figure which shows the 3rd running example of a tractor (3) FIG. 6 showing an example of the third running of the tractor (4) FIG. (5) showing a third running example of the tractor The figure which shows the 4th running example of a tractor Flow chart showing the operation flow of sensor switching control The figure which shows the running example of the tractor in another embodiment The figure which shows the running example of the tractor in another embodiment

An embodiment in the case where the work vehicle provided with the automatic traveling device according to the present invention is applied to the automatic traveling system will be described with reference to the drawings.
In this automatic traveling system, as shown in FIG. 1, the tractor 1 is applied as the work vehicle according to the present invention, but other than the tractor, a passenger rice transplanter, a combine, a passenger mower, a wheel loader, a snowplow, etc. And unmanned work vehicles such as unmanned mowers can be applied.

As shown in FIGS. 1 and 2, this automatic driving system is a mobile phone that is set to communicate with an automatic traveling unit 2 (corresponding to an automatic traveling device) mounted on a tractor 1 and an automatic traveling unit 2. It is equipped with a communication terminal 3. As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a touch-operable display unit 51 (for example, a liquid crystal panel) or the like can be adopted.

The tractor 1 includes left and right front wheels 5 that function as driveable steering wheels, and a traveling machine body 7 that has left and right rear wheels that can be driven. A bonnet 8 is arranged on the front side of the traveling machine body 7, and an electronically controlled diesel engine (hereinafter, referred to as an engine) 9 equipped with a common rail system is provided in the bonnet 8. A cabin 10 forming a boarding-type driving unit is provided behind the bonnet 8 of the traveling machine body 7.

The tractor 1 can be configured to the rotary tillage specification by connecting the rotary tillage device, which is an example of the work device 12, to the rear part of the traveling machine body 7 via a three-point link mechanism 11 so as to be able to move up and down and roll. it can. Instead of the rotary tillage device, a working device 12 such as a plow, a sowing device, a spraying device, etc. can be connected to the rear part of the tractor 1.

As shown in FIG. 2, the tractor 1 includes an electronically controlled transmission 13 that shifts power from the engine 9, a fully hydraulic power steering mechanism 14 that steers the left and right front wheels 5, and left and right rear wheels 6. Left and right side brakes for braking (not shown), electronically controlled brake operation mechanism 15 that enables hydraulic operation of the left and right side brakes, work clutch that interrupts transmission to work devices 12 such as rotary tillers (Fig.) (Not shown), an electronically controlled clutch operating mechanism 16 that enables hydraulic operation of the work clutch, an electrohydraulic control type lifting drive mechanism 17 that lifts and lowers the work device 12 such as a rotary tiller, automatic running of the tractor 1, etc. The vehicle-mounted electronic control unit 18 having various control programs related to the above, the vehicle speed sensor 19 for detecting the vehicle speed of the tractor 1, the steering angle sensor 20 for detecting the steering angle of the front wheels 5, and the current position and current orientation of the tractor 1 are measured. The positioning unit 21 and the like are provided.

An electronically controlled gasoline engine equipped with an electronic governor may be adopted as the engine 9. As the transmission 13, a hydraulic mechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt type continuously variable transmission, or the like can be adopted. As the power steering mechanism 14, an electric power steering mechanism 14 or the like provided with an electric motor may be adopted.

As shown in FIGS. 4 and 5, the cabin 10 includes a cabin frame 31 forming the framework of the cabin 10, a windshield 32 covering the front side, a rear glass 33 covering the rear side, and an axial center circumference along the vertical direction. It is configured in a box shape with a pair of left and right doors 34 (see FIG. 1) that can be oscillated and opened and closed, and a roof 35 on the ceiling side. The cabin frame 31 includes a pair of left and right front columns 36 arranged at the front end and a pair of left and right rear columns 37 arranged at the rear end. In a plan view, the front columns 36 are arranged at the left and right corners on the front side, and the rear columns 37 are arranged at the left and right corners on the rear side. The cabin frame 31 is supported on the traveling machine body 7 via a vibration-proof member such as an elastic body, and anti-vibration measures are taken to prevent vibration from the traveling machine body 7 or the like from being transmitted to the cabin 10. In the state, the cabin 10 is provided.

Inside the cabin 10, as shown in FIG. 1, a steering wheel 38 that enables manual steering of the left and right front wheels 5 via a power steering mechanism 14 (see FIG. 2), a driver's seat 39 for passengers, and a touch panel It is equipped with an expression display unit and various operating tools. Both lateral sides of the front portion of the cabin 10 are provided with step 41 for getting on and off the cabin 10 (driver's seat 39).

As shown in FIG. 2, the in-vehicle electronic control unit 18 includes a speed change control unit 181 that controls the operation of the speed change device 13, a braking control unit 182 that controls the operation of the left and right side brakes, and a work device 12 such as a rotary tiller. The work device control unit 183 that controls the operation, the steering angle setting unit 184 that sets the target steering angles of the left and right front wheels 5 during automatic driving and outputs them to the power steering mechanism 14, and the preset target driving for automatic driving. It has a non-volatile vehicle-mounted storage unit 185 and the like for storing the path P (see, for example, FIG. 3) and the like.

As shown in FIG. 2, the positioning unit 21 is a satellite that measures the current position and current orientation of the tractor 1 by using GPS (Global Positioning System), which is an example of a satellite positioning system (NSS: Navigation Satellite System). It is equipped with a navigation device 22, an inertial measurement unit (IMU) 23 and the like that have a three-axis gyroscope, a three-direction acceleration sensor, and the like to measure the attitude and orientation of the tractor 1. Positioning methods using GPS include DGPS (Differential GPS: relative positioning system) and RTK-GPS (Real Time Kinematic GPS: interference positioning system). In this embodiment, RTK-GPS suitable for positioning of a moving body is adopted. Therefore, as shown in FIGS. 1 and 2, a reference station 4 that enables positioning by RTK-GPS is installed at a known position around the field.

As shown in FIG. 2, the tractor 1 and the reference station 4 are connected to the GPS antennas 24 and 61 that receive radio waves transmitted from the GPS satellite 71 (see FIG. 1), and between the tractor 1 and the reference station 4. Communication modules 25, 62 and the like that enable wireless communication of various data including positioning data in the above are provided. As a result, the satellite navigation device 22 receives the positioning data obtained by the GPS antenna 24 on the tractor side receiving the radio waves from the GPS satellite 71 and the GPS antenna 61 on the base station side receiving the radio waves from the GPS satellite 71. Based on the obtained positioning data, the current position and current orientation of the tractor 1 can be measured with high accuracy. Further, the positioning unit 21 is provided with the satellite navigation device 22 and the inertial measurement unit 23 to measure the current position, the current direction, and the attitude angle (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy. Can be done.

The GPS antenna 24, the communication module 25, and the inertial measurement unit 23 provided in the tractor 1 are housed in the antenna unit 80 as shown in FIG. The antenna unit 80 is arranged at an upper position on the front side of the cabin 10.

As shown in FIG. 2, the mobile communication terminal 3 has positioning data between the terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51 and the like, and the communication module 25 on the tractor side. A communication module 55, etc., which enables wireless communication of various data including the above is provided. The terminal electronic control unit 52 includes a travel route generation unit 53 that generates a target travel route P (for example, see FIG. 3) for travel guidance for automatically traveling the tractor 1, and various input data input by the user. It has a non-volatile terminal storage unit 54 and the like that stores the target travel route P and the like generated by the travel route generation unit 53.

When the travel route generation unit 53 generates the target travel route P, a user such as a driver or an administrator can use the work vehicle or the like according to the input guide for setting the target travel route displayed on the display unit 51 of the mobile communication terminal 3. Vehicle body data such as the type and model of the work device 12 is input, and the input vehicle body data is stored in the terminal storage unit 54. The travel area S (see FIG. 3) for which the target travel route P is to be generated is set as a field, and the terminal electronic control unit 52 of the mobile communication terminal 3 acquires field data including the shape and position of the field and is a terminal storage unit. I remember it in 54.

Explaining the acquisition of field data, when a user or the like drives and actually runs the tractor 1, the terminal electronic control unit 52 obtains the shape and position of the field from the current position of the tractor 1 acquired by the positioning unit 21. It is possible to acquire the position information for specifying the above. The terminal electronic control unit 52 specifies the shape and position of the field from the acquired position information, and acquires the field data including the traveling area S specified from the shape and position of the specified field. FIG. 3 shows an example in which the rectangular traveling region S is specified.

When the field data including the shape and position of the specified field is stored in the terminal storage unit 54, the traveling route generation unit 53 uses the field data and the vehicle body data stored in the terminal storage unit 54 to target. The travel path P is generated.

As shown in FIG. 3, the travel path generation unit 53 divides and sets the inside of the travel region S into a central region R1 and an outer peripheral region R2. The central region R1 is set in the central portion of the traveling region S, and is a reciprocating work region in which the tractor 1 is automatically traveled in the reciprocating direction in advance to perform a predetermined work (for example, work such as tillage). .. The outer peripheral region R2 is set around the central region R1 and is a circumferential work region in which the tractor 1 is automatically driven in the circumferential direction following the central region R1 to perform a predetermined work. The travel path generation unit 53 is, for example, based on the turning radius, the front-rear width, the left-right width, etc. of the tractor 1 included in the vehicle body data, the space for turning traveling required for the tractor 1 to be swiveled at the shore of the field. Seeking. The travel path generation unit 53 divides the travel region S into a central region R1 and an outer peripheral region R2 so as to secure a space or the like obtained on the outer circumference of the central region R1.

As shown in FIG. 3, the travel route generation unit 53 generates the target travel route P by using the vehicle body data, the field data, and the like. For example, the target travel path P includes a plurality of work paths P1 having the same straight-ahead distance in the central region R1 and arranged in parallel with a certain distance corresponding to the work width, and the start ends of adjacent work paths P1. It has a connecting path P2 that connects the ends and a circular path P3 (indicated by a dotted line in the figure) that orbits in the outer peripheral region R2. The plurality of work paths P1 are routes for performing predetermined work while traveling the tractor 1 in a straight line. The connecting path P2 is a U-turn path for changing the traveling direction of the tractor 1 by 180 degrees without performing a predetermined operation, and connects the end of the work path P1 and the start end of the next adjacent work path P1. ing. The orbital path P3 is a path for performing a predetermined operation while orbiting the tractor 1 in the outer peripheral region R2. The circuit path P3 switches the traveling direction of the tractor 1 by 90 degrees by switching the tractor 1 between forward traveling and reverse traveling at positions corresponding to the four corners of the traveling region S. Incidentally, the target travel route P shown in FIG. 3 is just an example, and what kind of target travel route is set can be changed as appropriate.

The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route data associated with vehicle body data, field data, and the like. The route data includes the azimuth angle of the target travel route P, the travel mode of the tractor 1 on the target travel route P (forward, reverse, straight, turning), the azimuth angle of the target travel route P, the travel mode of the tractor 1, and the like. The set engine speed, target running speed, etc. set accordingly are included.

In this way, when the travel route generation unit 53 generates the target travel route P, the terminal electronic control unit 52 transfers the route data from the mobile communication terminal 3 to the tractor 1, so that the vehicle-mounted electronic control unit 18 of the tractor 1 However, the route data can be acquired. The in-vehicle electronic control unit 18 automatically travels the tractor 1 along the target travel route P while acquiring its own current position (current position of the tractor 1) by the positioning unit 21 based on the acquired route data. Can be done. The current position of the tractor 1 acquired by the positioning unit 21 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, in a cycle of several seconds), and the mobile communication terminal 3 grasps the current position of the tractor 1. ing.

Regarding the transfer of the route data, the entire route data can be transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18 at once before the tractor 1 starts the automatic traveling. Further, for example, the route data including the target travel route P can be divided into a plurality of route portions for each predetermined distance with a small amount of data. In this case, in the stage before the tractor 1 starts automatic traveling, only the initial route portion of the route data is transferred from the terminal electronic control unit 52 to the vehicle-mounted electronic control unit 18. After the start of automatic driving, every time the tractor 1 reaches a route acquisition point set according to the amount of data or the like, the route data of only the subsequent route portion corresponding to that point is electronically controlled by the terminal electronic control unit 52. It may be transferred to the unit 18.

When starting the automatic traveling of the tractor 1, for example, when the user or the like moves the tractor 1 to the starting point and various automatic traveling start conditions are satisfied, the user displays the display unit 51 on the mobile communication terminal 3. The mobile communication terminal 3 transmits the automatic traveling start instruction to the tractor 1 by instructing the start of the automatic traveling. As a result, in the tractor 1, the in-vehicle electronic control unit 18 receives an instruction to start automatic driving, and while the positioning unit 21 acquires its own current position (current position of the tractor 1), the vehicle-mounted electronic control unit 18 sets the target traveling path P. The automatic running control for automatically running the tractor 1 along the line is started. The in-vehicle electronic control unit 18 automatically travels the tractor 1 along the target traveling path P in the traveling area S based on the positioning information of the tractor 1 acquired by the positioning unit 21 (corresponding to the satellite positioning system). It is configured as an automatic driving control unit that performs driving control.

The automatic driving control includes automatic shift control that automatically controls the operation of the transmission 13, automatic braking control that automatically controls the operation of the brake operation mechanism 15, automatic steering control that automatically steers the left and right front wheels 5, and a rotary tillage device. The automatic control for work, etc., which automatically controls the operation of the work device 12 such as, and the like are included.

In the automatic shift control, the shift control unit 181 determines the tractor 1 on the target travel path P based on the route data of the target travel route P including the target travel speed, the output of the positioning unit 21, and the output of the vehicle speed sensor 19. The operation of the transmission 13 is automatically controlled so that the target traveling speed set according to the traveling mode or the like can be obtained as the vehicle speed of the tractor 1.

In the automatic braking control, the braking control unit 182 sets the left and right side brakes behind the left and right in the braking region included in the route data of the target traveling path P based on the target traveling path P and the output of the positioning unit 21. The operation of the brake operating mechanism 15 is automatically controlled so as to properly brake the wheels 6.

In the automatic steering control, the steering angle setting unit 184 sets the target of the left and right front wheels 5 based on the route data of the target travel path P and the output of the positioning unit 21 so that the tractor 1 automatically travels on the target travel path P. The steering angle is obtained and set, and the set target steering angle is output to the power steering mechanism 14. The power steering mechanism 14 automatically steers the left and right front wheels 5 based on the target steering angle and the output of the steering angle sensor 20 so that the target steering angle is obtained as the steering angles of the left and right front wheels 5.

In the automatic work control, the work device control unit 183 performs work such as the start end of the work path P1 (see, for example, FIG. 3) by the tractor 1 based on the route data of the target travel path P and the output of the positioning unit 21. A predetermined work (for example, tilling work) by the work device 12 is started as the work device 12 reaches the start point, and the tractor 1 reaches the work end point such as the end of the work path P1 (for example, see FIG. 3). Along with this, the operations of the clutch operating mechanism 16 and the elevating drive mechanism 17 are automatically controlled so that the predetermined work by the working device 12 is stopped.

In this way, in the tractor 1, the transmission 13, the power steering mechanism 14, the brake operation mechanism 15, the clutch operation mechanism 16, the elevating drive mechanism 17, the in-vehicle electronic control unit 18, the vehicle speed sensor 19, the steering angle sensor 20, and the positioning. The automatic traveling unit 2 is composed of the unit 21, the communication module 25, and the like.

In this embodiment, it is possible not only to automatically drive the tractor 1 without the user or the like boarding the cabin 10, but also to automatically drive the tractor 1 with the user or the like boarding the cabin 10. Therefore, the tractor 1 can be automatically driven along the target traveling path P by the automatic traveling control by the in-vehicle electronic control unit 18 without the user or the like boarding the cabin 10, and the user or the like can board the cabin 10. Even in this case, the tractor 1 can be automatically driven along the target traveling path P by the automatic traveling control by the in-vehicle electronic control unit 18.

When a user or the like is on board the cabin 10, the vehicle-mounted electronic control unit 18 switches between an automatic driving state in which the tractor 1 is automatically driven and a manual driving state in which the tractor 1 is driven based on the driving of the user and the like. be able to. Therefore, it is possible to switch from the automatic driving state to the manual driving state while the target traveling route P is automatically traveling in the automatic driving state, and conversely, the manual driving is performed while the vehicle is traveling in the manual driving state. It is possible to switch from the state to the automatic driving state. Regarding switching between the manual driving state and the automatic driving state, for example, a switching operation unit for switching between the automatic driving state and the manual driving state can be provided in the vicinity of the driver's seat 39, and the switching operation unit is carried. It can also be displayed on the display unit 51 of the communication terminal 3. Further, when the user operates the steering wheel 38 during the automatic driving control by the vehicle-mounted electronic control unit 18, the automatic driving state can be switched to the manual driving state.

As shown in FIGS. 1 and 2, the tractor 1 is provided with an obstacle detection system 100 for detecting an obstacle around the tractor 1 (traveling machine 7) and avoiding a collision with the obstacle. ing. The obstacle detection system 100 uses a plurality of rider sensors (corresponding to obstacle sensors) 101 and 102 capable of measuring (detectable) the distance to the object to be measured in three dimensions using a laser, and ultrasonic waves. The sonar units 103 and 104 having a plurality of sonars capable of measuring (detectable) the distance to the object to be measured and the obstacle control unit 107 are provided. Here, the measurement objects to be measured by the rider sensors 101 and 102 and the sonar units 103 and 104 are objects, people, and the like.

The obstacle control unit 107 detects an object to be measured such as an object or a person within a predetermined distance as an obstacle based on the measurement information (detection information) of the rider sensors 101, 102 and the sonar units 103, 104. The detection process is performed, and when an obstacle is detected in the obstacle detection process, collision avoidance control is performed. The obstacle control unit 107 repeatedly performs obstacle detection processing based on the measurement information of the rider sensors 101 and 102 and the sonar units 103 and 104 in real time to appropriately detect obstacles such as objects and people, and the obstacles. Collision avoidance control is performed to avoid collision with an object.

The obstacle control unit 107 is provided in the vehicle-mounted electronic control unit 18. The in-vehicle electronic control unit 18 is communicably connected to the electronic control unit for the engine, the rider sensors 101, 102, the sonar units 103, 104, etc. included in the common rail system via CAN (Controller Area Network). ing.

The lidar sensors 101 and 102 measure the distance from the measurement object from the round-trip time until the laser light (for example, pulsed near-infrared laser light) hits the measurement object and bounces off (Time Of Flight). .. The lidar sensors 101 and 102 scan the laser beam in the vertical and horizontal directions at high speed, and sequentially measure the distance to the measurement target at each scanning angle to measure the distance to the measurement target in three dimensions. I'm measuring. The lidar sensors 101 and 102 repeatedly measure the distance to the object to be measured within the measurement range in real time. The lidar sensors 101 and 102 are configured to generate a three-dimensional image from the measurement result and output it to the outside. The three-dimensional image generated from the measurement results of the rider sensors 101 and 102 is displayed on a display device such as a display unit of the tractor 1 or a display unit 51 of the mobile communication terminal 3 so that the user or the like can visually recognize the presence or absence of an obstacle. be able to. By the way, in the three-dimensional image, for example, the distance in the perspective direction can be indicated by using a color or the like.

As the rider sensors 101 and 102, as shown in FIGS. 11 and 12, the front side of the tractor 1 (traveling machine 7) is set as the measurement range (detection range) C, and an obstacle on the front side of the tractor 1 is detected. The front rider sensor 101 (corresponding to the front obstacle sensor) and the rear side of the tractor 1 (traveling machine 7) are set as the measurement range (detection range) D, and obstacles on the rear side of the tractor 1 are detected. A rear rider sensor 102 (corresponding to a rear obstacle sensor) used for this purpose is provided.

Hereinafter, the front rider sensor 101 and the rear rider sensor 102 will be described. Of the support structure of the front rider sensor 101, the support structure of the rear rider sensor 102, the measurement range C of the front rider sensor 101, and the measurement range D of the rear rider sensor 102. It will be explained in order.

The support structure of the front rider sensor 101 will be described.
As shown in FIGS. 1 and 7, the front rider sensor 101 is attached to the bottom of the antenna unit 80 arranged at the upper position on the front side of the cabin 10. Therefore, first, the support structure of the antenna unit 80 will be described. Next, the mounting structure of the front rider sensor 101 to the bottom of the antenna unit 80 will be described.

As shown in FIGS. 4, 6 and 7, the antenna unit 80 is attached to a pipe-shaped antenna unit support stay 81 over the entire length of the cabin 10 in the left-right direction of the traveling machine body 7. The antenna unit 80 is arranged at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling machine body 7. The antenna unit support stay 81 is fixedly connected to the left and right mirror mounting portions 45 located diagonally forward to the left and right of the cabin 10. The mirror mounting portion 45 includes a mirror mounting base material 46 fixed to the front support column 36, a mirror mounting bracket 47 fixed to the mirror mounting base material 46, and a hinge portion 49 provided on the mirror mounting bracket 47. A mirror mounting arm 48 that is rotatable by the mirror is provided. As shown in FIG. 7, the antenna unit support stay 81 is formed in a bridge shape in which the left and right end side portions thereof are curved downward. The left and right ends of the antenna unit support stay 81 are fixedly connected to the upper end side portion of the mirror mounting bracket 47 via the first mounting plate 201. As shown in FIGS. 6 and 7, a horizontal mounting surface is formed on the upper end side portion of the mirror mounting bracket 47, and a horizontal horizontal mounting surface is also formed on the lower end side portion of the first mounting plate 201. Has been done. The antenna unit support stay 81 is fixedly connected in a posture extending in the horizontal direction by fastening with a connecting tool 50 such as a bolt and nut in a state where both mounting surfaces are overlapped vertically. Since the antenna unit 80 is supported by the front support column 36 constituting the cabin frame 31 via the antenna unit support stay 81 and the mirror mounting portion 45, the antenna is prevented from transmitting vibration to the antenna unit 80 and the like. The unit 80 is firmly supported.

Regarding the mounting structure of the antenna unit 80 to the antenna unit support stay 81, as shown in FIGS. 6 and 7, the second mounting plate 202 fixed to the antenna unit 80 side and the second mounting plate 202 fixed to the antenna unit support stay 81 side. 3 The antenna unit 80 is attached to the antenna unit support stay 81 by fastening the mounting plate 203 to the connecting tool 50 such as bolts and nuts.

As shown in FIG. 7, a pair of left and right second mounting plates 202 are provided in the left-right direction of the traveling machine body 7 at predetermined intervals. The second mounting plate 202 is formed of an L-shaped bent plate-like body having a stay-side mounting portion 202b extending downward from the outer end portion of the unit-side mounting portion 202a extending in the left-right direction. The second mounting plate 202 is mounted so that the unit-side mounting portion 202a is fixedly connected to the bottom of the antenna unit 80 by a connector 50 or the like, and the stay-side mounting portion 202b extends downward. Although not shown, the stay-side mounting portion 202b of the second mounting plate 202 is formed with a pair of front and rear round holes for connecting with a connecting tool or the like.

As shown in FIGS. 6 and 7, the third mounting plate 203 is formed of an L-shaped plate-like body in which the front side portion extends downward from the rear side portion. Similar to the second mounting plate 202, the third mounting plate 203 is provided in pairs on the left and right sides of the traveling machine body 7 at predetermined intervals in the left-right direction. The third mounting plate 203 is mounted in such a posture that the lower end edge of the rear side portion is fixedly connected to the upper portion of the antenna unit support stay 81 by welding or the like, and the front side portion is located on the front side of the antenna unit support stay 81. .. The third mounting plate 203 is formed with a long elongated hole 203a extending in the front-rear direction of the traveling machine body 7 from the front side portion to the rear side portion, and a round hole for connection is formed on the lower side of the front side portion. 203b is formed.

When the antenna unit 80 is attached to the antenna unit support stay 81, as shown in FIGS. 6 and 7, the antenna unit 80 is arranged above the antenna unit support stay 81, and the antenna of the communication module 25 is moved upward. Position it in a position where it extends to the side. The second mounting plate 202 is placed in the third mounting plate 202 so that the front and rear round holes in the stay-side mounting portion 202b of the second mounting plate 202 match the front side end portion and the rear side end portion in the elongated hole 203a of the third mounting plate 203. The second mounting plate 202 and the third mounting plate 203 are overlapped with each other so as to be positioned inward of the mounting plate 203. By inserting and fastening the connecting tool 50 through the round holes in the front and rear of the second mounting plate 202 and the elongated holes 203a of the third mounting plate 203, the antenna unit 80 is attached to the antenna unit support stay 81 at the position of use. Can be attached. At this time, the portion corresponding to the front side end portion and the rear side end portion in the elongated hole 203a is set as the connection portion by the connecting tool 50, and in each of the pair of left and right second mounting plates 202 and the third mounting plate 203. A total of four locations, the front side portion and the rear side portion, are the connecting portions by the connecting tool 50.

As shown in FIG. 6, the antenna unit 80 is positioned not only in the used position but also in the front side of the antenna unit support stay 81 as shown in FIG. 8, and the antenna of the communication module 25 is located on the front side. It is configured so that it can be freely attached to the antenna unit support stay 81 even in the unused position extending to.

When the antenna unit 80 is attached to the antenna unit support stay 81 in the unused position, the antenna unit 80 is positioned in the unused position as shown in FIG. With the second mounting plate 202 positioned inward of the third mounting plate 203 so that the front and rear round holes match the round hole 203b of the third mounting plate 203 and the front end of the elongated hole 203a. The second mounting plate 202 and the third mounting plate 203 are overlapped with each other. The connecting tool 50 is inserted through the round hole on the front side of the stay-side mounting portion 202b of the second mounting plate 202 and the round hole 203b of the third mounting plate 203, and the rear of the second mounting plate 202 in the stay-side mounting portion 202b. The antenna unit 80 can be attached to the antenna unit support stay 81 in an unused position by inserting and fastening the connecting tool 50 over the round hole on the side and the front end portion of the elongated hole 203a.

For example, when changing the antenna unit 80 from the used position (see FIG. 6) to the non-used position (see FIG. 8), as shown in FIG. 6, the front end portion of the elongated hole 203a of the third mounting plate 203. The connector 50 located at is removed, the connector 50 located at the rear end of the elongated hole 203a of the third mounting plate 203 is loosened, and the connector 50 is maintained in the state of being inserted into the elongated hole 203a. By moving the connector 50 forward along the elongated hole 203a from the rear end to the front end, and suspending the antenna unit 80 forward and downward with the connector 50 as the pivot axis, FIG. As shown in 8, the antenna unit 80 is repositioned to an unused position. Therefore, the connector 50 is inserted through the round hole on the front side of the second mounting plate 202 and the round hole 203b of the third mounting plate 203, and the round hole on the rear side of the second mounting plate 202 and the front of the elongated hole 203a are inserted. The connecting tool 50 can be inserted and fastened with the side end portion, and the position of the antenna unit 80 can be changed from the used position to the non-used position.

When the antenna unit 80 is attached at the used position, as shown in FIG. 9A, a part of the antenna unit 80 protrudes upward from the highest line Z passing through the highest portion 35a of the roof 35. , The antenna of the communication module 25 can be arranged on the upper side so that the wireless communication of the communication module 25 can be appropriately performed. On the other hand, when the antenna unit 80 is attached in the unused position, as shown in FIG. 9B, the upper end of the antenna unit 80 is located at the same height as the highest line Z or from the highest line Z. Is also placed in a low position. As a result, when transporting the tractor 1 or storing the tractor 1 in a storage location such as a barn, the antenna unit 80 does not protrude upward from the highest line Z, and the antenna unit 80 becomes an obstacle. , It is possible to prevent the antenna unit 80 from being damaged due to contact with an obstacle or the like.

As shown in FIG. 7, the mounting structure of the front rider sensor 101 to the antenna unit 80 is fastened with a connecting tool 50 such as a bolt and nut via the fourth mounting plate 204 and the fifth mounting plate 205, whereby the front rider is mounted on the front rider. The sensor 101 is attached to the bottom of the antenna unit 80. The fourth mounting plate 204 has a mounting surface portion 204a extending in the left-right direction, and both ends of the mounting surface portion 204a are formed in a bridge shape extending downward. The fifth mounting plate 205 has a pair of left and right mounting surface portions 205a facing each other in the left-right direction, and is formed in a bridge shape in which the upper end portions of the mounting surface portions 205a are connected to each other. The mounting surface portion 204a of the fourth mounting plate 204 is fixedly connected to the bottom portion of the antenna unit 80 by the connecting tool 50. The front side portion of the fourth mounting plate 204 and the rear side portion of the fifth mounting plate 205 are fixedly connected by the connecting tool 50. A pair of left and right mounting surface portions 205a of the fifth mounting plate 205 are fixedly connected to both lateral sides of the front rider sensor 101 by a connector 50. The front rider sensor 101 is mounted in a state of being sandwiched between the left and right mounting surface portions 205a of the fifth mounting plate 205 in the left-right direction.

As shown in FIG. 7, the front rider sensor 101 is detachably configured on the antenna unit 80 via the fourth mounting plate 204 and the fifth mounting plate 205. It is also possible to retrofit the front rider sensor 101, and it is also possible to remove only the front rider sensor 101. Further, since the antenna unit 80 is also detachably configured to be attached to and detached from the mirror mounting portion 45 via the antenna unit support stay 81, the front rider sensor 101 is attached to and detached from the traveling machine body 7 by itself. At the same time, it can be attached to and detached from the traveling machine body 7 together with the antenna unit 80. The front rider sensor 101 uses the antenna unit support stay 81 and the like that support the antenna unit 80 as a common support stay, and like the antenna unit 80, while preventing vibration transmission to the front rider sensor 101 and the like. It is strongly supported.

Since the front rider sensor 101 is integrally provided with the antenna unit 80, the front rider sensor 101 is as shown in FIG. 6 by changing the position of the antenna unit 80 between the used position and the non-used position. Also, the used position facing the front side of the traveling machine 7 and used for obstacle detection on the front side of the traveling machine 7, and the non-use position facing downward and not used for obstacle detection as shown in FIG. It is configured so that the position can be changed freely.

When the front rider sensor 101 is located at the position of use, as shown in FIGS. 6 and 9 (a), the front rider sensor 101 is a step of getting on and off the cabin 10 (driver's seat 39) in the vertical direction. It is located higher than 41 (see FIG. 1) and corresponds to the roof 35. The front rider sensor 101 is attached in a front-down posture, which is located on the lower side toward the front side portion. The front rider sensor 101 is provided so as to measure the front side of the traveling machine body 7 in a state of looking down from an obliquely upper side. Since the antenna unit support stay 81 is arranged at a position overlapping the front end portion 35b of the roof 35 in the front-rear direction of the traveling machine body 7 and near the front end portion 35b of the roof 35 in the vertical direction, the front rider sensor The 101 is arranged at a position near the front end portion 35b of the roof 35 on the diagonally upper front side by utilizing the space on the lower side of the antenna unit 80. As a result, as shown in FIG. 11, at least a part of the front rider sensor 101 overlaps with the front end portion 35b of the roof 35 from the line of sight of the passenger T seated in the driver's seat 39. The position of the front rider sensor 101 is such that at least a part of the front rider sensor 101 is hidden by the front end portion 35b of the roof 35. A part of the front rider sensor 101 is located outside the visible range B1 on the front side of the passenger T seated in the driver's seat 39, and the field of view of the passenger T seated in the driver's seat 39 is the front rider sensor 101. It can be suppressed from being blocked by.

When the front rider sensor 101 is located in the unused position, as shown in FIGS. 8 and 9 (b), the upper end of the front rider sensor 101 is set to the highest line Z (FIG. 9 (b)) as in the antenna unit 80. )) It is placed at a lower position. This prevents not only the antenna unit 80 but also the front rider sensor 101 from protruding above the highest line Z when transporting the tractor 1 or storing the tractor 1 in a storage location such as a barn. are doing.

Regarding the arrangement position of the front rider sensor 101, in the left-right direction of the traveling machine body 7, the front rider sensor 101 is arranged at the center of the antenna unit 80 in the left-right direction. Since the antenna unit 80 is arranged at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling aircraft 7, the front rider sensor 101 is also located at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling aircraft 7. Is located in.

As shown in FIGS. 6 and 7, in addition to the front rider sensor 101, a front camera 108 having an imaging range on the front side of the traveling machine body 7 is attached to the fifth mounting plate 205 by a connector or the like. The front camera 108 is arranged above the front rider sensor 101. Like the front rider sensor 101, the front camera 108 is attached in a front-down posture, which is located on the lower side toward the front side portion. The front camera 108 is provided so as to take an image of the front side of the traveling machine body 7 in a state of looking down from an obliquely upper side. It is configured so that the captured image captured by the front camera 108 can be output to the outside. The captured image of the front camera 108 can be displayed on a display device such as a display unit of the tractor 1 or a display unit 51 of the mobile communication terminal 3 so that the user or the like can visually recognize the situation around the tractor 1.

Next, the support structure of the rear rider sensor 102 will be described.
As shown in FIGS. 5 and 10, the rear rider sensor 102 is attached to a pipe-shaped sensor support stay 301 over the entire length of the cabin 10 in the left-right direction of the traveling machine body 7. The rear rider sensor 102 is arranged at a position corresponding to the central portion of the cabin 10 in the left-right direction of the traveling machine body 7.

As shown in FIGS. 5 and 10, the sensor support stays 301 are fixedly connected to the left and right rear columns 37 located at both left and right ends of the cabin 10. The sensor support stay 301 is formed in a bridge shape in a plan view in which the left and right ends of the sensor support stay 301 are curved diagonally forward. The left and right ends of the sensor support stay 301 are fixedly connected to the mounting members provided at the upper end side portions of the left and right rear columns 37 via the sixth mounting plate 206. A sixth mounting plate 206 is fixedly connected to both left and right ends of the sensor support stay 301 by welding or the like. By fastening the sixth mounting plate 206 and the mounting member provided at the upper end side portion of the rear support column 37 with the connecting tool 50, the sensor support stay 301 is fixedly connected in a posture extending in the horizontal direction.

As shown in FIG. 10, the rear rider sensor 102 is attached to the sensor support stay 301 via the seventh attachment plate 207 and the eighth attachment plate 208. .. The seventh mounting plate 207 has a pair of left and right side wall surface portions 207a facing each other in the left-right direction, and is formed in a bridge shape in which the upper end portions of the side wall surface portions 207a are connected to each other. The eighth mounting plate 208 has a pair of left and right mounting surface portions 208a facing each other in the left-right direction, and is formed in a bridge shape in which the upper end portions of the mounting surface portions 208a are connected to each other. The lower end edge of the side wall surface portion 207a of the seventh mounting plate 207 is fixedly connected to the sensor support stay 301 by welding or the like. The rear side portion of the seventh mounting plate 207 and the front side portion of the eighth mounting plate 208 are fixedly connected by the connecting tool 50. A pair of left and right mounting surface portions 208a of the eighth mounting plate 208 are fixedly connected to both lateral sides of the rear rider sensor 102 by a connecting tool 50. The rear rider sensor 102 is mounted in a state of being sandwiched between the left and right mounting surface portions 208a of the eighth mounting plate 208 in the left-right direction. A reinforcing plate 302 is fixedly connected to the front portion of the seventh mounting plate 207 by a connecting tool or the like. The front side portion of the reinforcing plate 302 is fixedly connected to the upper surface portion of the roof 35 by the connecting tool 50. The reinforcing plate 302 extends in the front-rear direction in a U-shape having standing walls with both left-right ends bent upward, and extends over the roof 35, the seventh mounting plate 207, and the sensor support stay 301. It is equipped.

As shown in FIGS. 9B and 10, the rear rider sensor 102 is arranged at a position higher than the boarding / alighting step 41 (see FIG. 1) in the vertical direction and at a position corresponding to the roof 35. The rear rider sensor 102 is attached to the sensor support stay 301 in a rearward lowering posture, which is located on the lower side toward the rear side portion. The rear rider sensor 102 is provided so as to measure the rear side of the traveling machine body 7 in a state of looking down from an obliquely upper side. Since the sensor support stay 301 is arranged at a position near the rear end portion 35c of the roof 35 in the front-rear direction of the traveling machine body 7 and at a position overlapping the rear end portion 35c of the roof 35 in the vertical direction, the rear rider The sensor 102 is arranged at substantially the same height as the rear end portion 35c of the roof 35 or at a position near the rear diagonally upper side. As a result, as shown in FIG. 11, at least a part of the rear rider sensor 102 overlaps with the rear end portion 35c of the roof 35 from the line of sight of the passenger T seated in the driver's seat 39. The rear rider sensor 102 is arranged at a position where at least a part of the rear rider sensor 102 is hidden by the rear end portion 35c of the roof 35. In the passenger T seated in the driver's seat 39, a part of the rear rider sensor 102 exists at a position outside the visible range B2 on the rear side, and the field of view of the passenger T seated in the driver's seat 39 is the rear rider sensor. It can be suppressed from being blocked by 102.

As shown in FIG. 10, the rear rider sensor 102 is detachably configured on the rear support column 37 via the sensor support stay 301, the seventh mounting plate 207, and the eighth mounting plate 208. The rear rider sensor 102 can be retrofitted, and the rear rider sensor 102 can be removed. Since the rear rider sensor 102 is supported by the rear support column 37 constituting the cabin frame 31 via the sensor support stay 301, the rear rider sensor 102 is firmly supported while preventing vibration transmission to the rear rider sensor 102. There is.

As shown in FIG. 10, a rear camera 109 whose imaging range is the rear side of the traveling machine body 7 is attached to the eighth mounting plate 208 by means of a connector or the like, in addition to the rear rider sensor 102. The rear camera 109 is arranged above the rear rider sensor 102. Like the rear rider sensor 102, the rear camera 109 is attached in a rear-down posture, which is located on the lower side toward the rear side portion. The rear camera 109 is provided so as to take an image of the rear side of the traveling machine body 7 in a state of looking down from an obliquely upper side. The image captured by the rear camera 109 can be output to the outside. The captured image of the rear camera 109 can be displayed on a display device such as a display unit of the tractor 1 or a display unit 51 of the mobile communication terminal 3 so that the user or the like can visually recognize the situation around the tractor 1.

The measurement range C of the front rider sensor 101 will be described.
The front rider sensor 101 has a left-right measurement range C1 in the left-right direction as shown in FIG. 12, and has a up-down measurement range C2 in the up-down direction as shown in FIG. As a result, the front rider sensor 101 is a quadrangular pyramid in the vertical, horizontal, and front-rear directions included in the left-right measurement range C1 and the top-bottom measurement range C2 in a range from itself to a position separated by the first set distance X1 (see FIG. 12). The shape measurement range C is set.

As shown in FIG. 12, the left-right measurement range C1 of the front rider sensor 101 is a left-right symmetrical range with the left-right center line of the traveling machine 7 as the axis of symmetry in the left-right direction of the traveling machine 7. The left-right measurement range C1 is set in the range of the first set angle α1 between the first boundary line E1 and the second boundary line E2 extending from the front rider sensor 101. The left-right measurement range C1 is set to a range larger than the width of the tractor 1 and the width of the work device 12 in the width direction of the traveling machine body 7. The size of the left and right measurement range C1 can be changed as appropriate.

As shown in FIG. 11, the vertical measurement range C2 of the front rider sensor 101 is set to the range of the second set angle α2 between the third boundary line E3 and the fourth boundary line E4 extending from the front rider sensor 101. There is. The third boundary line E3 is set to a horizontal line extending in the horizontal direction from the front rider sensor 101 to the front side, and the fourth boundary line E4 is from the first tangent line G1 from the front rider sensor 101 to the front upper part of the front wheel 5. Is also set to a straight line located on the lower side. The vertical measurement range C2 is set so that the first center line F1 between the third boundary line E3 and the fourth boundary line E4 is located above the bonnet 8 and is located above the bonnet 8. A sufficiently large measurement range is secured. By setting the fourth boundary line E4 below the first tangent line G1, the object to be measured such as an object or a person is located near the front end portion (front end portion of the bonnet 8) of the traveling machine body 7. Even if there is, it is possible to measure the object to be measured.

As shown in FIG. 11, a part of the bonnet 8 and a part of the front wheel 5 are included in the vertical measurement range C2 of the front rider sensor 101, so that the obstacle control unit 107 can move the front rider sensor 101. If the obstacle detection process is performed based on the measurement information of the above, there is a possibility that a part of the bonnet 8 or a part of the front wheel 5 is erroneously detected as an obstacle. Therefore, a first masking process is applied to prevent the false detection. In the first masking process, a masking range L in which a part of the bonnet 8 and a part of the front wheel 5 exists within the measurement range C of the front rider sensor 101 is not detected as an obstacle (see FIG. 13). Is preset as.

For example, in the first masking process, as a preprocess using the front rider sensor 101, the measurement by the front rider sensor 101 is actually performed, and the three-dimensional image generated from the measurement result at that time is displayed on the display unit of the tractor 1 or carried. The display is displayed on a display device such as the display unit 51 of the communication terminal 3. The user or the like operates the display device while checking the three-dimensional image of the display device to set the masking range L that does not detect as an obstacle. As shown in FIG. 13, if a part of the bonnet 8 and a part of the front wheel 5 are present on the three-dimensional image, the range La where the part of the bonnet 8 is present and the front wheel 5 The masking range L is set based on the reference range including the range Lb in which a part exists. As shown by the dotted line in the middle of FIG. 13, the front wheels 5 are steered to the left and right by operating the steering wheel 38, the power steering mechanism 14, and the like. Therefore, the masking range includes the steering range in which the front wheels 5 are steered to the left and right. It is preferable to set L.

In the one shown in FIG. 13, a chevron-shaped range larger than the reference range including the range La where a part of the bonnet 8 exists and the range Lb where a part of the front wheel 5 exists is set as the masking range L. are doing. Incidentally, the masking range L is set to a three-dimensional range in the front-rear direction, the left-right direction, and the up-down direction. The masking range L is set to a shape corresponding to the shape of the bonnet 8 and the front wheel 5 so as to include, for example, only the range La where a part of the bonnet 8 exists and the range Lb where a part of the front wheel 5 exists. The range and shape of the masking range L can be changed as appropriate.

In this way, the obstacle control unit 107 is included in the left-right measurement range C1 (see FIG. 12) in the left-right direction by performing the obstacle detection process based on the measurement information of the front rider sensor 101, and The presence or absence of an obstacle is detected in a range excluding the masking range L in the range included in the vertical measurement range C2 (see FIG. 11) in the vertical direction.

The measurement range D of the rear rider sensor 102 will be described.
Like the front rider sensor 101, the rear rider sensor 102 has a left-right measurement range D1 in the left-right direction as shown in FIG. 12, and a vertical measurement range D2 in the up-down direction as shown in FIG. Have. As a result, the rear rider sensor 102 has the vertical, horizontal, and front-rear quadrangular pyramids included in the left-right measurement range D1 and the top-bottom measurement range D2 in a range up to a position separated from itself by a third set distance X3 (see FIG. 12). The shape measurement range D is set. By the way, X1 and X3 can be set to the same distance or different distances.

As shown in FIG. 12, the left and right measurement range D1 of the rear rider sensor 102 is a third setting between the fifth boundary line E5 and the sixth boundary line E6 extending from the rear rider sensor 102, similarly to the front rider sensor 101. It is set in the range of the angle α3. Like the front rider sensor 101, the left-right measurement range D1 is set to a range larger than the width of the tractor 1 and the width of the work device 12 in the width direction of the traveling machine body 7. The size of the left and right measurement range D1 can be changed as appropriate.

As shown in FIG. 11, the vertical measurement range D2 of the rear rider sensor 102 is set to the range of the fourth set angle α4 between the seventh boundary line E7 and the eighth boundary line E8 extending from the rear rider sensor 102. There is. Since the work device 12 is provided so as to be able to move up and down between the ascending position and the lowering position, the working device 12 located in the lowering position is shown by a solid line in FIG. 12 is shown by a dotted line. The seventh boundary line E7 is set to a horizontal line extending in the horizontal direction from the rear rider sensor 102 to the rear side, and the eighth boundary line E8 is located at the rear upper part of the working device 12 located at a descending position from the rear rider sensor 102. It is set to a straight line located below the second tangent line G2. In the vertical measurement range D2, the second center line F2 between the seventh boundary line E7 and the eighth boundary line E8 is located above the working device 12 (indicated by the middle dotted line in FIG. 11) in the ascending position. The measurement range is sufficiently large on the upper side of the work device 12 in the ascending position. By setting the eighth boundary line E8 below the second tangent line G2, even if an object or a person or the like is present at a position near the rear end of the working device 12 at the descending position. , The object to be measured can be measured.

Since a part of the work device 12 is in the vertical measurement range D2 of the rear rider sensor 102, when the obstacle control unit 107 performs the obstacle detection process based on the measurement information of the rear rider sensor 102, There is a possibility that a part of the work device 12 may be erroneously detected as an obstacle. Therefore, a second masking process is applied to prevent the false detection. In the second masking process, within the measurement range D of the rear rider sensor 102, the range in which a part of the working device 12 exists is set in advance as the masking range L (see FIGS. 14 and 15) that does not detect as an obstacle. It is set.

For example, in the second masking process, as in the first masking process, as a preprocess using the rear rider sensor 102, the measurement by the rear rider sensor 102 is actually performed, and the three-dimensional image generated from the measurement result at that time is displayed. , The display device such as the display unit of the tractor 1 or the display unit 51 of the mobile communication terminal 3 is displayed. A user or the like operates the display device while checking the three-dimensional image of the display device to set the masking range L that does not detect obstacles.

As shown in FIG. 12, the working device 12 is moved up and down between the lowered position and the raised position (the position indicated by the dotted line in the figure). The tractor 1 lowers the work device 12 to the lower position and travels while performing a predetermined work, and raises the work device 12 to the ascending position to perform only the travel without performing the predetermined work. Therefore, in the second masking process, as the masking range L, a masking range L1 for the descending position and a masking range L2 for the ascending position are set as shown in FIG. In FIGS. 14 and 15, the portion of the working device 12 that exists within the measurement range D of the rear rider sensor 102 is shown by a solid line, and the portion that exists outside the measurement range D of the rear rider sensor 102 is indicated by a dotted line. Shown. By operating the lifting operation tool in the cabin 10, the working device 12 is positioned in the descending position, and the three-dimensional image generated from the measurement result of the rear rider sensor 102 at that time is used for the descending position. The masking range L1 is set. By operating the lifting operation tool in the cabin 10, the work device 12 is positioned in the ascending position, and the three-dimensional image generated from the measurement result of the rear rider sensor 102 at that time is used for the ascending position. The masking range L2 is set.

In those shown in FIGS. 14 and 15, a rectangular range larger than the reference range including the range Lc in which the working device 12 exists is set as the masking ranges L1 and L2. Incidentally, the masking range L is set to a three-dimensional range in the front-rear direction, the left-right direction, and the up-down direction. The masking range L can be set to a shape corresponding to the shape of the working device 12 so as to include only the range Lc in which the working device 12 exists, and the masking ranges L1 and L2 can be set to any range and shape. Can be changed as appropriate.

In this way, the obstacle control unit 107 is included in the left-right measurement range D1 (see FIG. 12) in the left-right direction by performing the obstacle detection process based on the measurement information of the rear rider sensor 102, and The presence or absence of an obstacle is detected in the range excluding the masking ranges L1 and L2 in the range included in the vertical measurement range D2 (see FIG. 11) in the vertical direction. The obstacle control unit 107 performs obstacle detection processing using the masking range L1 for the descending position when the work device 12 is located in the descending position, and ascends when the work device 12 is located in the ascending position. Obstacle detection processing is performed using the masking range L2 for the position.

Hereinafter, the sonar units 103 and 104 will be described.
The sonar units 103 and 104 are configured to measure the distance from the object to be measured from the round-trip time until the projected ultrasonic wave hits the object to be measured and bounces off. When any object exists as a measurement object within the measurement range, the sonar units 103 and 104 are configured to detect the measurement object as an obstacle and measure the distance to the obstacle.

As the sonar units 103 and 104, as shown in FIG. 12, the sonar unit 103 on the right side having the right side of the tractor 1 (traveling machine 7) as the measurement range, and the sonar unit 103 on the right side as shown in FIG. A sonar unit 104 on the left side having a measurement range on the left side is provided.

As shown in FIG. 12, the measurement range N of the sonar unit 103 on the right side and the measurement range N of the sonar unit 104 on the left side differ only in that the directions extending from the traveling machine body 7 are opposite to each other. , The right and left sides have symmetrical measurement ranges N.

The sonar units 103 and 104 measure the outside of the traveling machine body 7. The sonar units 103 and 104 are attached to the traveling machine body 7 so as to project ultrasonic waves downward by a predetermined angle from the horizontal direction, and extend downward from the sonar units 103 and 104 by a predetermined angle. The measurement range N is set in. The measurement range N of the sonar units 103 and 104 is a range in which the radius is a distance from the sonar units 103 and 104 to a predetermined distance toward the outer side of the traveling machine body 7, and the front rider in the front-rear direction of the traveling machine body 7. It is set between the left and right measurement range C1 of the sensor 101 and the left and right measurement range D1 of the rear rider sensor 102.

In this way, the obstacle control unit 107 detects the presence or absence of obstacles in the left and right measurement ranges N by performing obstacle detection processing based on the measurement information of the sonar units 103 and 104.

Hereinafter, the collision avoidance control by the obstacle control unit 107 will be described. First, the collision avoidance control when an obstacle is detected in the obstacle detection process based on the measurement information of the rider sensors 101 and 102 will be described, and then the collision avoidance control will be described. , Collision avoidance control when an obstacle is detected in the obstacle detection process based on the measurement information of the sonar units 103 and 104 will be described.

With respect to the front of the tractor 1, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the front rider sensor 101, and is included in the left-right measurement range C1 (see FIG. 12) in the left-right direction. In addition, the presence or absence of an obstacle is detected in the range included in the vertical measurement range C2 (see FIG. 11) in the vertical direction, except for the masking range L (see FIG. 13). When the work device 12 is located in the lowered position with respect to the rear of the tractor 1, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the rear rider sensor 102, and left and right in the left-right direction. Obstacles in the range included in the measurement range D1 (see FIG. 12) and in the vertical measurement range D2 (see FIG. 11) except for the masking range L1 (see FIG. 14) for the descending position. The existence of an object is detected. When the work device 12 is located in the ascending position, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the rear rider sensor 102, and moves into the left-right measurement range D1 (see FIG. 12) in the left-right direction. The presence or absence of an obstacle is detected in a range that is included and is included in the vertical measurement range D2 (see FIG. 11) in the vertical direction, except for the masking range L2 (see FIG. 15) for the ascending position.

When an obstacle is detected using the front rider sensor 101 or the rear rider sensor 102, as shown in FIG. 12, in which range of the detection ranges for obstacle detection, which are the measurement ranges C and D, the obstacle is detected. The control content of the collision avoidance control by the obstacle control unit 107 is set to be different depending on whether an object is detected. The measurement ranges C and D (detection ranges) include three ranges of a first detection range J1, a second detection range J2, and a third detection range J3, depending on the distance from the front rider sensor 101 or the rear rider sensor 102. It is set. The first detection range J1 is set so that the distance from the front rider sensor 101 or the rear rider sensor 102 is in the range from the fourth set distance X4 to the first set distance X1 or from the fourth set distance X4 to the third set distance X3. Has been done. The second detection range J2 is set so that the distance from the front rider sensor 101 or the rear rider sensor 102 is in the range from the fifth set distance X5 to the fourth set distance X4. The third detection range J3 is set so that the distance from the front rider sensor 101 or the rear rider sensor 102 is within the range up to the fifth set distance X5. Therefore, the first detection range J1, the second detection range J2, and the third detection range J3 are set to be close to each other in this order with respect to the tractor 1 including the front rider sensor 101, the rear rider sensor 102, and the working device 12. Has been done.

The control content of the collision avoidance control when an obstacle is detected by using the front rider sensor 101 or the rear rider sensor 102 will be described.

When the tractor 1 is traveling forward or backward, as shown in FIG. 12, when an obstacle is detected within the first detection range J1 in the obstacle detection process, the obstacle control unit 107 determines. As the collision avoidance control, the notification device 26 such as the notification buzzer and the notification lamp is controlled to perform the first notification control for notifying that an obstacle exists in the first detection range J1. In the first notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is turned on in a predetermined color.

When an obstacle is detected within the second detection range J2 in the obstacle detection process, the obstacle control unit 107 controls a notification device 26 such as a notification buzzer or a notification lamp as collision avoidance control. 2 The second notification control for notifying the existence of an obstacle in the detection range J2 is performed, and the first deceleration control for decelerating the vehicle speed of the tractor 1 is performed. In the second notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is turned on in a predetermined color. In the first deceleration control, for example, the obstacle control unit 107 obtains a collision prediction time until the tractor 1 collides with an obstacle based on the current vehicle speed of the tractor 1, the distance to the obstacle, and the like. .. The obstacle control unit 107 decelerates the vehicle speed of the tractor 1 while the obtained collision prediction time is maintained at the set time (for example, 3 seconds), so that the engine 9, the transmission 13, the brake operation mechanism 15, etc. Is in control.

When an obstacle is detected within the third detection range J3 in the obstacle detection process, the obstacle control unit 107 controls a notification device 26 such as a notification buzzer or a notification lamp as collision avoidance control. 3 The third notification control for notifying the existence of an obstacle in the detection range J3 is performed, and the stop control for stopping the tractor 1 is performed. In the third notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is continuously operated and the notification lamp is turned on in a predetermined color. In the stop control, for example, the obstacle control unit 107 controls the brake operation mechanism 15 and the like so as to stop the tractor 1.

Incidentally, the predetermined frequencies for interrupting the notification buzzer in the first notification control and the second notification control may be the same frequency or different frequencies. Further, the predetermined colors for lighting the notification lamps in the first to third notification controls may be the same color or different colors. In the first to third notification controls, the obstacle control unit 107 determines that an obstacle exists in any of the first to third detection ranges J1 to J3 in addition to the control of the notification device 26 of the tractor 1. The terminal electronic control unit 52 can also be controlled so that the displayed contents are displayed on the display unit 51 of the mobile communication terminal 3.

For example, when an obstacle is detected in the first detection range J1, the obstacle control unit 107 performs the first notification control to notify the user that the obstacle exists in the first detection range J1. Etc. can be notified. When the traveling of the tractor 1 is continued as it is and the obstacle detection range approaches from the first detection range J1 to the second detection range J2, the obstacle control unit 107 performs the first deceleration in addition to the second notification control. By performing control, the vehicle speed of the tractor 1 can be decelerated in order to avoid a collision between the tractor 1 and an obstacle. Even if the tractor 1 is decelerated, when the obstacle detection range approaches from the second detection range J2 to the third detection range J3, the obstacle control unit 107 performs stop control in addition to the third notification control. Therefore, the tractor 1 can be stopped, and the collision between the tractor 1 and the obstacle can be appropriately avoided.

When the rider sensors 101 and 102 are used, a moving measurement object such as a person is also detected as an obstacle. Therefore, even if an obstacle is detected within the detection range J, the obstacle itself may move and the obstacle may deviate from the detection range J. Therefore, when the obstacle deviates from the first detection range J1, the obstacle control unit 107 ends the first notification control. When the obstacle deviates from the second detection range J2, the obstacle control unit 107 ends the second notification control and increases the vehicle speed of the tractor 1 to the set vehicle speed, so that the engine 9 and the speed change Vehicle speed recovery control for controlling the device 13 and the like is performed. When the obstacle deviates from the third detection range J3, the obstacle control unit 107 ends the third notification control while maintaining the tractor 1 in the traveling stopped state. In this case, the automatic running of the tractor 1 can be restarted by instructing the user or the like to restart the automatic running of the tractor 1.

Next, collision avoidance control when an obstacle is detected by the obstacle detection process based on the measurement information of the sonar units 103 and 104 will be described.
The sonar units 103 and 104 are provided on the left and right sides, but the obstacle control unit 107 is used for all of the sonar units 103 and 104 on both the left and right sides regardless of whether the tractor 1 travels forward or the tractor 1 travels backward. Obstacle detection processing is performed based on the measurement information of.

When an obstacle is detected by the obstacle detection process based on the measurement information of the sonar units 103 and 104, the obstacle control unit 107 controls the notification device 26 such as the notification buzzer and the notification lamp as collision avoidance control. Then, the fourth notification control for notifying that an obstacle exists within the measurement range N of any of the sonar units 103 and 104 is performed, and the second deceleration control for decelerating the vehicle speed of the tractor 1 is performed. In the fourth notification control, for example, the obstacle control unit 107 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is turned on in a predetermined color. In the second deceleration control, for example, the obstacle control unit 107 controls the engine 9, the transmission 13 and the brake operation mechanism 15 and the like so as to reduce the vehicle speed of the tractor 1 to the set vehicle speed.

In this way, the obstacle detection system 100 uses the front rider sensor 101 and the rear rider sensor 102 to detect the presence or absence of obstacles on the front side and the rear side of the traveling machine body 7, and also uses the sonar units 103 and 104. It is possible to detect the presence or absence of obstacles on the left and right sides of the traveling machine 7. When the obstacle detection system 100 detects the presence of an obstacle, the obstacle control unit 107 performs collision avoidance control to notify the user or the like of the existence of the obstacle and cause the user or the like to collide with the obstacle. Even if there is a possibility that the tractor 1 and an obstacle collide with each other, the tractor 1 is decelerated or stopped to appropriately avoid the collision between the tractor 1 and the obstacle. be able to.

In the automatic driving state, the vehicle-mounted electronic control unit 18 performs automatic driving control. Therefore, the obstacle detection system 100 decelerates or stops the tractor 1 to automatically drive the tractor 1 while avoiding a collision with an obstacle. Can be made to. The obstacle detection system 100 notifies the driver of the presence of an obstacle and supports the driving to avoid a collision between the tractor 1 and the obstacle, both in the manual driving state and to the driving user and the like. Can be done.

Then, when the obstacle detection system 100 automatically travels the tractor 1 along the target travel route P, the obstacle detection system 100 determines the power consumption of the rider sensors 101 and 102 according to the travel condition of the tractor 1 on the target travel route P. It is configured to efficiently monitor obstacles while reducing them.
Therefore, the obstacle detection system 100 includes a sensor switching control unit 110 that switches each of the front rider sensor 101 and the rear rider sensor 102 into an operating state and a stopped state according to the traveling condition of the tractor 1 on the target traveling path P. It is equipped. The sensor switching control unit 110 is provided in the vehicle-mounted electronic control unit 18.

As sensor switching control, the sensor switching control unit 110 is in a first operating state (one side) in which the front rider sensor 101 is in the operating state and the rear rider sensor 102 is in the stopped state according to the traveling condition of the tractor 1 on the target traveling path P. Both the front rider sensor 101 and the rear rider sensor 102 are in the second operating state (corresponding to the operating state) in which the front rider sensor 101 is stopped and the rear rider sensor 102 is in the operating state. To switch between the third operating state (corresponding to both operating states) and the operating state.
Hereinafter, the content of the sensor switching control executed by the sensor switching control unit 110 will be described by exemplifying a traveling example of the tractor 1.

16 to 18 exemplify a first traveling example in which the tractor 1 travels in the straight path K1, the turning path K2 (first turning path K21), and the straight path K3 in order.
The straight-ahead route K1 is, for example, a work route P1 (see FIG. 3), which is a route for performing a predetermined work while traveling the tractor 1 in a straight-ahead manner. The turning path K2 is, for example, a connecting path P2 (see FIG. 3) or the like, and is a path for changing the traveling direction of the tractor 1 without performing a predetermined operation. In this first traveling example, the turning path K2 is set to the first turning path K21 that changes the traveling direction of the tractor 1 only by the forward traveling of the tractor 1.

As shown in FIG. 16, when the tractor 1 is traveling straight ahead on the straight path K1, the sensor switching control unit 110 puts the front rider sensor 101 in the operating state and the rear rider sensor 102 in the stopped state. 1 Operating state (corresponding to one operating state). Then, as shown in FIG. 17, even when the tractor 1 shifts from the straight path K1 to the first turning path K21 and is traveling on the first turning path K21, after that, as shown in FIG. 18, the first turning The first sensor switching control unit 110 puts the front rider sensor 101 in the operating state and the rear rider sensor 102 in the stopped state even when the route K21 shifts to the straight path K1 and the straight path K1 is traveling forward. Maintain operating condition.

In this way, when the tractor 1 travels in the straight path K1, the first turning path K21, and the straight path K3 in order without changing the traveling direction from the forward direction, the front rider sensor 101 is activated and the rear rider is in the operating state. By keeping the sensor 102 in the first operating state (corresponding to the operating state) in the stopped state, the rear rider sensor 102 is stopped and the power consumption is reduced, while the front rider has the measurement range C in front. The sensor 101 can be used to appropriately monitor the front in the traveling direction.

FIG. 19 illustrates a second traveling example in which the tractor 1 travels on the straight path K1 in the reverse direction. In this way, when the tractor 1 is traveling straight on the straight path K1 in the reverse direction, the sensor switching control unit 110 is in the second operating state in which the front rider sensor 101 is stopped and the rear rider sensor 102 is in the operating state. (On the other hand, it corresponds to the operating state). Therefore, while reducing the power consumption by stopping the front rider sensor 101, it is possible to appropriately monitor the rear in the traveling direction by using the rear rider sensor 102 having the rear as the measurement range D.

20 to 24 exemplify a third traveling example in which the tractor 1 travels in the straight path K1, the turning path K2 (second turning path K22), and the straight path K1 in order.
The turning path K2 is set to the second turning path K22 that changes the traveling direction of the tractor 1 by combining the forward traveling and the reverse traveling of the tractor 1. In this third traveling example, the second turning path K22 is for turning the first forward turning path r1 that causes the tractor 1 to make a forward turning along a quarter arc, and the turning that causes the tractor 1 to travel straight ahead from the end point thereof. It has a reverse straight-ahead path r2 and a second forward-turning path r3 that causes the tractor 1 to make a forward-turning run along a 1/4 arc from its end point.

As shown in FIG. 20, when the tractor 1 is traveling straight ahead on the straight path K1, the sensor switching control unit 110 puts the front rider sensor 101 in the operating state and the rear rider sensor 102 in the stopped state. 1 The front is appropriately monitored by using the front rider sensor 101 having the measurement range C in front while reducing the power consumption in the operating state.

As shown in FIG. 21, when the tractor 1 shifts from the straight path K1 to the first forward turn path r1 of the second turn path K22 and travels forward on the first forward turn path r1, the sensor switching control unit 110 Switches from the first operating state to the third operating state (corresponding to both operating states) in which the front rider sensor 101 and the rear rider sensor 102 are in the operating state.

Then, as shown in FIG. 22, the tractor 1 shifts from the first forward turning path r1 of the second turning path K22 to the backward straight path r2 for turning, switches the traveling direction, and reverses the backward straight path r2 for turning. Even when the vehicle is running, as shown in FIG. 23, the tractor 1 then shifts from the backward straight path r2 for turning of the second turn path K22 to the second forward turn path r3, switches the traveling direction, and advances the second forward. Even when the vehicle is traveling forward on the turning path r3, the third operating state in which the front rider sensor 101 and the rear rider sensor 102 are in the operating state is maintained.

That is, the sensor switching control unit 110 is involved in switching the traveling direction while the tractor 1 is traveling on the second turning path K22 that changes the traveling direction of the tractor 1 by combining the forward traveling and the reverse traveling of the tractor 1. By maintaining the front rider sensor 101 and the rear rider sensor 102 in the third operating state, the response to switching between forward running and reverse running in a short period of time is not delayed, and the vehicle moves forward. The traveling direction of the tractor 1 can be appropriately monitored by using both the front rider sensor 101 having the measurement range C and the rear rider sensor 102 having the measurement range D behind.

After that, as shown in FIG. 24, when the tractor 1 shifts from the second forward turning path r3 of the second turning path K22 to the straight path K1 and travels forward on the straight path K1, it moves forward from the third operating state. The front rider sensor 101 is switched to the first operating state (corresponding to the operating state) in which the rear rider sensor 102 is stopped while the rider sensor 101 is in the operating state, and the front is set to the measurement range C while reducing power consumption. Appropriately monitor the front using.

FIG. 25 illustrates a fourth traveling example in which the tractor 1 travels on the straight path K1, the turning path K2 (second turning path K22), and the straight path K3 in order. The second turning path K22 of the fourth traveling example is a path used at the four corners of the orbital path P3 (see FIG. 3), and is a forward turning path r4 that causes the tractor 1 to make a forward turning along a 1/4 arc. The tractor 1 has a reverse straight path r5 that causes the tractor 1 to travel backward and straight from the end point. The reverse straight path r5 and the subsequent straight path K1 are set in an overlapping state, but are shown in a state of being displaced in the left-right direction in order to facilitate the distinction between the two.

In this case as well, as in the third traveling example, the sensor switching control unit 110 displays the front rider sensor 101 and the rear rider sensor while the tractor 1 is traveling on the second turning path K22, regardless of the switching of the traveling direction. By maintaining the third operating state (corresponding to both operating states) with 102 as the operating state, there is no delay in responding to switching between forward running and reverse running in a short period of time, and the measurement range in front is The traveling direction of the tractor 1 can be appropriately monitored by using both the front rider sensor 101 set to C and the rear rider sensor 102 set to the rear side as the measurement range D. Others are the same as in the third running example, so the description thereof will be omitted.

Next, based on the flowchart shown in FIG. 26, the flow of operation in the sensor switching control executed by the sensor switching control unit 110 will be described.

First, the sensor switching control unit 110 determines which route the tractor 1 is traveling in what mode among the routes constituting the target travel route P as the travel status of the tractor 1 on the target travel route P. Etc. (step # 1).

For example, the sensor switching control unit 110 has a target travel route based on its own current position (current position of the tractor 1) acquired by the positioning unit 21 and information on the target travel route P stored in the vehicle-mounted storage unit 185. Of the routes included in P (straight-ahead route K1, first turning route K21, second turning route K22), the route on which the tractor 1 is located is specified, and the information on the specified route is included. The traveling direction (forward or backward), which is the traveling mode of the tractor 1, is specified.
The traveling direction (forward or backward) of the tractor 1 may be specified based on the forward / backward switching by the reverse forward / backward switching reverser lever provided inside the cabin 10.

Then, the sensor switching control unit 110 changes the direction of the acquired tractor 1 only when the tractor 1 is traveling forward on the straight path K1 or when the tractor 1 is traveling forward on the turning path K2. When the vehicle is traveling on the 1-turn path K21 (Yes in step # 2), the front rider sensor 101 is in the operating state and the rear rider sensor 102 is in the stopped state (step # 3).

In the acquired traveling condition of the tractor 1, the sensor switching control unit 110 is the front rider sensor 101 when the tractor 1 is traveling backward on the straight path K1 (No in step # 2 and Yes in step # 4). Is set to the second operating state in which the rear rider sensor 102 is set to the operating state (step # 5).

The sensor switching control unit 110 is traveling on the second turning path K22 in which the tractor 1 changes direction by combining the forward traveling and the reverse traveling of the tractor 1 in the turning path K2 (No in step # 2, step #). No. 4 (in the case of Yes in step # 6) is a third operating state in which the front rider sensor 101 and the rear rider sensor 102 are in the operating state (step # 7).

[Another Embodiment]
Other embodiments of the present invention will be described.
It should be noted that the configurations of the respective embodiments described below are not limited to being applied individually, but can also be applied in combination with the configurations of other embodiments.

(1) In the above embodiment, a case where the right side sonar unit 103 having the right side of the tractor 1 as the measurement range and the left side sonar unit 104 having the left side of the tractor 1 as the measurement range are provided as an example is shown. Instead of this, as shown in FIGS. 27 and 28, a right rider sensor 111 having a measurement range E on the right side of the tractor 1 and a left rider sensor 112 having a measurement range F on the left side of the tractor 1 are provided. It may have been. In this case, the sensor switching control unit 110 can switch each of the rider sensors 101, 102, 111, and 112 between the operating state and the stopped state as follows, for example.

When the tractor 1 is traveling straight ahead on the straight path K1 (see FIGS. 16 and 18), the sensor switching control unit 110 activates the front rider sensor 101, the rear rider sensor 102, and the right rider sensor 111. , The fourth operating state (an example of the first operating state, which corresponds to the operating state) in which the left rider sensor 112 is stopped. In this case, the measurement range is the measurement range C of the front rider sensor 101 as in FIGS. 16 and 18, and the rear rider sensor 102, the right rider sensor 111, and the left rider sensor 112 are stopped to reduce power consumption. The front rider sensor 101 having the measurement range C in the front can be used to appropriately monitor the front in the traveling direction.

When the tractor 1 is traveling straight on the straight path K1 in reverse (see FIG. 19), the sensor switching control unit 110 activates the rear rider sensor 102, the front rider sensor 101, the right rider sensor 111, and the left rider. The fifth operating state (an example of the second operating state, which corresponds to the operating state) in which the sensor 112 is stopped. In this case, the measurement range is the measurement range D of the rear rider sensor 102 as in FIG. 19, and the front rider sensor 101, the right rider sensor 111, and the left rider sensor 112 are stopped to reduce power consumption while moving backward. The rear lidar sensor 102 in the measurement range D can be used to appropriately monitor the rear in the traveling direction.

As shown in FIG. 27, when the tractor 1 is traveling on the first turning path K21 that turns to the right only by traveling forward, the sensor switching control unit 110 is the front rider sensor 101 and the right rider sensor 111 that is on the turning side. Is in the operating state, and the rear rider sensor 102 and the left rider sensor 112 are in the stopped state in the sixth operating state (an example of the first operating state, which corresponds to one operating state). In this case, the measurement range is the measurement ranges C and E of the front rider sensor 101 and the right rider sensor 111, and the measurement range C is in front while reducing the power consumption by stopping the rear rider sensor 102 and the left rider sensor 112. The front rider sensor 101 and the right rider sensor 111 whose measurement range E is the right side on the turning side can be used to appropriately monitor the front side in the traveling direction and the right side on the turning side. In this case, if necessary, the left rider sensor 112 on the side opposite to the turning side may also be in the operating state, and the right rider sensor 111 and the left rider sensor 112 may be in the operating state at least on the turning side. Good. Further, when the tractor 1 is traveling on the first turning path K21 that turns left only by traveling forward, the sensor switching control unit 110 activates the front rider sensor 101 and the left rider sensor 112 on the turning side. , The sixth operating state (an example of the first operating state, which corresponds to the one operating state) in which the rear rider sensor 102 and the right rider sensor 111 are stopped.

As shown in FIG. 28, when the tractor 1 is traveling on the second turning path K22 that turns by combining forward traveling and reverse traveling, the sensor switching control unit 110 uses the front rider sensor 101, the rear rider sensor 102, and the right. Let the rider sensor 111 and the left rider sensor 112 be in the operating state in the seventh operating state (an example of the third operating state, both of which correspond to the operating states). The measurement range in this case is the measurement ranges C, D, E, and F of the front rider sensor 10, the rear rider sensor 102, the right rider sensor 111, and the left rider sensor 112, and when the vehicle is traveling on the second turning path K22. The front rider sensor 101 with the measurement range C in the front and the rear rider sensor 102 with the measurement range D in the rear without delay in responding to the switching between forward travel and reverse travel in a short period of time, right side. The right rider sensor 111 having the measurement range E and the left rider sensor 112 having the measurement range F on the left side can be used to appropriately monitor the traveling direction and the left and right sides of the tractor 1.

In this embodiment, there are gaps (see FIG. 28) between the measurement ranges C, D, E, and F of the front, rear, left, and right rider sensors 101, 102, 111, and 112. For example, the left and right rider sensors 111, The measurement range C is increased by widening the measurement range E and F of 112 and increasing the measurement range by overlapping the measurement ranges C, D, E and F of the front, rear, left and right rider sensors 101, 102, 111 and 112. , D, E, F are more preferable to be continuous in the circumferential direction.

(2) The configuration of the work vehicle can be changed in various ways.
For example, the work vehicle may be configured to have a hybrid specification including an engine 9 and an electric motor for traveling, or may be configured to have an electric specification including an electric motor for traveling instead of the engine 9. ..
For example, the work vehicle may be configured as a semi-crawler specification in which left and right crawlers are provided instead of the left and right rear wheels 6 as a traveling portion.
For example, the work vehicle may be configured with rear wheel steering specifications in which the left and right rear wheels 6 function as steering wheels.

(3) In the above embodiment, the sensor switching control unit 110 uses the front rider sensor 101 when the tractor 1 is traveling on the first turning path K21 that changes the traveling direction of the tractor 1 only by the forward traveling of the tractor 1. The operating state was the first operating state in which the rear rider sensor 102 was stopped, but when the tractor 1 is traveling in reverse on the first turning path K21, the front rider sensor 101 is stopped and the rear rider sensor 101 is stopped. It is possible to set the second operating state in which 102 is the operating state.

(4) In the above embodiment, the front rider sensor 101 and the rear rider sensor 102 are arranged at positions corresponding to the roof 35 in the vertical direction, but the arrangement positions can be changed as appropriate. For example, the front rider sensor 101 can be arranged at the front end of the bonnet 8 and the rear rider sensor 102 can be arranged at a position corresponding to the roof 35.

(5) In the above embodiment, an example in which two rider sensors, a front rider sensor 101 and a rear rider sensor 102, are provided is shown, but the number of rider sensors can be changed as appropriate, and one or three or more. can do.

(6) In the above embodiment, how to set the measurement ranges C and D of the front rider sensor 101 and the rear rider sensor 102 can be appropriately changed.

(7) In the above embodiment, the obstacle control unit 107 performs the obstacle detection process based on the measurement information of the rider sensors 101 and 102, but the rider sensors 101 and 102 are provided with the control unit. The control unit can also perform obstacle detection processing. As described above, it is possible to appropriately change whether the obstacle detection process is performed on the sensor side or the work vehicle side.

(8) In the above embodiment, an example in which the obstacle control unit 107 is provided in the tractor 1 is shown, but for example, a device other than the tractor 1 such as a mobile communication terminal 3 can be provided.

(9) In the above embodiment, a three-dimensional radar sensor is shown as an example of the obstacle sensor, but a two-dimensional radar sensor may be used, and various obstacles that can detect obstacles in front of or behind the tractor 1 can be detected. Sensors can be used.

1 Tractor (working vehicle)
2 Automatic driving unit (automatic driving device)
18 In-vehicle electronic control unit (automatic driving control unit)
21 Positioning unit (satellite positioning system)
101 Front rider sensor (front obstacle sensor)
102 Rear rider sensor (rear obstacle sensor)
107 Obstacle Control Unit 110 Sensor Switching Control Unit S Travel Area P Target Travel Path K1 Straight Path K2 Swivel Path K21 First Swivel Path K22 Second Swivel Path

Claims (2)

And automatic travel control unit for automatic traveling of the working vehicle along a target travel path set in the run line region,
The first and the obstacle sensor that provided in the working vehicle,
A second obstacle sensor that provided in the working vehicle,
An obstacle control unit that performs an obstacle detection process that detects an obstacle based on the detection information of the first obstacle sensor or the second obstacle sensor.
One operating state in which only one of the first obstacle sensor and the second obstacle sensor is in the operating state, and both the first obstacle sensor and the second obstacle sensor in the operating state. to the both operating conditions, the target running and the sensor switching control unit perating the Came ra switching according to the running state of the working vehicle on the path, the automatic traveling apparatus of the working vehicle is provided. The target traveling path has a plurality of straight paths and a turning path connecting the ends of adjacent straight paths.
The turning path can be set as a first turning path that turns only by the forward running of the work vehicle and a second turning path that turns by combining the forward running and the backward running of the work vehicle.
The sensor switching control unit
When the work vehicle is traveling forward on the straight path and when the work vehicle is traveling on the first turning path, the one-sided operating state in which the first obstacle sensor is activated. age,
When the work vehicle is traveling backward on the straight path, the second obstacle sensor is set to the operating state, and the one-sided operating state is set.
The automatic traveling device for a work vehicle according to claim 1 , wherein when the work vehicle is traveling on the second turning path, both of them are in the operating state.

Images