JP2018116610A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a work vehicle to surely avoid coming in contact with an obstacle during its automatic operation.SOLUTION: A work vehicle comprises an electronic control system for vehicle automatic operation in which a vehicle is automatically operated. The electronic control system includes: front and rear obstacle search instruments 65 for detecting an approach of an obstacle; and a contact avoidance control unit for performing contact avoidance control for avoiding coming into contact with the obstacle when the approach of the obstacle is detected by the obstacle search instruments 65. The front obstacle search instrument 65 of the front and rear obstacle search instruments 65 is arranged on an upper part of the front of the vehicle, and the rear obstacle search instrument 65 is arranged on an upper part of the rear of the vehicle. At least one of the front and rear obstacle search instruments 65 is arranged to be in a laterally center part of the vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a work vehicle equipped with an electronic control system for automatic driving that automatically drives a vehicle body.

Some work vehicles as described above include, for example, an obstacle detection unit that detects the presence or absence of an obstacle in front of the vehicle body at the front of the vehicle body (see, for example, Patent Document 1).
In the work vehicle described in Patent Document 1, when the obstacle detection unit detects an obstacle, the vehicle body and the obstacle in front of the vehicle body come into contact with each other by stopping automatic driving (autonomous driving) of the vehicle body. Thus, it is considered to prevent the occurrence of inconvenience that is damaged.
Also, until the obstacle detection means detects the heel as an obstacle, the vehicle body moves straight toward the field edge by automatic operation, and when the obstacle detection means detects the heel as an obstacle, the vehicle body automatically operates. It is considered that the vehicle body is automatically stopped at the field end by stopping the vehicle.

JP 2008-92818 A (paragraph numbers 0049 to 0051, FIGS. 1 and 2)

  Since the work vehicle described in Patent Document 1 only includes obstacle detection means for detecting the presence or absence of an obstacle in front of the vehicle body, for example, the rear part of the work vehicle is an obstacle such as a saddle during reverse driving by automatic driving. Even if an object is approached, the presence of this obstacle cannot be detected. Therefore, when the rear part of the work vehicle approaches the obstacle, an appropriate measure cannot be taken, and there is a possibility that the rear part of the work vehicle contacts the obstacle.

  That is, it is desired to more reliably avoid the possibility that the work vehicle contacts an obstacle during automatic driving.

As means for solving the above problems,
A work vehicle according to the present invention includes an electronic control system for automatic driving for automatically driving a vehicle body,
The electronic control system includes an obstacle detector before and after detecting an approach of an obstacle, and a contact for performing contact avoidance control for avoiding contact with the obstacle when the obstacle detector detects an approach of the obstacle. An avoidance control unit,
The front and rear obstacle detectors are arranged such that the front obstacle detector is arranged at the upper part of the front part of the vehicle body, and the rear obstacle detector is arranged at the upper part of the rear part of the vehicle body. One of the obstacle detectors is arranged at the center of the left and right of the vehicle body.

  According to this means, when an obstacle on the front side of the vehicle body approaches the vehicle body during automatic driving, the approach of the obstacle to the vehicle body is detected by the obstacle detector on the front side of the vehicle body. Further, when an obstacle on the rear side of the vehicle body approaches the vehicle body during automatic driving, the approach of the obstacle to the vehicle body is detected by an obstacle detector on the rear side of the vehicle body. And based on these detections, a contact avoidance control part performs contact avoidance control, and it can avoid a possibility that the front part or rear part of a vehicle body may contact an obstacle during automatic driving | operation.

  As a result, it is possible to more reliably avoid the possibility that the work vehicle contacts an obstacle during automatic driving.

As one of the means for making the present invention more suitable,
A prime mover is arranged on the front side of the vehicle body, a cabin is arranged on the rear side of the vehicle body,
The obstacle detector on the front side is disposed at the center of the upper left and right of the driving unit, and the obstacle detector on the rear side is disposed at the center of the left and right of the upper rear end of the cabin.

  According to this means, the front obstacle detector can also be used as a sighting device used by the driver to determine the traveling direction of the vehicle body. As a result, it is possible to avoid the possibility of the work vehicle coming into contact with the obstacle on the front side of the vehicle body during the automatic operation while reducing the cost by sharing.

  Further, in a work vehicle in which the working device is often attached to the rear portion of the vehicle body so that it can be moved up and down, the obstacle detector on the rear side can be arranged at a higher position on the upper side of the vehicle body than the working device on the rear portion of the vehicle body. Thereby, the rear obstacle detector can detect the approach of the obstacle at a short distance to the work device at the rear of the vehicle body without being obstructed by the work device. As a result, it is possible to avoid the possibility that the work device at the rear of the vehicle body contacts an obstacle during automatic driving.

As one of the means for making the present invention more suitable,
The prime mover comprises an engine arranged on the lower side in the cooling direction of the prime mover, and a radiator arranged on the upper side in the cooling direction than the engine,
The obstacle detector on the front side is arranged on the upper side in the cooling direction than the radiator.

  According to this means, it is possible to avoid the occurrence of heat damage caused by the cooling air heated by cooling the engine and the radiator reaching the front obstacle detector.

As one of the means for making the present invention more suitable,
The prime mover comprises a support frame attached to the body frame in a standing posture, and a swingable bonnet.
The obstacle detector on the front side is attached to the upper end of the support frame,
The bonnet is provided with an opening that exposes the detection portion of the obstacle detector on the front side upward from the hood in the closed position.

  According to this means, compared with the case where the front obstacle detector is attached to the bonnet, the impact generated during the closing operation of the bonnet does not easily reach the front obstacle detector. Thereby, simplification of the support structure and vibration-proof structure required for attachment of the front obstacle detector can be achieved. While simplifying the support structure and the vibration isolation structure in this way, during automatic operation, the front part of the vehicle body is detected by the obstacle detector that is exposed to the upper side of the bonnet from the opening of the hood in the closed position. It is possible to detect the approach of an obstacle to the.

As one of the means for making the present invention more suitable,
A dustproof member is provided between the support frame and the bonnet at the closed position to prevent inflow of dust from the opening into the bonnet.

  According to this means, the dust-proof member can prevent dust in the air from flowing into the bonnet from the opening of the bonnet together with the outside air during traveling. Accordingly, it is possible to prevent the occurrence of inconvenience such as clogging of the radiator due to the dust flowing into the bonnet from the opening of the bonnet.

As one of the means for making the present invention more suitable,
The obstacle detector is attached to the vehicle body via an anti-vibration rubber.

  According to this means, the vibration of the vehicle body is hardly transmitted to the obstacle detector. As a result, it is possible to prevent the vibration of the vehicle body from adversely affecting the obstacle detector.

It is a left view of the tractor which shows arrangement | positioning etc. of an obstacle detector. It is a top view of the tractor which shows arrangement | positioning etc. of an obstacle detector. It is a perspective view of a tractor showing arrangement of an obstacle detector and the like. It is a vertical left side view of the front end of the tractor showing the obstacle detector support structure and the like. It is a perspective view of the front end part of a tractor which shows the support structure of an obstacle detector, etc. It is a cross-sectional top view of the principal part which shows the structure of a driving | running part. It is a block diagram which shows schematic structure of a control system. It is a front view of the cabin upper part which shows arrangement | positioning of an antenna unit, a surveillance camera, etc. It is a rear view of the cabin upper part which shows arrangement | positioning of an obstacle detector, a surveillance camera, etc. It is a left view of the cabin upper part which shows arrangement | positioning of an obstacle detector, a surveillance camera, etc. It is a perspective view of the principal part which shows the frame structure of a cabin. It is a vertical front view of the principal part which shows the anti-vibration structure etc. of the front obstacle detector. It is a vertical rear view of the principal part showing the anti-vibration structure of the rear obstacle detector.

Hereinafter, as an example of an embodiment for carrying out the present invention, an embodiment in which the present invention is applied to a tractor that is an example of a work vehicle will be described with reference to the drawings.
The direction indicated by the arrow F shown in FIG. 1 is the front side of the tractor, and the direction indicated by the arrow U is the upper side of the tractor.
2 is the front side of the tractor, and the direction indicated by the arrow R is the right side of the tractor.

  As shown in FIGS. 1 to 3, the tractor exemplified in the present embodiment includes a body frame 1 extending over both front and rear ends of the vehicle body, left and right traveling devices 2 disposed on the left and right sides of the vehicle body frame 1, and the front side of the vehicle body frame 1. A three-point link mechanism 5 for connecting a working device attached to the rear end portion of the vehicle body frame 1 so as to be movable up and down; Etc.

  As shown in FIGS. 1 to 5, the vehicle body frame 1 includes a front frame 7 extending from the lower portion of the engine 6 disposed in the driving portion 3 to the vehicle body front side, and a rear end lower portion of the engine 6 from the vehicle body rear side to the vehicle body rear side. A case unit 8 that also serves as a rear frame is provided. Although not shown, the case unit 8 includes a pedal-operated main clutch that intermittently supplies power from the engine 6, and a shift transmission that shifts the power via the main clutch for traveling and working. The unit and the left and right side brakes that act on the left and right traveling devices 2 are provided.

  The left and right traveling devices 2 include left and right front wheels 9 that function as drivable steering wheels, and left and right rear wheels 10 that function as drive wheels. The left and right front wheels 9 are supported in a steerable state at both left and right ends of a wheel support member 11 supported on the front frame 7 so as to be capable of rolling. The wheel support member 11 is a front axle case having a transmission shaft 11 </ b> A for driving front wheels and the like inside. The left and right rear wheels 10 are drivably supported by the case unit 8 and the upper side of each rear wheel 10 is covered with left and right rear fenders 12 disposed on the rear side of the vehicle body.

  The prime mover 3 includes a water-cooled engine 6 disposed on the vehicle body rear side of the prime mover 3 on the lower side in the cooling direction of the prime mover 3, and a cooling fan disposed on the vehicle body front side on the upper side in the cooling direction than the engine 6. 13, a radiator 14 disposed on the front side of the vehicle body relative to the cooling fan 13, a battery 15 disposed on the front side of the vehicle body relative to the radiator 14, an exhaust treatment device (not shown) disposed above the rear part of the engine 6, and the engine 6 An air cleaner (not shown) disposed above the front part and a swingable bonnet 16 that covers the engine 6 and the radiator 14 from above are provided. The engine 6 is an electronically controlled diesel engine equipped with a common rail system. The exhaust treatment device includes a DOC (Diesel Oxidation Catalyst) and a DPF (Diesel particulate filter).

  1-4 and FIG. 6, the cabin 4 forms the driving | running part 17 and the boarding space in the rear part side of the vehicle body. The driving unit 17 includes a clutch pedal 18 that enables operation of the main clutch, left and right brake pedals 49 that allow operation of the left and right side brakes, and steering for manual steering that enables manual steering of the left and right front wheels 9. A wheel 19, a forward / reverse switching shuttle lever 20, a driver's seat 22 having an armrest 21 for a right arm, a display unit 23 having a touch-operable liquid crystal panel 23A, and the like are provided. The steering wheel 19 is linked to the left and right front wheels 9 via a steering mechanism 25 having a fully hydraulic power steering unit (hereinafter referred to as PS unit) 24. The armrest 21 is provided with a main transmission lever 26, an elevating lever 27 for setting the height position of the working device, and an elevating switch 28 for instructing raising / lowering of the working device.

  As shown in FIG. 7, the three-point link mechanism 5 is driven to swing in the vertical direction by the operation of an electrohydraulic control type lifting / lowering drive unit 29 provided in the vehicle body. Although not shown, the three-point link mechanism 5 can be connected to working devices such as a rotary tiller, a plow, a disk harrow, a cultivator, a subsoiler, a sowing device, and a spraying device. If the working device connected to the three-point link mechanism 5 is a rotary tiller driven by power from the vehicle body, the working power extracted from the transmission unit is transmitted via the external transmission shaft. Is done.

  A main electronic control unit (hereinafter referred to as a main ECU) 30 including a travel control unit 30A that performs control related to travel of the vehicle body, a work control unit 30B that performs control related to a work device, and the like is mounted on the vehicle body. ing. The main ECU 30 includes an electrohydraulic control type lift drive unit 29, an engine electronic control unit (hereinafter referred to as an engine ECU) 31, an electronic control main transmission 32 provided in the transmission transmission unit, and a forward / backward travel. The switching device 33 and the PTO clutch 34, the electrohydraulic brake operation unit 35 that enables automatic operation of the left and right side brakes, the in-vehicle information acquisition unit 36 that acquires in-vehicle information including the vehicle speed, etc. Communication is possible via an in-vehicle LAN such as an area network or a communication line. The main ECU 30 and the engine ECU 31 include a microprocessor having a CPU and an EEPROM. The travel control unit 30A includes various control programs that enable control related to travel of the vehicle body. The work control unit 30B includes various control programs that enable control related to the work device.

  The main transmission 32 employs a hydrostatic continuously variable transmission that shifts the driving power continuously. The forward / reverse switching device 33 also serves as a traveling clutch that interrupts the traveling power. Although not shown, the transmission unit includes a main transmission 32 and the like, a sub-transmission that shifts driving power in stages, a PTO transmission that shifts working power in stages, and the like. Is provided.

  The in-vehicle information acquisition unit 36 includes a rotation sensor 37 that detects the output rotation speed of the engine 6, a vehicle speed sensor 38 that detects the output rotation speed of the auxiliary transmission as a vehicle speed, and a first lever that detects the operation position of the main transmission lever 26. The sensor 39, the second lever sensor 41 for detecting the operation position of the auxiliary transmission lever 40 provided in the driving unit 17, the third lever sensor 42 for detecting the operation position of the shuttle lever 20, and the operation position of the elevating lever 27 are detected. The fourth lever sensor 43, the above-described lift switch 28, the turning lift switch 44, the reverse lift switch 45, the PTO switch 46, and the left and right lift arms (not shown) in the lift drive unit 29 provided in the operating unit 17 A height sensor 47 that detects the moving angle as the height position of the working device, and a rudder angle sensor 48 that detects the rudder angle of the front wheels 9 Various sensors and switches such as are included.

  The traveling control unit 30A determines the vehicle speed based on the output of the rotation sensor 37, the output of the vehicle speed sensor 38, the output of the first lever sensor 39, and the output of the second lever sensor 41. Vehicle speed control for operating a trunnion shaft (not shown) of the main transmission 32 is performed so as to reach a control target vehicle speed obtained from the operation position and the operation position of the auxiliary transmission lever 40. Thus, the driver can change the vehicle speed to an arbitrary speed by operating the main transmission lever 26 to an arbitrary operation position.

  The traveling control unit 30 </ b> A performs forward / reverse switching control for switching the forward / reverse switching device 33 to a transmission state corresponding to the operation position of the shuttle lever 20 based on the output of the third lever sensor 42. Accordingly, the driver can set the traveling direction of the vehicle body to the forward direction by operating the shuttle lever 20 to the forward position. The driver can set the traveling direction of the vehicle body to the reverse direction by operating the shuttle lever 20 to the reverse position.

  Based on the output of the fourth lever sensor 43 and the output of the height sensor 47, the work control unit 30 </ b> B sets the lift drive unit 29 so that the work device is positioned at a height position corresponding to the operation position of the lift lever 27. Perform position control to control operation. Accordingly, the driver can change the height position of the work device to an arbitrary height position by operating the elevating lever 27 to an arbitrary operation position.

  When the lift switch 28 is switched to the lift command state by manual operation of the lift switch 28, the work control unit 30 </ b> B sets the work device in advance based on the lift command from the lift switch 28 and the output of the height sensor 47. Ascending control is performed to control the operation of the elevating drive unit 29 so as to ascend to the upper limit position. Thus, the driver can automatically raise the work device to the upper limit position by switching the elevating switch 28 to the ascending command state.

  When the lifting switch 28 is switched to the lowering command state by manual operation of the lifting switch 28, the work control unit 30B is based on the lowering command from the lifting switch 28, the output of the fourth lever sensor 43, and the output of the height sensor 47. Thus, the lowering control is performed to control the operation of the lifting drive unit 29 so that the working device is lowered to the working height position set by the lifting lever 27. Thus, the driver can automatically lower the work device to the work height position by switching the lift switch 28 to the lowering command state.

  The work control unit 30B determines that the steering angle of the front wheels 9 is based on the output of the steering angle sensor 48 that detects the steering angle of the front wheels 9 when execution of the turning interlocking increase control is selected by manual operation of the turning lift switch 44. When it is detected that has reached the set angle for coasting turning, the above-described ascent control is automatically performed. As a result, the driver can automatically raise the work device to the upper limit position in conjunction with the start of the coasting turn by selecting the execution of the turn interlocking raising control.

  The work control unit 30B detects manual operation to the reverse position of the shuttle lever 20 based on the output of the third lever sensor 42 when execution of reverse interlocking increase control is selected by manual operation of the reverse advance switch 45. When this happens, the above-described ascent control is automatically performed. Accordingly, the driver can automatically raise the work device to the upper limit position in conjunction with the switching to the reverse traveling by selecting the execution of the reverse interlocking rising control.

  When the operation position of the PTO switch 46 is switched to the on position by manual operation of the PTO switch 46, the work control unit 30B causes the work power to be transmitted to the work device based on the switching to the on position. Clutch engagement control is performed to switch the clutch 34 to the engagement state. Accordingly, the driver can operate the work device by operating the PTO switch 46 to the on position.

  When the operation position of the PTO switch 46 is switched to the cut position by manual operation of the PTO switch 46, the work control unit 30B prevents the work power from being transmitted to the work device based on the switch to the cut position. Clutch disengagement control for switching 34 to disengagement is performed. Thus, the driver can stop the working device by operating the PTO switch 46 to the off position.

  When the operation position of the PTO switch 46 is switched to the automatic position by manual operation of the PTO switch 46, the work control unit 30B automatically performs the above-described clutch disengagement control in conjunction with the execution of the above-described ascent control, The aforementioned clutch engagement control is automatically performed in conjunction with the aforementioned lowering control. Thus, the driver can stop the working device in conjunction with the automatic raising of the working device to the upper limit position by operating the PTO switch 46 to the automatic position. The work device can be operated in conjunction with the automatic lowering to the vertical position.

  As shown in FIGS. 1 to 5 and 7, this tractor automatically selects the operation mode of the manual operation mode, the automatic operation mode, and the like, and the automatic operation mode when the automatic operation mode is selected. And an electronic control system 51 for automatic operation. The electronic control system 51 includes the main ECU 30, the automatic steering unit 52 that enables automatic steering of the left and right front wheels 9, a positioning unit 53 that measures the position and orientation of the vehicle body, and a monitoring unit 54 that monitors the surroundings of the vehicle body. , Etc.

  As shown in FIGS. 2 to 4 and 7, the automatic steering unit 52 includes the PS unit 24 described above. The PS unit 24 steers the left and right front wheels 9 based on the turning operation of the steering wheel 19 when the manual operation mode is selected. Further, the PS unit 24 steers the left and right front wheels 9 based on a control command from the main ECU 30 when the automatic operation mode is selected.

  That is, the left and right front wheels 9 can be automatically steered without providing a steering unit dedicated for automatic steering. Further, when a problem occurs in the electrical system of the PS unit 24, it can be easily switched to manual steering by the passenger, and the operation of the vehicle body can be continued.

  As shown in FIGS. 1-3 and FIGS. 7-10, the positioning unit 53 uses the well-known GPS (Global Positioning System) which is an example of a global navigation satellite system (GNSS). A satellite navigation device 60 for measuring the position and orientation is provided. Positioning methods using GPS include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). In this embodiment, RTK-GPS suitable for positioning of a moving body is employed. .

  The satellite navigation device 60 includes an antenna unit 61 for satellite navigation that receives radio waves transmitted from GPS satellites (not shown) and positioning data transmitted from a reference station (not shown) installed at a known position. I have. The reference station transmits positioning data obtained by receiving radio waves from GPS satellites to the satellite navigation device 60. The satellite navigation device 60 obtains the position and orientation of the vehicle body based on positioning data obtained by receiving radio waves from GPS satellites and positioning data from a reference station.

  The antenna unit 61 is attached to the roof 62 of the cabin 4 located at the uppermost part of the vehicle body so that the reception sensitivity of radio waves from GPS satellites is increased. Therefore, the position and orientation of the vehicle body measured using GPS include a positioning error due to the positional deviation of the antenna unit 61 due to yawing, pitching, or rolling of the vehicle body.

  Therefore, the vehicle body has a three-axis gyroscope (not shown) and a three-direction acceleration sensor (not shown) in order to enable correction for removing the positioning error, and the yaw angle of the vehicle body Inertial measurement unit (IMU) 63 that measures pitch angle, roll angle, and the like is provided. The inertial measurement device 63 is provided inside the antenna unit 61 in order to easily obtain the above-described positional deviation amount of the antenna unit 61. The antenna unit 61 is attached to the left and right central portions of the upper surface of the front portion of the roof 62 of the cabin 4 so that the antenna unit 61 is positioned at the central portion of the wheel base L at the central portion of the tread T in the vehicle body in plan view (see FIG. 2). ).

  With the above configuration, the attachment position of the inertial measurement device 63 is close to the position of the center of gravity of the vehicle body at least in plan view. As a result, the calculation for correcting the yaw angle or the like measured by the inertial measurement device 63 based on the positional deviation amount of the inertial measurement device 63 from the center of gravity position of the vehicle body is simplified. The result can be corrected quickly and correctly. That is, the measurement of the yaw angle of the vehicle body by the inertial measurement device 63 can be performed quickly and accurately.

  As a result, when the satellite navigation device 60 measures the position and orientation of the vehicle body, if the position shift occurs in the antenna unit 61 due to yawing, pitching, or rolling of the vehicle body, the antenna unit at this time 61 can be quickly and accurately obtained from the yaw angle, pitch angle, roll angle, etc. of the vehicle body measured by the inertial measurement device 63. Then, the positioning error caused by the positional deviation of the antenna unit 61 included in the position and orientation of the vehicle body measured by the satellite navigation device 60 is based on the positional deviation amount of the antenna unit 61 obtained from the measurement result of the inertial measurement device 63. The positioning error can be obtained quickly and accurately, and correction for removing this positioning error from the measurement result of the satellite navigation device 60 can be performed quickly and appropriately.

  As a result, the measurement of the position and direction of the vehicle body using the global navigation satellite system can be performed more easily and quickly with high accuracy.

  As shown in FIG. 7, the main ECU 30 includes an automatic driving control unit 30C having various control programs that enable automatic driving of the vehicle body. The automatic operation control unit 30C travels based on the target travel route and the positioning result of the positioning unit 53 so that the vehicle body automatically travels while properly performing the target travel route of the field set in advance at the set speed. Various control commands are transmitted to the control unit 30A, the work control unit 30B, and the like at appropriate timing. The travel control unit 30A appropriately applies various control commands to the main transmission 32, the forward / reverse switching device 33, and the like based on various control commands from the automatic driving control unit 30C and various types of acquisition information of the in-vehicle information acquisition unit 36. The transmission of the main transmission device 32, the forward / reverse switching device 33, and the like are controlled by transmitting at a proper timing. The work control unit 30B sends various control commands to the elevating drive unit 29, the PTO clutch 34, and the like at appropriate timings based on various control commands from the automatic operation control unit 30C and various information acquired by the in-vehicle information acquisition unit 36. To control the operation of the lift drive unit 29, the PTO clutch 34, and the like.

  The target travel route may be data in which the travel route traveled during the work travel by manual operation on the field, the coast turning start point, and the like based on the positioning result of the positioning unit 53 and the like. Further, the target travel route may be a data obtained from the travel route traveled at the time of teaching travel by manual operation on the field, the coasting start point, and the like based on the positioning result of the positioning unit 53 and the like. .

  As shown in FIGS. 1 to 5 and FIGS. 7 to 10, the monitoring unit 54 includes an obstacle detection module 64 that detects the presence or absence of an obstacle within a close distance (for example, within 1 m) to the vehicle body, and a short distance (for example, An obstacle detector 65 before and after detecting an approach of an obstacle within 10 m), a contact avoidance control unit 30D for performing contact avoidance control for avoiding contact with the obstacle, and six surveillance cameras for photographing the periphery of the vehicle body 66, an image processing device 67 for processing an image taken by the monitoring camera 66, and the like.

  The obstacle detection module 64 includes eight obstacle searchers 68 that search for obstacles within a short distance from the vehicle body, and obstacles within a short distance from the vehicle body based on the search information from each obstacle searcher 68. And two exploration information processing devices 69 that perform a process of determining whether or not they are approaching.

  Each obstacle searcher 68 employs a sonar 68 that uses ultrasonic waves for distance measurement as an example of a distance measurement sensor. The eight sonars 68 are distributed in the front end portion and the left and right end portions of the vehicle body so that the front and both left and right sides of the vehicle body are search target regions. Each sonar 68 transmits the search information obtained by the search to the corresponding search information processing device 69.

  Each exploration information processing device 69 determines whether or not an obstacle has approached within the closest distance to the vehicle body based on the time from transmission to reception of ultrasonic waves in each corresponding sonar 68, and the determination result Is output to the contact avoidance control unit 30D.

  As a result, when an obstacle is abnormally approached within a close distance to the vehicle body in front of the vehicle body or on the left and right lateral sides during automatic driving, the obstacle detection module 64 detects the approach of the obstacle. Further, since the sonar 68 is not provided at the rear end portion of the vehicle body, the obstacle detection module 64 is prevented from erroneously detecting a work device attached to the rear portion of the vehicle body so as to be movable up and down as an obstacle. Yes.

  Incidentally, the obstacle detection module 64 is configured such that, for example, when the vehicle body is traveling toward the heel by automatic driving, or when the vehicle body is traveling along the heel by automatic driving, the vehicle body is When an abnormal approach is made within a close distance to, this wrinkle is detected as an obstacle. Further, when the moving body abnormally approaches within a close distance to the vehicle body, the moving body is detected as an obstacle.

  Each obstacle detector 65 employs a laser scanner 65 having a detection angle of about 270 degrees. Each laser scanner 65 includes a detection unit 65A that detects an obstacle, and a processing unit 65B that processes detection information from the detection unit 65A. The detection unit 65A receives the reflected light by irradiating the detection target region with a laser beam. The processing unit 65B determines whether or not an obstacle is approaching at a short distance from the vehicle body based on the time from laser beam irradiation to light reception, and outputs the determination result to the contact avoidance control unit 30D. In the front laser scanner 65, the area on the front side of the vehicle body is set as the detection target area. In the rear laser scanner 65, a region on the rear side of the vehicle body is set as a detection target region.

  The contact avoidance control unit 30D includes a control program that enables execution of contact avoidance control, and is provided in the main ECU 30. The contact avoidance control unit 30D prioritizes the automatic operation based on the control operation of the automatic operation control unit 30C when confirming the approach of the obstacle at a short distance to the vehicle body based on the determination result of each laser scanner 65. Start contact avoidance control. Then, the contact avoidance control unit 30 </ b> D performs contact avoidance control based on the determination results of each laser scanner 65 and each search information processing device 69.

  In the contact avoidance control, the contact avoidance control unit 30D outputs a deceleration command to the travel control unit 30A when the contact avoidance control is started. Thereby, the contact avoidance control unit 30D decelerates the main transmission 32 by the control operation of the travel control unit 30A, and reduces the vehicle speed from the set speed for normal travel to the set speed for contact avoidance. When the contact avoidance control unit 30D confirms the approach of an obstacle within a close distance to the vehicle body based on the determination result of one of the exploration information processing devices 69 in this low speed traveling state, An emergency stop command is output to the work control unit 30B. As a result, the contact avoidance control unit 30D switches the forward / reverse switching device 33 to the neutral state by the control operation of the travel control unit 30A, and operates the left and right brakes by operating the brake operation unit 35 and the left and right front wheels 9 and left and right. The rear wheel 10 is braked. Further, the contact avoidance control unit 30D switches the PTO clutch 34 to the disengaged state by the operation of the work control unit 30B and stops the operation of the work device. As a result, it is possible to quickly stop the traveling of the vehicle body and stop the operation of the work device based on the approach of the obstacle within a close distance to the vehicle body, and avoid the possibility that the vehicle body contacts the obstacle. it can. When the contact avoidance control unit 30D confirms that there is no obstacle within a short distance from the vehicle body based on the determination result of each laser scanner 65 in the low speed traveling state, the contact avoidance control unit 30D instructs the traveling control unit 30A to increase the speed. Is output, and then the contact avoidance control is terminated. Thereby, after the contact avoidance control unit 30D increases the speed of the main transmission 32 by the control operation of the travel control unit 30A and increases the vehicle speed from the contact avoidance set speed to the normal travel set speed, The automatic operation based on the control operation of the automatic operation control unit 30C is resumed.

  As shown in FIGS. 1 to 3 and FIGS. 7 to 10, a wide-angle visible light CCD camera is employed for each monitoring camera 66. One of the six monitoring cameras 66 is for photographing the front of the vehicle body, and this monitoring camera 66 is in a tilted posture in which the photographing direction is directed forward and downward, and at the left and right central locations of the front end at the upper end of the cabin 4. Is installed. Two of the six monitoring cameras 66 are for right-side shooting of the vehicle body, and these monitoring cameras 66 are tilted so that the shooting direction is directed to the lower right, and are located at the right end portion of the upper end portion of the cabin 4. It is installed at a predetermined interval in the front and rear. Two of the six monitoring cameras 66 are for left-side shooting of the vehicle body, and these monitoring cameras 66 are tilted so that the shooting direction is directed to the lower left, and are located at the left end portion of the upper end portion of the cabin 4. It is installed at a predetermined interval in the front and rear. One of the six monitoring cameras 66 is for photographing the rear of the vehicle body, and the monitoring camera 66 is in an inclined posture in which the photographing direction is rearward and downward, and the left and right center of the rear end at the upper end portion of the cabin 4. It is installed at the location. As a result, it is possible to capture the surroundings of the vehicle body without omission.

  Note that the right monitoring camera 66 and the left monitoring camera 66 may be provided one by one and installed at appropriate locations on the left and right ends of the upper end portion of the cabin 4.

  The image processing device 67 processes the video signal from each surveillance camera 66, and the vehicle body front image, the vehicle body right side image, the vehicle body left side image, the vehicle body rear image, and the bird's-eye view image as seen from directly above the vehicle body. Are generated and transmitted to the display unit 23 or the like. The display unit 23 includes a control unit 23B that switches an image displayed on the liquid crystal panel 23A based on an artificial operation of various operation switches (not shown) displayed on the liquid crystal panel 23A.

  With the above configuration, during manual driving, the driver can easily view the surroundings and working conditions of the vehicle during driving by displaying an image from the image processing device 67 on the liquid crystal panel 23A. . As a result, the driver can easily drive a good vehicle body according to the type of work. In addition, when the manager gets on the vehicle body during the automatic driving, the manager can easily display the image from the image processing device 67 on the liquid crystal panel 23A, so that the surrounding situation and the working situation of the vehicle during the automatic driving can be easily performed. Can be visually recognized. When the manager visually recognizes an abnormality in the vicinity of the vehicle body during automatic driving or in a work situation, the manager can promptly take appropriate measures according to the type and degree of the abnormality.

  As shown in FIG. 7, the electronic control system 51 includes a cooperative control unit 70 that automatically moves the vehicle body in cooperation with another vehicle of the same specification when the cooperative operation mode is selected by an artificial operation of the selection switch 50. ing. The cooperative control unit 70 performs cooperative operation control based on information from the communication module 71 that wirelessly communicates information related to cooperative traveling with other vehicles including position information of the vehicle body and information from the other vehicles. And a control unit 30E. The cooperative operation control unit 30E includes a control program that enables execution of cooperative operation control, and is provided in the main ECU 30.

  In the cooperative operation mode, the automatic operation control unit 30C causes the vehicle to travel automatically while performing the proper operation of the preset target traveling route for the parallel traveling at the set speed, and the positioning unit 53 for the concurrent traveling. On the basis of the positioning result, various control commands are transmitted to the travel control unit 30A, the work control unit 30B, and the like at appropriate timing. The cooperative operation control unit 30 </ b> E takes precedence based on the target traveling route for the parallel running of the own vehicle, the positioning result of the positioning unit 53, the target traveling route for the parallel running of the other vehicle, the position information of the other vehicle, and the like. It is determined whether or not the inter-vehicle distance in the traveling direction of the vehicle and the own vehicle, the inter-vehicle distance in the parallel running direction of the preceding other vehicle and the own vehicle, and the like are appropriate. If any of the inter-vehicle distances is not appropriate, the cooperative operation control is started in preference to the automatic operation based on the control operation of the automatic operation control unit 30C so that the inter-vehicle distance is appropriate.

In the cooperative driving control, the cooperative driving control unit 30E outputs a deceleration command to the traveling control unit 30A when the inter-vehicle distance in the traveling direction is shorter than the appropriate distance. Thereby, the cooperative driving control unit 30E decelerates the main transmission 32 by the control operation of the traveling control unit 30A, and returns the inter-vehicle distance in the traveling direction to an appropriate distance. Then, the cooperative driving control unit 30E restarts the automatic driving based on the control operation of the automatic driving control unit 30C as the inter-vehicle distance in the traveling direction returns to the appropriate distance, thereby reducing the vehicle speed for normal driving. Increase the speed to the set speed and maintain the distance between the vehicles in the direction of travel.
When the inter-vehicle distance in the traveling direction is longer than the appropriate distance, the cooperative operation control unit 30E outputs a speed increase command to the travel control unit 30A. Thus, the cooperative operation control unit 30E causes the main transmission 32 to perform a speed-up operation by the control operation of the travel control unit 30A, and returns the inter-vehicle distance in the traveling direction to an appropriate distance. Then, the cooperative driving control unit 30E restarts the automatic driving based on the control operation of the automatic driving control unit 30C as the inter-vehicle distance in the traveling direction returns to the appropriate distance, thereby reducing the vehicle speed for normal driving. Decrease to the set speed to maintain the distance between vehicles in the direction of travel.
When the inter-vehicle distance in the parallel running direction is longer than the appropriate distance, the cooperative driving control unit 30E outputs a steering command to the other vehicle side to the traveling control unit 30A. Thereby, the cooperative driving control unit 30E steers the left and right front wheels 9 to the other vehicle side by the control operation of the traveling control unit 30A, and returns the inter-vehicle distance in the parallel running direction to an appropriate distance. Then, the cooperative driving control unit 30E resumes the automatic driving based on the control operation of the automatic driving control unit 30C as the inter-vehicle distance in the parallel running direction returns to an appropriate distance, thereby changing the traveling direction of the vehicle body normally. Return to the traveling direction for traveling and maintain the inter-vehicle distance in the parallel traveling direction at an appropriate distance.
When the inter-vehicle distance in the parallel running direction is shorter than the appropriate distance, the cooperative operation control unit 30E outputs a steering command to the side away from the other vehicle to the travel control unit 30A. Thus, the cooperative operation control unit 30E steers the left and right front wheels 9 away from the other vehicles by the control operation of the traveling control unit 30A, and returns the inter-vehicle distance in the parallel traveling direction to an appropriate distance. Then, the cooperative driving control unit 30E resumes the automatic driving based on the control operation of the automatic driving control unit 30C as the inter-vehicle distance in the parallel running direction returns to an appropriate distance, thereby changing the traveling direction of the vehicle body normally. Return to the traveling direction for traveling and maintain the inter-vehicle distance in the parallel traveling direction at an appropriate distance.
As a result, the host vehicle can automatically and appropriately run in parallel with the preceding other vehicle while maintaining the inter-vehicle distance in the traveling direction and the inter-vehicle distance in the side-by-side direction corrected.

  As shown in FIGS. 1 to 3, 6, and 8 to 11, the cabin 4 includes a roof frame 72 that supports a roof 62 and the like, left and right front pillars 73 that support a front end portion of the roof frame 72, and a roof frame 72. The left and right center pillars 74 that support the front and rear intermediate portions, the left and right rear pillars 75 that support the rear side of the roof frame 72, the front panel 76 that forms the front surface of the cabin 4, and the left and right center pillars 74 are supported so as to be swingable. The left and right door panels 77, the left and right side panels 78 that form the rear side surface of the cabin 4, and the rear panel 79 that is supported by the roof frame 72 so as to be openable and swingable.

  The roof frame 72 includes a front beam 98 extending from the left and right front pillars 73, left and right side beams 99 extending from the left and right front pillars 73 and the rear pillar 75, and a rear beam 100 extending from the left and right rear pillars 75. It is formed in a rectangular shape.

  The left and right front pillars 73 are disposed on the front side of the vehicle body relative to the center portion of the wheel base L in the vehicle body. The upper left half of the left and right front pillars 73 is positioned so that the upper side of the upper half in the front view is positioned on the left and right center side of the vehicle body, and the upper side of the upper half in the side view is positioned on the front and rear center side of the vehicle body. The part is curved.

  The left and right center pillars 74 and the left and right rear pillars 75 are disposed between the left and right rear fenders 12 disposed on the left and right sides of the driver seat 22 and the roof frame 72. The left and right center pillars 74 are curved so that the upper side in the front view is positioned closer to the left and right central side of the vehicle body, and the upper side in the side view is positioned closer to the front and rear center side of the vehicle body. The left and right rear pillars 75 are positioned so that the upper side in the front view is positioned closer to the left and right central sides of the vehicle body, and the left and right rear pillars 75 are in a substantially vertical posture in the side view.

  Each of the panels 76 to 79 employs a curved panel made of glass or a transparent acrylic resin that is curved along the corresponding pillars 73 to 75.

  With the above configuration, in the lower half of the cabin 4, while ensuring a wide space in which various operations with the limbs of the driver seated on the driver seat 22 are easily performed, in the upper half of the cabin 4, comfort is ensured. The front-rear width and the left-right width of the roof frame 72 can be reduced to the extent that they are not damaged. As a result, it is possible to improve the stability of the vehicle body by reducing the size and weight of the upper part of the cabin without reducing the operability and comfort in the boarding space.

  As shown in FIGS. 1 to 3 and FIGS. 9 to 11, the cabin 4 includes an auxiliary frame 90 that extends rearward from the upper ends of the left and right rear pillars 75. The auxiliary frame 90 supports the rear laser scanner 65, the rear-viewing monitoring camera 66, and the like.

  As shown in FIGS. 1 to 5 and FIGS. 9 to 11, the front laser scanner 65 is disposed at the left and right central portion of the upper front side of the driving unit 3. The rear laser scanner 65 is disposed at the left and right center of the upper rear end of the cabin 4.

  As a result, the front laser scanner 65 can also be used as a sighting device used by the driver to determine the traveling direction of the vehicle body. As a result, it is possible to avoid the possibility of the vehicle body coming into contact with the obstacle on the front side of the vehicle body during the automatic operation while reducing the cost by sharing.

  Further, the rear laser scanner 65 can be disposed at a higher position on the upper side of the vehicle body than the working device attached to the rear portion of the vehicle body so as to be movable up and down. As a result, the rear laser scanner 65 can satisfactorily detect the approach of an obstacle at a short distance to the work device at the rear of the vehicle body without being obstructed by the work device. As a result, it is possible to avoid the possibility that the work device at the rear of the vehicle body contacts an obstacle during automatic driving.

  The front and rear laser scanners 65 are installed at a higher part than the upper part of the prime mover 3 in the vehicle body. For example, the vehicle body rolls or pitches according to the ups and downs of the farm field during the running of the work. Even when one of the laser scanners 65 approaches the ground of the field, the distance from the ground of each laser scanner 65 at this time can be easily maintained longer than the detection distance of each laser scanner 65. It is set to the height position.

  That is, each laser scanner 65 is in a good height position where it is difficult for the ground of the field to enter the detection distance of each laser scanner 65 when the vehicle body rolls or pitches according to the ups and downs of the field during work travel. Has been placed. Thereby, it is possible to suppress the possibility that each laser scanner 65 erroneously detects the ground of the field as an obstacle due to rolling or pitching of the vehicle body during work traveling.

  As shown in FIGS. 1, 4, and 5, the front laser scanner 65 is disposed on the upper side in the cooling direction than the radiator 14 disposed on the upper side in the cooling direction of the driving unit 3. Thereby, it is possible to avoid the occurrence of thermal damage caused by the cooling air heated by cooling the engine 6 and the radiator 14 and the like reaching the laser scanner 65 on the front side.

As shown in FIGS. 4, 5, and 9 to 13, the driving unit 3 includes a support frame 110 attached to the front frame 7 in a standing posture. On the upper portion of the support frame 110, left and right arm portions 110A that support the left and right ends of the radiator 14 and a support portion 110B that supports the front laser scanner 65 are provided. The front laser scanner 65 is bolted to the support portion 110B via a support plate 111 and left and right vibration isolation rubbers 112. The bonnet 16 includes an opening 16A that exposes the detection unit 65A of the front laser scanner 65 to the upper side from the hood 16 at the closed position.
In the cabin 4, a U-shaped support member 113 that supports the rear laser scanner 65 is attached to the rear end of the auxiliary frame 90. The rear laser scanner 65 is bolted to a support member 113 via a support plate 111 and left and right vibration isolation rubbers 112.

  With the above configuration, the vibration of the vehicle body is hardly transmitted to the front and rear laser scanners 65. As a result, it is possible to prevent the vibration of the vehicle body from adversely affecting each laser scanner 65.

  Further, as compared with the case where the front laser scanner 65 is attached to the bonnet 16, the impact generated when the bonnet 16 is closed is less likely to reach the front laser scanner 65. Therefore, it is possible to simplify the support structure and the anti-vibration structure required for mounting the front laser scanner 65. While simplifying the support structure and the vibration isolating structure in this way, during automatic operation, the detection unit 65A of the laser scanner 65 exposed to the upper side of the hood 16 from the opening 16A of the hood 16 in the closed position allows the vehicle body to It is possible to detect the approach of an obstacle at a short distance with respect to the front part.

  As shown in FIGS. 4, 5, and 12, the support portion 110 </ b> B of the support frame 110 is provided with an enclosing member 114 that surrounds the detection portion 65 </ b> A of the front laser scanner 65. The outer member 114 is located between the upper surface of the outer member 114 and the bonnet 16 in the closed position, and is made of a sponge and has an annular shape that prevents the inflow of dust from the opening 16A of the bonnet 16 into the bonnet 16. A dustproof member 115 is provided.

  With the above configuration, the dustproof member 115 can prevent dust in the air from flowing into the hood 16 from the opening 16 </ b> A of the hood 16 together with outside air during traveling. Accordingly, it is possible to prevent inconveniences such as the radiator 14 being clogged due to the dust flowing into the hood 16 from the opening 16A of the hood 16.

  As shown in FIGS. 4 and 12, a rubber trim 116 that covers the edge is attached to the periphery of the opening 16 </ b> A in the bonnet 16. Thereby, at the time of opening / closing operation of the bonnet 16, it is possible to avoid the possibility that the front laser scanner 65 is damaged due to contact with the edge of the opening formation portion in the bonnet 16.

[Another embodiment]
The present invention is not limited to the configuration exemplified in the above-described embodiment, and typical other embodiments relating to the present invention will be exemplified below.

[1] The configuration exemplified below may be adopted for the work vehicle.
For example, the work vehicle may be configured in a semi-crawler specification including left and right crawlers instead of the left and right rear wheels 10.
For example, the work vehicle may be configured in a full crawler specification including left and right crawlers instead of the left and right front wheels 9 and the left and right rear wheels 10.
For example, the work vehicle may be a two-wheel drive type in which one of the left and right front wheels 9 and the left and right rear wheels 10 is driven.
For example, the work vehicle may be configured to have an electric specification including an electric motor instead of the engine 6.
For example, the work vehicle may be configured in a hybrid specification including the engine 6 and an electric motor.
For example, the work vehicle may include a protective frame instead of the cabin 4.

[2] The contact avoidance control unit 30 </ b> D determines the discrimination result of any one of the obstacle detection module 64 and the front and rear obstacle detectors 65, or the obstacle detection module 64 and any one of the front and rear obstacle detectors. Based on the determination result, the emergency stop command may be output to the travel control unit 30A and the work control unit 30B when the approach of the obstacle to the vehicle body within a close distance is confirmed. .

[3] The front and rear obstacle detectors 65 may also serve as the obstacle detection module 64.
In this configuration, for example, when each obstacle detector 65 is a laser scanner 65, the obstacle approaches at a short distance (for example, within 10 m) from the vehicle body based on the time from the irradiation of the laser beam to the light reception. Whether or not there is an obstacle within a close distance to the vehicle body (for example, within 1 m) is detected while determining whether or not the vehicle is present.

[4] The obstacle detector 65 may be an infrared distance sensor, an ultrasonic distance sensor, or the like.

[5] The arrangement and quantity of the obstacle detector 65 can be variously changed in accordance with the configuration and size of the work vehicle.
For example, if the work vehicle is provided with a protective frame instead of the cabin 4, the obstacle detector 65 may be arranged at the upper left and right central locations in the protective frame.
For example, the number of obstacle detectors 65 on either one of the front and rear sides may be set to two, and the obstacle detectors 65 may be arranged at symmetrical positions off the left and right central portions of the vehicle body.

  The present invention can be applied to work vehicles such as a tactor, a riding mower, a combiner, a riding rice transplanter, and a wheel loader equipped with an electronic control system for automatic driving for automatically driving a vehicle body.

DESCRIPTION OF SYMBOLS 1 Body frame 3 Motor | motive part 4 Cabin 6 Engine 14 Radiator 16 Bonnet 16A Opening 30D Contact avoidance control part 51 Electronic control system 65 Obstacle detector 65A Detection part 110 Support frame 112 Anti-vibration rubber 115 Dust-proof member

Claims (6)

Equipped with an electronic control system for automatic driving that automatically drives the car body,
The electronic control system includes an obstacle detector before and after detecting an approach of an obstacle, and a contact for performing contact avoidance control for avoiding contact with the obstacle when the obstacle detector detects an approach of the obstacle. An avoidance control unit,
The front and rear obstacle detectors are arranged such that the front obstacle detector is arranged at the upper part of the front part of the vehicle body, and the rear obstacle detector is arranged at the upper part of the rear part of the vehicle body. A work vehicle in which one of the obstacle detectors is disposed at a central left and right of the vehicle body. A prime mover is arranged on the front side of the vehicle body, a cabin is arranged on the rear side of the vehicle body,
The obstacle detector on the front side is disposed at the center of the upper left and right of the driving unit, and the obstacle detector on the rear side is disposed at the center of the left and right of the upper rear end of the cabin. Work vehicle as described in. The prime mover comprises an engine arranged on the lower side in the cooling direction of the prime mover, and a radiator arranged on the upper side in the cooling direction than the engine,
The work vehicle according to claim 2, wherein the obstacle detector on the front side is disposed closer to the cooling direction than the radiator. The prime mover comprises a support frame attached to the body frame in a standing posture, and a swingable bonnet.
The obstacle detector on the front side is attached to the upper end of the support frame,
4. The work vehicle according to claim 2, wherein the bonnet includes an opening that exposes a detection portion of the obstacle detector on the front side to the upper side from the bonnet in a closed position.   The work vehicle according to claim 4, further comprising a dustproof member that prevents inflow of dust from the opening into the hood between the support frame and the bonnet in the closed position.   The work vehicle according to any one of claims 1 to 5, wherein the obstacle detector is attached to a vehicle body via an anti-vibration rubber.

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