JP2020023319A - Work vehicle - Google Patents

Abstract

To eliminate the possibility that rain water and a cleaning fluid cause harmful effects on an antenna unit.SOLUTION: A work vehicle includes: an electronic control system 51 for automatic operation which automatically operates a vehicle body; and a cabin 6 forming a boarding space. The electronic control system 51 includes an antenna unit 56 for satellite navigation which is attached to a lateral center portion of a roof 24 of the cabin 6. The lateral side of the antenna unit 56 in the roof 24 includes a draining groove which guides water on the roof 24 to the front of the roof 24 so that the water on the roof 24 detours the antenna unit 56.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a work vehicle provided with an electronic control system for automatic driving that automatically drives a vehicle body, and a cabin that forms a boarding space.

  Some of the working vehicles described above have a satellite navigation antenna unit (mobile GPS antenna) mounted on the roof of a cabin so as to increase the reception sensitivity of radio waves from GPS satellites (for example, see Patent Document 1). ).

JP-A-2006-095661 (paragraph number 0019, FIG. 1)

  If the antenna unit is mounted on the roof of the cabin, rainwater or washing water that has fallen on the roof may flow toward the antenna unit and adversely affect the antenna unit.

  Since the antenna unit generally has a plurality of through holes for bolt connection at its connection part, the antenna unit is attached to the roof of the cabin by mounting a plurality of bolt connection holes on the upper surface of the roof. It has been considered that the antenna unit is bolted to the upper surface of the roof by forming a through hole.

  However, simply by bolting the antenna unit to the top of the roof, if rainwater or washing water falls on the top of the roof, rainwater or washing water flows toward the through-holes on the top of the roof, There is a possibility that it flows into the roof from the through hole on the roof upper surface.

  Therefore, an upwardly swelling pedestal is formed at the mounting position of the antenna unit on the top surface of the roof, and rainwater or washing water that has fallen on the top surface of the roof is connected to the antenna unit by bolts. Although it is conceivable to make it difficult to flow toward the antenna unit, in this case, since the antenna unit is mounted on the upper surface of the base that protrudes upward, the overall height of the vehicle body including the antenna unit increases. Therefore, if the height of the doorway in the barn or the like that stores the work vehicle is low, the antenna unit may come into contact with the frame of the doorway and be damaged when the work vehicle is moved in and out of the barn or the like.

  That is, while suppressing the total height of the vehicle body including the antenna unit from increasing, it is possible to avoid the possibility that rainwater, washing water, and the like adversely affect the antenna unit and the possibility that the antenna unit enters the roof from a mounting portion of the antenna unit. It is desired to.

As means for solving the above problems,
The working vehicle according to the present invention,
An electronic control system for automatic driving that automatically drives the vehicle body, and a cabin that forms a boarding space,
The electronic control system includes an antenna unit for satellite navigation attached to a center on the left and right of the roof of the cabin,
The roof is
An upper surface around the antenna unit in the roof is formed on an inclined surface inclined in the front-rear direction,
At the left and right ends of the roof, left and right swelling edges bulging upward with front and rear lengths extending across the front and rear ends of the roof,
A drain groove for guiding water on the roof toward the left and right bulging edges so that the water on the roof bypasses the antenna unit.

  According to this means, rainwater, washing water, and the like that have fallen on the upper surface of the roof easily flow toward the left and right bulging edges while bypassing the antenna unit due to the guiding action of the drain grooves. The rainwater, washing water, etc., flowing toward the left and right bulging edges are guided by the sloping surface, and fall below the sloping surface along the swelling edges at the left and right ends separated from the left and right center antenna unit As the water flows toward the front and rear ends of the roof located below the inclined surface, the water flows downward from the front and rear ends of the roof.

  This makes it difficult for rainwater, washing water, etc., which has fallen on the top surface of the roof, to flow toward the antenna unit located at the left and right center of the roof, without forming the pedestal for mounting the antenna unit on the top surface of the roof. can do.

  As a result, while suppressing the total height of the vehicle body including the antenna unit from being increased, it is possible to avoid the danger that rainwater, washing water, and the like will adversely affect the antenna unit, and the risk of intrusion into the roof from the mounting location of the antenna unit. be able to.

  Also, during work traveling in rainy weather, most of the rainwater that has fallen on the upper surface of the roof flows down the inclined surface along the left and right bulges formed at the left and right ends of the roof. Since the water flows downward from the left and right ends of the front and rear edges of the roof to below the roof, it is possible to suppress a decrease in forward visibility caused by rainwater flowing down from the roof.

As one of means for making the present invention more suitable,
The drain groove includes a first groove portion extending left and right extending over the left and right bulging edges at a position higher than the antenna unit on the inclined surface, and front and rear ends of the roof extending from left and right ends of the first groove portion. There are left and right second grooves crossing the left and right bulging edges toward the left and right ends of one edge.

  According to this means, rainwater, washing water, etc., which has fallen on the upper surface of the roof, flow into the first groove portion and are guided by the first groove portion while flowing toward the antenna unit side by the guide action of the inclined surface. And the guide action facilitates the flow toward the left and right bulging edges. Most of the rainwater, washing water, and the like flowing toward the left and right bulging edges are guided by the second left and right groove portions, and cross the left and right bulging edges to form one of the front and rear edges of the roof. After flowing toward the left and right ends of the vehicle, it flows downward from the left and right ends of the front and rear ends located on the vehicle lateral outer sides of the left and right bulging edges.

  Thus, it is possible to more reliably prevent rainwater, washing water, and the like that have fallen on the upper surface of the roof from flowing toward the antenna unit located at the center on the left and right sides of the roof. As a result, it is possible to more reliably avoid the possibility that rainwater, washing water, and the like adversely affect the antenna unit, and the possibility that the water enters the roof from a place where the antenna unit is attached.

  In addition, during work traveling in rainy weather, much of the rainwater that has fallen on the top surface of the roof falls from the left and right ends of the front and rear end edges of the roof located outside the vehicle body on the left and right bulging edges, below the roof. Since the water flows down, it is possible to more effectively suppress a decrease in the forward visibility due to rainwater flowing down from the roof.

As one of means for making the present invention more suitable,
In the roof, a concave portion for connecting a connector to the antenna unit is formed at a higher position on the inclined surface adjacent to the antenna unit.

  According to this means, an inclined surface is formed around the antenna unit on the roof to improve drainage around the antenna unit, but without forming a pedestal for mounting the antenna unit on the upper surface of the roof, Connection of the connector to the antenna unit can be facilitated.

As one of the means for making the present invention more suitable,
The roof is
A communication antenna is attached at a location adjacent to the antenna unit,
A left and right guide groove for positioning and guiding the cable connected to the antenna unit and the cable connected to the communication antenna below the roof,
The left and right guide grooves have a first guide formed on the inclined surface and a second guide formed on the left and right bulging edges.

  According to this means, the cable for the antenna unit and the cable for the communication antenna are routed from the upper surface of the roof to the lower side of the roof along the left and right guide grooves without protruding upward from the upper surface of the roof. can do. Thereby, the possibility that the cable for the antenna unit and the cable for the communication antenna may be lifted from the upper surface of the roof and caught by another object can be avoided.

  Further, since it is not necessary to form a through hole for cable insertion on the upper surface of the roof, a waterproof member for preventing water from penetrating from the through hole for cable insertion becomes unnecessary. As a result, the configuration can be simplified by reducing the number of components, and the like.

It is a left view of a tractor. It is a top view of a tractor. FIG. 2 is a block diagram illustrating a schematic configuration of a control system. It is a perspective view of the upper part of a cabin which shows the shape of a roof, etc. FIG. 2 is a perspective view of a main part showing a frame structure of a cabin, a support structure of a ground plane, and the like. FIG. 3 is a longitudinal rear view of a main part showing a roof shape, a mounting structure of a ground plane, and the like. It is a vertical side view of the principal part which shows the attachment structure of a communication antenna and a ground plane. FIG. 5 is a vertical sectional left side view of the main part, showing the shape of the main part on the roof, the mounting structure of the antenna unit and the like.

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 which is an example of a work vehicle will be described with reference to the drawings.
The direction indicated by the arrow F 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.
The direction indicated by the arrow F in FIG. 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, a tractor exemplified in the present embodiment includes a vehicle body frame 1 extending across the front and rear ends of a vehicle body, left and right front wheels 2 functioning as steerable wheels, and left and right rear wheels functioning as driving wheels. 3, a driving unit 4 arranged on the front side of the body frame 1, a cabin 6 forming a riding space and an operating unit 5 on the rear side of the body frame 1, and a vertical swing on the rear end of the body frame 1. It is provided with a three-point link mechanism 7 for connection of a working device, which is mounted so as to be capable of being mounted.

  As shown in FIG. 1, the tractor includes an engine 8 disposed in the prime mover 4, a pedal-operated main clutch 9 for intermittently driving power from the engine 8, and a power transmitted through the main clutch 9 for traveling and working. A transmission unit (not shown) that branches and shifts gears, and left and right side brakes (not shown) that act on the left and right rear wheels 3 are provided. The engine 8 employs an electronically controlled diesel engine having a common rail system.

  As shown in FIG. 3, the three-point link mechanism 7 is driven to swing vertically by the operation of an electro-hydraulic control type lifting drive unit 10 provided in the vehicle body. Although not shown, working devices such as a rotary tilling device, a plow, a disc harrow, a cultivator, a subsoiler, a seeding device, and a spraying device are connected to the three-point link mechanism 7. When the working device connected to the three-point link mechanism 7 is of a driving type such as a rotary tilling device, the working power taken out from the rear of the vehicle body is transmitted to the working device via an external transmission shaft or the like. .

  As shown in FIGS. 1 and 3, the driving unit 5 includes a steering wheel 11 for manual steering that enables manual steering of the left and right front wheels 2, a main shift lever 12, an auxiliary shift lever 13, and a switch for forward / reverse switching. Shuttle lever 14, elevating lever 15 for setting the height position of the working device, elevating switch for instructing lifting and lowering of the working device, turning up switch, reverse up switch, PTO switch, clutch pedal 16 for enabling operation of main clutch 9 A driver's seat 17 and the like are provided along with various man-made operating tools such as left and right brake pedals (not shown) that enable the left and right side brakes to be operated. The steering wheel 11 is linked to the left and right front wheels 2 via a fully hydraulic power steering unit (hereinafter, referred to as a PS unit) 18 or the like.

  As shown in FIGS. 1 and 2 and FIGS. 4 and 5, the cabin 6 includes left and right front pillars 21, left and right center pillars 22, left and right rear pillars 23, a roof 24 supported by the pillars 21 to 23, and a cabin 6. A front panel 25 forming a front surface, left and right door panels 26 supported by left and right center pillars 22 so as to be able to swing open and close, left and right side panels 27 forming a rear side surface of the cabin 6, and a rear surface of the cabin 6 are formed. A rear panel 28 is provided.

  As shown in FIGS. 1 and 2 and FIGS. 4 to 6, the roof 24 is attached to a roof frame 29 connected to the pillars 21 to 23, a rear cover 30 extending rearward from the roof frame 29, and a lower portion of the roof frame 29. The resin inner roof 31, the resin outer roof 32 attached to the upper part of the roof frame 29 and the upper part of the rear cover 30, and the auxiliary frame attached to the rear part of the roof frame 29 so as to surround the rear cover 30 from behind. 33, etc. The roof 24 has an inner space 34 formed between the rear cover 30 and the inner roof 31 and the outer roof 32. The internal space 34 houses an air conditioning unit (not shown) that enables air conditioning of the boarding space, a radio (not shown), and the like.

  The roof frame 29 includes a front beam 35 extending over the left and right front pillars 21, a left and right side beam 36 extending between one of the left and right front pillars 21 and the rear pillar 23, and a rear beam 37 extending over the left and right rear pillars 23. It is formed in a rectangular shape.

The left and right front pillars 21 are arranged on the front side of the vehicle body with respect to the center of the wheel base L in the vehicle body. The upper left and right front pillars 21 are located closer to the upper left and right sides of the vehicle body as viewed from the front, and are positioned closer to the upper left and right sides as viewed from the side. The part is curved. The left and right center pillars 22 are curved so as to be located closer to the upper left and right sides of the vehicle body in a front view, and to be closer to the upper front and rear centers of the vehicle body in a side view. The left and right rear pillars 23 are located closer to the upper left and right sides of the vehicle body in a front view, and are curved so as to be substantially vertical in a side view.
Each of the panels 25 to 28 employs a curved panel made of glass or transparent acrylic resin, which is curved along the corresponding pillars 21 to 23 and the like.

  With the above configuration, in the lower half of the cabin 6, while maintaining a wide space in which various operations can be easily performed by the driver's limbs seated on the driver's seat 17, the livability is improved in the upper half of the cabin 6. The front-rear width and the left-right width of the roof frame 29 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 portion of the cabin without deteriorating the operability and livability in the boarding space.

  As shown in FIG. 3, the vehicle body includes a main electronic control unit (hereinafter referred to as a main ECU) including a travel control unit 40A for controlling the travel of the vehicle body, a work control unit 40B for controlling the work equipment, and the like. 40) is mounted. The main ECU 40 includes the above-described electro-hydraulic control type elevating drive unit 10, an electronic control unit (not shown) for an engine, an electronic control type main transmission device 41, an electronic control type forward / reverse switching device 42, an electronic control type. A PTO clutch 43, an electro-hydraulic brake operation unit 44 that enables automatic operation of left and right side brakes, and an in-vehicle information acquisition unit 45 that acquires in-vehicle information including vehicle speed, include a CAN (Controller Area Network). It is communicably connected via an in-vehicle LAN or a communication line. An electronic control unit such as the main ECU 40 includes a microprocessor having a CPU, an EEPROM, and the like. The traveling control unit 40A has various control programs that enable control relating to traveling of the vehicle body. The work control unit 40B has various control programs that enable control of the work device.

The main transmission device 41, the forward / reverse switching device 42, and the PTO clutch 43 include an auxiliary transmission device (not shown) for shifting the power for traveling in a stepped manner and a PTO for shifting the power for work in a stepped manner. The transmission unit is provided together with a transmission (not shown). The main transmission 41 employs a hydrostatic stepless transmission that continuously changes the power for traveling.
The forward / reverse switching device 42 also functions as a traveling clutch that intermits the power for traveling.

  The in-vehicle information acquisition unit 45 includes various switches such as the above-described lift switch, turning-up switch, reverse-up switch, and PTO switch, a rotation sensor that detects the output rotation speed of the engine 8, and a sub-transmission. A speed sensor for detecting the output rotation speed of the vehicle as a vehicle speed, a main speed sensor for detecting the operating position of the main speed lever 12, a sub speed sensor for detecting the operating position of the auxiliary speed lever 13, and a shuttle for detecting the operating position of the shuttle lever 14. A sensor, an elevating sensor for detecting the operation position of the elevating lever 15, a height sensor for detecting the vertical swing angle of the left and right lift arms (not shown) in the elevating drive unit 10 as the height position of the working device, and a front wheel Various sensors such as a rudder angle sensor for detecting the rudder angle are included.

  The traveling control unit 40A determines the vehicle speed based on the output of the rotation sensor, the output of the vehicle speed sensor, the output of the main transmission sensor, and the output of the sub transmission sensor, the engine speed, the operating position of the main transmission lever 12, and the The vehicle speed control for operating the trunnion shaft (not shown) of the main transmission 41 is performed so as to reach the control target vehicle speed obtained from the 13 operation positions. Thereby, the driver can change the vehicle speed to an arbitrary speed by operating the main shift lever 12 to an arbitrary operation position.

  The traveling control unit 40A performs forward / reverse switching control for switching the forward / reverse switching device 42 to a transmission state corresponding to the operation position of the shuttle lever 14 based on the output of the shuttle sensor. Thus, the driver can set the traveling direction of the vehicle body to the forward direction by operating the shuttle lever 14 to the forward position. The driver can set the traveling direction of the vehicle body to the reverse direction by operating the shuttle lever 14 to the reverse position.

  The work control unit 40B controls the operation of the lift drive unit 10 based on the output of the lift sensor and the output of the height sensor so that the work device is located at a height position corresponding to the operation position of the lift lever 15. Perform position control. Accordingly, the driver can change the height position of the working device to an arbitrary height position by operating the lifting lever 15 to an arbitrary operation position.

  When the lifting switch is switched to the lifting command state by the manual operation of the lifting switch, the work control unit 40B moves the working device to the preset upper limit position based on the lifting command from the lifting switch and the output of the height sensor. The ascending control for controlling the operation of the elevating drive unit 10 so as to ascend is performed. Thus, the driver can automatically raise the working device to the upper limit position by switching the lifting switch to the lifting command state.

  When the lifting switch is switched to the lowering command state by manual operation of the lifting switch, the work controller 40B operates the lifting device based on the lowering command from the lifting switch, the output of the lifting sensor, and the output of the height sensor. The descending control for controlling the operation of the elevation drive unit 10 is performed so as to descend to the work height position set by 15. Accordingly, the driver can automatically lower the working device to the working height position by switching the lifting switch to the lowering command state.

  When the execution of the turning interlocking rise control is selected by manual operation of the turning up switch, the work control unit 40B sets the steering angle of the front wheel 2 to the ridge based on the output of the steering angle sensor that detects the steering angle of the front wheel 2. When it is detected that the set angle for turning has been reached, the above-described ascending control is automatically performed. Accordingly, the driver can automatically raise the working device to the upper limit position in conjunction with the start of the ridge-side turn by selecting the execution of the turn-linked turning control.

  When execution of the reverse interlocking upward control is selected by manual operation of the reverse upward switch, the work control unit 40B detects a manual operation to the reverse position of the shuttle lever 14 based on the output of the shuttle sensor. The above-described ascent control is automatically performed. Thereby, the driver can automatically raise the working device to the upper limit position in conjunction with the switching to the reverse running by selecting the execution of the reverse interlocking raising control.

  When the operation position of the PTO switch is switched to the on position by manual operation of the PTO switch, the work control unit 40B operates the PTO clutch based on the switching to the on position to transmit work power to the work device. The clutch engagement control for switching the state of the clutch 43 to the engagement state is performed. Thereby, the driver can operate the working device by operating the PTO switch to the ON position.

  When the operation position of the PTO switch is switched to the cut position by manual operation of the PTO switch, the work control unit 40B controls the PTO clutch 43 based on the switching to the cut position so that power for work is not transmitted to the work device. Is switched to a disengaged state. Thereby, the driver can stop the working device by operating the PTO switch to the off position.

  When the operation position of the PTO switch is switched to the automatic position by manual operation of the PTO switch, the work control unit 40B automatically performs the above-described clutch disengagement control in conjunction with the execution of the above-described ascending control. The above-described clutch engagement control is automatically performed in conjunction with the execution of the descent control. By operating the PTO switch to the automatic position, the driver can stop the working device in conjunction with the automatic ascent of the working device to the upper limit position, and the working height of the working device can be reduced. The working device can be operated in conjunction with the automatic lowering to the position.

  As shown in FIGS. 1 to 3, the tractor includes a selection switch 50 for selecting an operation mode, and an electronic control system 51 for automatic operation for enabling automatic operation of the vehicle body. The tractor has a manual operation mode, an automatic operation mode, and a cooperative operation mode as operation modes. The electronic control system 51 includes the main ECU 40 described above, an automatic steering unit 52 that enables automatic steering of the left and right front wheels 2, a positioning unit 53 that measures the position and orientation of the vehicle body, and a monitoring unit 54 that monitors the periphery of the vehicle body. , And so on.

  As shown in FIG. 3, the automatic steering unit 52 is configured by the PS unit 18 described above. When the manual operation mode is selected, the PS unit 18 steers the left and right front wheels 2 based on the turning operation of the steering wheel 11. When the automatic driving mode or the cooperative driving mode is selected, the PS unit 18 steers the left and right front wheels 2 based on a control command from the main ECU 40.

  With the above configuration, the left and right front wheels 2 can be automatically steered without having a steering unit dedicated to automatic steering. Further, when a failure occurs in the electric system of the PS unit 18, it is possible to easily switch to manual steering by the occupant, and to continue driving the vehicle body.

  As shown in FIGS. 1 to 4 and FIG. 6, the positioning unit 53 uses a well-known GPS (Global Positioning System) which is an example of a Global Navigation Satellite System (GNSS), and A satellite navigation device 55 for measuring an azimuth is provided. Positioning methods using GPS include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). In the present embodiment, RTK-GPS suitable for positioning of a moving object is adopted. .

  The satellite navigation device 55 includes a satellite navigation antenna unit 56 that receives a radio wave transmitted from a GPS satellite (not shown) and positioning data transmitted from a reference station (not shown) installed at a known position. Have. The reference station transmits positioning data obtained by receiving radio waves from GPS satellites to the satellite navigation device 55. The satellite navigation device 55 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 56 is attached to the roof 24 of the cabin 6 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 the GPS include a positioning error due to a position shift of the antenna unit 56 due to yawing, pitching, or rolling of the vehicle body.

  Therefore, the vehicle body is provided with a three-axis gyroscope (not shown) and a three-direction acceleration sensor (not shown) in order to enable the correction for removing the positioning error, and the yaw angle of the vehicle body An inertial measurement unit (IMU: Inertial Measurement Unit) 57 for measuring a pitch angle, a roll angle, and the like. The inertial measurement device 57 is provided inside the antenna unit 56 in order to easily obtain the amount of positional deviation of the antenna unit 56 described above. The antenna unit 56 is attached to the center of the tread T of the vehicle body and the center of the wheel base L in plan view, and is attached to the center of the front surface of the roof 24 of the cabin 6 on the left and right sides (see FIG. 2). ).

  With the above configuration, at least the mounting position of the inertial measurement device 57 is close to the position of the center of gravity of the vehicle body in plan view. This simplifies the calculation for correcting the yaw angle and the like measured by the inertial measuring device 57 based on the amount of displacement of the inertial measuring device 57 from the position of the center of gravity of the vehicle body. The result can be corrected quickly and correctly. That is, measurement of the yaw angle of the vehicle body and the like by the inertial measurement device 57 can be performed quickly and accurately.

  Accordingly, when the satellite navigation device 55 measures the position and orientation of the vehicle body, if the antenna unit 56 is displaced due to yawing, pitching, or rolling of the vehicle body, the antenna unit at this time is displaced. The position shift amount 56 can be quickly and accurately obtained from the yaw angle, pitch angle, roll angle, and the like of the vehicle body measured by the inertial measurement device 57. Then, the positioning error caused by the positional deviation of the antenna unit 56 included in the position and orientation of the vehicle body measured by the satellite navigation device 55 is determined based on the positional deviation amount of the antenna unit 56 obtained from the measurement result of the inertial measuring device 57. The positioning error can be quickly and accurately obtained, and the correction for removing the positioning error from the measurement result of the satellite navigation device 55 can be quickly and appropriately performed.

  As a result, the position and orientation of the vehicle body using the global navigation satellite system can be measured more easily, quickly, and accurately.

  As shown in FIG. 3, the main ECU 40 includes an automatic operation control unit 40C having various control programs for enabling automatic operation of the vehicle body. The automatic operation control unit 40C performs automatic operation control for automatically driving the vehicle body when the automatic operation mode or the cooperative operation mode is selected by the manual operation of the selection switch 50. In the automatic driving control in the automatic driving mode, the automatic driving control unit 40C performs the target driving route and the positioning so that the vehicle appropriately performs the work while automatically traveling the preset target driving route in the field at the set speed. Based on the positioning result of the unit 53, various control commands are transmitted to the traveling control unit 40A and the work control unit 40B at appropriate timing. The traveling control unit 40A appropriately issues various control commands to the main transmission device 41 and the forward / reverse switching device 42 based on various control commands from the automatic driving control unit 40C and various acquisition information of the in-vehicle information acquisition unit 45. The transmission is performed at an appropriate timing to control the operations of the main transmission device 41, the forward / reverse switching device 42, and the like. The work control unit 40B sends various control commands to the lifting drive unit 10, the PTO clutch 43, and the like at appropriate timing based on various control commands from the automatic driving control unit 40C and various acquisition information of the in-vehicle information acquisition unit 45. To control the operation of the lifting drive unit 10 and the PTO clutch 43.

  The target travel route may be a travel route traveled during work traveling by manual driving in a field, a ridge turn start point, and the like, which are converted into data based on a positioning result of the positioning unit 53 and the like. In addition, the target travel route may be a travel route traveled during teaching travel by manual driving in a field, a ridge turn start point, and the like, which are converted into data based on a positioning result of the positioning unit 53 and the like. .

  As illustrated in FIGS. 1 to 5, the monitoring unit 54 includes an obstacle detection module 58 that detects an approach of an obstacle within a short distance (for example, within 1 m) to the vehicle body, and a monitoring unit 54 for detecting a close distance (for example, within 10 m) to the vehicle body. Three laser scanners 59 before and after detecting an approach of an obstacle, a contact avoidance control unit 40D for performing a contact avoidance control for avoiding a contact with an obstacle, four monitoring cameras 60 for photographing the periphery of the vehicle body, and a monitoring camera 60 And an image processing device 61 for processing an image photographed by the user.

  As shown in FIG. 1 to FIG. 3 and FIG. 5, the obstacle detection module 58 includes eight sonars 62 that search for obstacles within a short distance to the vehicle body, and a vehicle body based on search information from each sonar 62. It is provided with two exploration information processing devices 63 that perform a process of determining whether an obstacle has approached within a short distance. The eight sonars 62 are dispersedly arranged at the front end and the left and right ends of the vehicle body so that the front of the vehicle body and the left and right sides become the search target area. Each sonar 62 transmits the search information obtained by those searches to the corresponding search information processing device 63. Each exploration information processing device 63 performs a process of determining whether or not an obstacle is approaching within a short distance to the vehicle body based on the time from transmission of ultrasonic waves to reception of ultrasonic waves in each corresponding sonar 62. Is output to the contact avoidance control unit 40D.

  Accordingly, when an obstacle abnormally approaches within a close range of the vehicle body in front of or on the left and right sides of the vehicle body during automatic driving, the obstacle detection module 58 detects the approach of the obstacle. In addition, since the rear end of the vehicle body is not provided with the sonar 62, the obstacle detection module 58 is prevented from erroneously detecting a working device attached to the rear of the vehicle body so as to be able to move up and down as an obstacle. I have.

  Incidentally, the obstacle detection module 58 is, for example, when the vehicle body is running toward the ridge by automatic driving, or when the vehicle body is running along the ridge at the ridge by automatic driving, the ridge In the case of abnormally approaching within a close distance of, this ridge 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.

  Although not shown, each laser scanner 59 includes a detection unit having a maximum detection angle of about 270 degrees to detect an obstacle, and a processing unit that processes detection information from the detection unit. ing. The detection unit receives the reflected light by irradiating the detection target area with a laser beam. The processing unit determines whether an obstacle is approaching at a short distance to the vehicle body based on the time from irradiation of the laser beam to reception of the laser beam, and outputs the determination result to the contact avoidance control unit 40D. In the front left and right laser scanners 59, the front of the vehicle body and both left and right sides are set as detection target areas. In the single laser scanner 59 on the rear side, the rear of the vehicle body is set as the detection target area.

  As shown in FIG. 3, the contact avoidance control unit 40D is provided in the main ECU 40 and has a control program that enables execution of the contact avoidance control. The contact avoidance control unit 40D gives priority to the control operation of the automatic driving control unit 40C, and confirms the control operation of the automatic scanning control unit 40C when confirming the approach of an obstacle at a short distance to the vehicle body based on the determination result of each laser scanner 59. The above-described contact avoidance control is performed based on the determination result of the search information processing device 63 and each of the search information processing devices 63. Then, the contact avoidance control unit 40D performs the contact avoidance control, thereby avoiding the possibility that the vehicle body contacts the obstacle. The contact avoidance control unit 40D ends the contact avoidance control when it is confirmed that there is no obstacle within a short distance to the vehicle body based on the determination result of each laser scanner 59 during execution of the contact avoidance control. At the same time, the automatic operation based on the control operation of the automatic operation control unit 40C is restarted.

  As shown in FIGS. 1 to 5, each monitoring camera 60 employs a wide-angle visible light CCD camera. The surveillance cameras 60 are dispersedly disposed at front, rear, left and right ends of the roof 24 of the cabin 6 in order to photograph the periphery of the vehicle body without leakage.

  The image processing device 61 processes a video signal from each of the monitoring cameras 60, and outputs a vehicle front image, a vehicle right image, a vehicle left image, a vehicle rear image, and a bird's-eye view image as if looking down from directly above the vehicle body. , Etc. are generated and transmitted to the display unit 64 of the boarding space. The display unit 64 has a control unit 64B that switches an image displayed on the liquid crystal panel 64A based on manual operation of various operation switches (not shown) displayed on the liquid crystal panel 64A, and the like. .

  With the above configuration, in the manual driving mode, the driver can easily visually recognize the surrounding situation and the working situation of the driving vehicle body by displaying the image from the image processing device 61 on the liquid crystal panel 64A. . Thereby, the driver can easily perform a favorable operation of the vehicle body according to the type of work or the like. Further, when the administrator gets on the vehicle body in the automatic driving mode or the cooperative driving mode, the administrator displays the image from the image processing device 61 on the liquid crystal panel 64A, so that the vehicle body during the automatic driving or the cooperative driving is displayed. The surrounding situation and the working situation can be easily visually recognized. Then, when the administrator visually recognizes an abnormality in the vicinity of the vehicle body or in a work situation during the automatic driving or the cooperative driving, the administrator can promptly perform an appropriate treatment according to the type and degree of the abnormality.

  As shown in FIGS. 1 to 6, the electronic control system 51 includes a communication module 65 that wirelessly communicates various types of information with another vehicle and the like, and a cooperative operation that performs a cooperative driving control based on information from the other vehicle. An operation control unit 40E is provided. The cooperative driving control unit 40E is provided in the main ECU 40 and has a control program that enables execution of cooperative driving control.

  In the automatic driving control in the cooperative driving mode, the automatic driving control unit 40C controls the parallel running target so that the vehicle body properly performs the work while automatically running on the preset target running route at the set speed. Based on the travel route and the positioning result of the positioning unit 53, various control commands are transmitted to the travel control unit 40A and the work control unit 40B at appropriate timing.

  The cooperative driving control unit 40E performs an inter-vehicle distance determination process and an inter-vehicle distance optimization process in the cooperative driving control. In the inter-vehicle distance determination processing, the cooperative driving control unit 40E performs, for example, a target traveling route for the parallel traveling of the own vehicle, a positioning result of the positioning unit 53, a target traveling route for the parallel traveling of another vehicle, and positional information of another vehicle. It is determined whether the inter-vehicle distance in the traveling direction between the preceding other vehicle and the own vehicle and the inter-vehicle distance in the parallel running direction between the preceding other vehicle and the own vehicle are appropriate. Then, when any of the following distances is not appropriate, the following processing is performed prior to the control operation of the automatic driving control unit 40C so that the following distance becomes appropriate.

In the inter-vehicle distance adjustment process, the cooperative driving control unit 40E outputs a deceleration command to the traveling control unit 40A when the inter-vehicle distance in the traveling direction is shorter than the appropriate distance, thereby controlling the traveling control unit 40A. The main transmission 41 is decelerated to return the inter-vehicle distance in the traveling direction to an appropriate distance. Then, the cooperative driving control unit 40E restarts the automatic driving based on the control operation of the automatic driving control unit 40C as the inter-vehicle distance in the traveling direction returns to the appropriate distance, thereby reducing the vehicle speed for normal driving. The vehicle speed is increased to the set speed to maintain an appropriate inter-vehicle distance in the traveling direction.
When the inter-vehicle distance in the traveling direction is longer than the appropriate distance, the cooperative driving control unit 40E outputs a speed increase command to the traveling control unit 40A, and the main transmission device 41A is controlled by the traveling control unit 40A. To increase the speed of the vehicle to return the inter-vehicle distance in the traveling direction to an appropriate distance. Then, the cooperative driving control unit 40E restarts the automatic driving based on the control operation of the automatic driving control unit 40C as the inter-vehicle distance in the traveling direction returns to the appropriate distance, thereby reducing the vehicle speed for normal driving. The speed is reduced to the set speed, and the inter-vehicle distance in the traveling direction is maintained at an appropriate distance.
On the other hand, when the inter-vehicle distance in the parallel running direction is longer than an appropriate distance, the cooperative driving control unit 40E outputs a steering command to the other vehicle side to the driving control unit 40A, thereby controlling the driving control unit 40A. The left and right front wheels 2 are steered toward the other vehicle, and the inter-vehicle distance in the parallel running direction is returned to an appropriate distance. Then, as the inter-vehicle distance in the parallel running direction returns to an appropriate distance, the cooperative driving control unit 40E resumes automatic driving based on the control operation of the automatic driving control unit 40C, so that the traveling direction of the vehicle body is normally changed. 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 driving control unit 40E outputs a steering command to the traveling control unit 40A to move away from the other vehicle, thereby controlling the traveling control unit 40A. By operating, the left and right front wheels 2 are steered away from other vehicles, and the inter-vehicle distance in the parallel running direction is returned to an appropriate distance. Then, as the inter-vehicle distance in the parallel running direction returns to an appropriate distance, the cooperative driving control unit 40E resumes automatic driving based on the control operation of the automatic driving control unit 40C, so that the traveling direction of the vehicle body is normally changed. 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 own vehicle can automatically and properly run with respect to the preceding other vehicle while properly maintaining the inter-vehicle distance in the traveling direction and the inter-vehicle distance in the parallel running direction.

  1 to 6, the communication module 65 includes three communication antennas 66 to 68 having different frequency bands and a communication information processing device 69. Each of the communication antennas 66 to 68 is arranged at the upper end of the cabin 6 to increase the communication sensitivity. The communication information processing device 69 is disposed in the internal space 34 of the roof 24 to enhance waterproofness and dustproofness.

  The first communication antenna 66 having the highest frequency band among the three communication antennas 66 to 68 wirelessly communicates image information having a large amount of information with the communication module 65 of another vehicle. The second communication antenna 67 having the next highest frequency band wirelessly communicates in-vehicle information such as vehicle speed excluding image information with the communication module 65 of another vehicle. The third communication antenna 68 having the lowest frequency band wirelessly communicates various information such as a work traveling start command and a stop command with the remote controller 70.

  The first communication antenna 66 is attached via a first support 71 to the left front end of the auxiliary frame 33 on the roof 24. The second communication antenna 67 is attached to the right front end of the auxiliary frame 33 via a second support 72. The third communication antenna 68 is attached to a front left upper portion of the roof 24 via a third support 73. Incidentally, a radio receiving antenna 74 is attached to the upper end of the left front pillar 21 in the cabin 6.

  As shown in FIG. 3, the in-vehicle information acquisition unit 45, each laser scanner 59, the image processing device 61, and each exploration information processing device 63 can communicate with the communication information processing device 69 via the main ECU 40. It is connected.

  Accordingly, the in-vehicle information such as the vehicle speed acquired by the in-vehicle information acquisition unit 45, the monitoring information from each laser scanner 59 and each of the exploration information processing devices 63, and the monitoring image information from the image processing device 61 are respectively dedicated. Can be satisfactorily communicated with other vehicles and the like via the communication antennas 66 to 68, and can be shared with other vehicles that cooperate. By effectively using the shared in-vehicle information, surveillance information, and surveillance image information, the vehicle speed is adjusted in conjunction with other vehicles that cooperate, and contact with obstacles that are associated with other vehicles that cooperate is avoided. Is easier to do. As a result, contact with other vehicles that cooperate can be more reliably avoided.

  Specifically, in the above-described cooperative operation mode, when any of the laser scanners 59 detects the approach of an obstacle at a short distance to the vehicle body, the contact avoidance control unit 40D starts the contact avoidance control, The deceleration command is output not only to the traveling control unit 40A but also to the cooperative driving control unit 40E. Then, the cooperative driving control unit 40E transmits this deceleration command to another vehicle via the communication module 65. Thereafter, in a deceleration running state based on the deceleration command, the cooperative driving control unit 40E reads the vehicle speed detected by the vehicle speed sensor, and transmits the read vehicle speed to another vehicle via the communication module 65. When the obstacle detection module 58 detects the presence of an obstacle within a short distance from the vehicle body in a low-speed running state based on the deceleration command, the contact avoidance control unit 40D sets the travel control unit 40A and the work control unit 40B. In addition, the emergency stop command is also output to the cooperative operation control unit 40E. Then, the cooperative driving control unit 40E transmits the emergency stop command to another vehicle via the communication module 65. Further, in the deceleration traveling state based on the deceleration command, when each of the laser scanners 59 does not detect the approach of the obstacle at a short distance to the vehicle body, the contact avoidance control unit 40D performs the cooperative operation in addition to the traveling control unit 40A. The controller 40E also outputs a speed increase command. Then, the cooperative driving control unit 40 </ b> E transmits the speed increase command to another vehicle via the communication module 65. Thereafter, in a speed-up traveling state based on the speed-up command, the cooperative driving control unit 40E reads the vehicle speed detected by the vehicle speed sensor and transmits the read vehicle speed to another vehicle via the communication module 65.

  On the other hand, in the above-described cooperative operation mode, when a deceleration command and the vehicle speed of another vehicle are transmitted from another vehicle, the communication module 65 receives the deceleration command and the vehicle speed and outputs the same to the cooperative driving control unit 40E. Then, the cooperative driving control unit 40E outputs the deceleration command and the vehicle speed to the traveling control unit 40A, and performs the deceleration control to reduce the vehicle speed from the set speed for normal traveling to the vehicle speed of another vehicle to the traveling control unit 40A. Let When an emergency stop command is transmitted from another vehicle in the deceleration running state by this deceleration control, the communication module 65 receives this emergency stop command and outputs it to the cooperative operation control unit 40E. Then, the cooperative driving control unit 40E outputs the emergency stop command to the traveling control unit 40A and the work control unit 40B, and the traveling control unit 40A and the work control unit 40B cause the traveling control unit 40A and the work control unit 40B to perform an emergency stop control for urgently stopping the vehicle body and the work device. Is performed. Further, in a deceleration running state by the deceleration control, when the speed increase command and the vehicle speed of the other vehicle are transmitted from another vehicle, the communication module 65 receives the speed increase command and the vehicle speed and outputs the command to the cooperative driving control unit 40E. . Then, the cooperative driving control unit 40E outputs the speed increase command and the vehicle speed to the driving control unit 40A, and causes the driving control unit 40A to increase the vehicle speed to the set speed for normal driving according to the speed increase of the other vehicle. Increase speed control.

  Thus, in the above-described cooperative driving mode, for example, when the cooperative driving control unit 40E of the succeeding vehicle receives the deceleration command from the preceding vehicle and the vehicle speed of another vehicle by wireless communication of the communication module 65, the received information is received. The traveling speed is output to the traveling control unit 40A of the own vehicle (the following vehicle), and the vehicle speed of the following vehicle can be made equal to the vehicle speed of the preceding vehicle after deceleration by the deceleration control of the traveling control unit 40A based on this output information. Then, in this cooperative low-speed state, when the cooperative driving control unit 40E of the succeeding vehicle receives the speed increase command from the preceding vehicle and the vehicle speed of the other vehicle by wireless communication of the communication module 65, the received information of the own vehicle is transmitted. The vehicle speed is output to the travel control unit 40A, and the speed control of the travel control unit 40A based on the output information makes it possible to make the vehicle speed of the following vehicle equal to the vehicle speed of the preceding vehicle after the speed increase. Also, in the cooperative low-speed state, when the cooperative driving control unit 40E of the succeeding vehicle receives an emergency stop command from the preceding vehicle by wireless communication of the communication module 65, the received information is output to the traveling control unit 40A of the own vehicle. Then, by the emergency stop control of the traveling control unit 40A and the work control unit 40B based on the output information, the following vehicle can be emergency stopped in conjunction with the preceding vehicle. As a result, it is possible to prevent the preceding vehicle from colliding with an obstacle, and to avoid the possibility that the following vehicle collides with the preceding vehicle due to the emergency stop of the preceding vehicle.

  Further, in the above-described cooperative driving mode, when other vehicle information such as a vehicle speed and a peripheral image of another vehicle is transmitted from another vehicle, the communication module 65 receives the other vehicle information and outputs the information to the cooperative driving control unit 40E. Then, the cooperative driving control unit 40E outputs other vehicle information to the display unit 64. When an operation switch (not shown) for displaying other vehicle information displayed on the liquid crystal panel 64A is operated and display of other vehicle information is selected, the display unit 64 displays the vehicle speed and the peripheral image of the other vehicle. The other vehicle information is displayed on the liquid crystal panel 64A.

  Thus, for example, when an administrator who manages the operation of each tractor that cooperates and runs on a preceding vehicle, operates an operation switch for displaying other vehicle information of the preceding vehicle to display other vehicle information. By selecting, it is possible to easily monitor and grasp the operating condition and surrounding conditions of other vehicles that cooperate while driving the preceding vehicle.

  As shown in FIGS. 1 and 2 and FIGS. 4 and 5, the monitoring unit 54 includes six illumination lamps 75 each having a large number of LEDs and illuminating a location to be photographed by each monitoring camera 60. Thus, even at nighttime work, it is possible to satisfactorily photograph the surroundings of the vehicle body by each monitoring camera 60. By sharing this surrounding image with other vehicles that cooperate and use it effectively, the vehicle speed can be adjusted with other vehicles that cooperate, or interlocked with other vehicles that cooperate, even during night work when visibility decreases. It becomes easier to avoid contact with the obstacle that has occurred.

  As shown in FIGS. 1 and 3, the remote control device 70 includes a start switch 70A that outputs a command to start a work travel by automatic driving when manually operated, and a stop of the work travel by automatic drive when manually operated. A stop switch 70B that outputs a command, an information processing unit 70C that processes various information such as a start command and a stop command, a communication antenna 70D that performs wireless communication with the third communication antenna 68, a lamp or a buzzer, and the like. An alarm 70E is provided.

  When the automatic operation control unit 40C receives a start command from the start switch 70A of the remote control device 70 via the communication module 65 while the vehicle is stopped traveling in the state where the automatic operation mode or the cooperative operation mode is selected. Determines whether the contact avoidance control unit 40D is executing the contact avoidance control. Then, when the contact avoidance control is being executed, the automatic driving control unit 40C transmits a notification command for notifying that the operation of the vehicle body cannot be started to the remote control device 70 via the communication module 65. I do. When the remote control device 70 receives the notification command from the automatic driving control unit 40C, the information processing unit 70C activates the notification device 70E based on the notification command to notify that the operation of the vehicle body cannot be started. Notify the administrator. When the contact avoidance control is not being executed, the automatic driving control unit 40C issues various control commands related to the start of work traveling based on the start command to the traveling control unit 40A and the work control unit 40B at appropriate timing. To start the work traveling of the vehicle body.

  When receiving a stop command from the stop switch 70B of the remote operation tool 70 via the communication module 65 during the work traveling by the automatic operation of the vehicle body, the automatic driving control unit 40C performs the work traveling based on the stop command. Various control commands relating to the stop are transmitted to the travel control unit 40A, the work control unit 40B, and the like at an appropriate timing, and the work traveling of the vehicle body is stopped urgently.

  According to the configuration described above, when the administrator starts work traveling by automatic operation of the vehicle body without boarding the vehicle body, the administrator operates the start switch 70A of the remote control device 70 to board the vehicle body. Without starting the vehicle, the work traveling by automatic operation of the vehicle body can be started. When the administrator stops the work traveling by automatic operation of the vehicle body without boarding the vehicle body, the administrator operates the stop switch 70B of the remote control device 70 so that the vehicle body can be stopped without boarding the vehicle body. Work traveling by automatic driving can be stopped.

  As shown in FIG. 2 and FIGS. 5 and 6, a ground plane 76 for the third communication antenna is disposed below the third communication antenna 68. The ground plane 76 is housed in the internal space 34 of the roof 24. The third communication antenna 68 is arranged above the center of the ground plane 76.

  With this configuration, the radio wave gain of the third communication antenna 68 can be increased by the ground plane 76, and thus the size of the third communication antenna 68 can be reduced. In order to increase the communication sensitivity of the third communication antenna 68 due to the downsizing, even if the third communication antenna 68 is mounted on the upper surface of the roof 24 in the cabin 6, even if the vehicle body including the third communication antenna 68 is The overall height can be kept low. By storing the ground plane 76 in the internal space 34 of the roof 24, the third communication antenna 68 and the ground plane 76 are connected to the roof 24 of the cabin 6 as compared with the case where the ground plane 76 is provided outside the roof 24. Compactly.

  As a result, the communication performance of the third communication antenna 68 can be improved while suppressing the total height of the vehicle body including the third communication antenna 68 from increasing.

  As shown in FIG. 2 and FIGS. 5 to 7, the ground plane 76 is formed of a metal plate having a square shape in a plan view having a surface suitable for increasing the radio wave gain. The front end of the ground plane 76 is connected to the front beam 35 of the roof frame 29 of the roof 24 via a support plate 77. The right end of the ground plane 76 is connected to a support base 78 of the roof frame 29 that supports the antenna unit 56 via a connector 79. At the center of the ground plane 76, a support portion 76A that supports the outer roof 32 of the roof 24 and the third support 73 for the third communication antenna is provided.

  That is, the ground plane 76 is connected to the front beam 35 of the roof frame 29 and supports the third communication antenna 68 via the outer roof 32 and the third support 73. Thus, the ground plane 76 can be used also as a support member that supports the outer roof 32 and the third communication antenna 68. As a result, the configuration can be simplified by reducing the number of components, and the like.

  As shown in FIGS. 2, 4, and 6 to 7, the roof 24 has a first connection in which a third support 73 and a support 76 </ b> A of the ground plane 76 are bolted to the left front portion of the upper surface of the outer roof 32. A portion 24A is provided. Left and right first through holes 24a for bolt connection are formed in the first connecting portion 24A, and rubber sleeves 80 are fitted in the left and right first through holes 24a. Each rubber sleeve 80 is formed on the upper surface of the outer roof 32 and the bottom surface of the third support 73 as the third support 73 and the support 76A of the ground plane 76 are bolted to the first connection 24A. It has an upper flange portion 80A that is in close contact, and a lower flange portion 80B that is in close contact with the inner surface of the outer roof 32 and the upper surface of the ground plane 76.

  With the above configuration, when the third support member 73 and the ground plane 76 are bolted to the first connection portion 24A of the outer roof 32, the upper flange portion 80A of the rubber sleeve 80 is connected to the upper surface of the outer roof 32 and the third support member. The lower flange portion 80B of the rubber sleeve 80 is in close contact with the inner surface of the outer roof 32 and the upper surface of the ground plane 76. This prevents rainwater, washing water, and the like from entering the inside of the cabin 6 from each first through hole 24a of the first connecting portion 24A.

  That is, since the left and right rubber sleeves 80 having the upper and lower flange portions 80A and 80B also serve as waterproof members, it is possible to prevent water from entering the interior of the cabin 6 while simplifying the configuration by reducing the number of components.

  As shown in FIG. 7, the left and right first through holes 24a in the first connecting portion 24A of the roof 24 are enlarged in diameter such that the lower side allows the lower flange portion 80B to enter. A spacer 81 that allows proper deformation of the rubber sleeve 80 at the time of bolt connection and limits the amount of screwing in the bolt is fitted into each first through hole 24a together with the rubber sleeve 82. The looseness of the bolt connecting portion is prevented by the action of the rubber sleeve 80 and the spacer 81.

  As shown in FIGS. 2, 4, 6, and 8, the roof 24 of the cabin 6 has a second connecting portion 24 </ b> B for an antenna unit formed at the center on the front side on the upper surface of the outer roof 32. I have. The upper surface of the second connecting portion 24B is formed horizontally. Four second through holes 24b for bolt connection are formed in the second connecting portion 24B, and a rubber sleeve 82 is fitted in each of the second through holes 24b. Each rubber sleeve 82 has an upper flange portion 82A that comes into close contact with the upper surface of the outer roof 32 and the bottom surface of the antenna unit 56 as the antenna unit 56 is bolted to the second connection portion 24B.

  With the above configuration, when the antenna unit 56 is bolted to the second connection portion 24B of the outer roof 32, the upper flange portion 82A of the rubber sleeve 82 is positioned between the upper surface of the outer roof 32 and the bottom surface of the antenna unit 56. This makes it difficult for the vibration on the vehicle body side to be transmitted to the antenna unit 56. When the upper flange portion 82A of the rubber sleeve 82 comes into close contact with the upper surface of the outer roof 32 and the bottom surface of the antenna unit 56, rainwater, washing water, or the like flows from each second through hole 24b of the second connecting portion 24B to the cabin. 6 is prevented from entering.

  In other words, since the four rubber sleeves 82 having the upper flange portion 82A serve both as a vibration-proof member and a waterproof member, the antenna unit 56 can be supported in a vibration-proof manner while simplifying the configuration by reducing the number of components. In addition, it is possible to prevent the inside of the cabin 6 from being flooded.

  As shown in FIGS. 6 and 8, the second connection portion 24 </ b> B of the outer roof 32 also serves as a connection portion that is bolt-connected to the support base 78 of the roof frame 29. That is, the antenna unit 56 is jointly fastened to the support base 78 together with the outer roof 32. As a result, the assemblability is improved by reducing the number of assembling steps.

  As shown in FIG. 8, each of the rubber sleeves 82 has a lower flange that comes into close contact with the upper surface of the support base 78 and the inner surface of the outer roof 32 as the outer roof 32 and the antenna unit 56 are bolted to the support base 78. It has a portion 82B. Each of the second through holes 24b in the second connecting portion 24B of the roof 24 is enlarged in diameter such that the lower surface side allows the lower flange portion 82B to enter. In each of the second through-holes 24b, a spacer 83 that allows proper deformation of the rubber sleeve 82 at the time of bolt connection and limits the amount of screwing of the bolt is fitted together with the rubber sleeve 82.

  With the above-described configuration, the vibration isolation of the antenna unit 56 can be improved, and the ingress of water into the cabin 6 can be more reliably prevented. Further, the looseness of the bolt connecting portion can be prevented by the action of the rubber sleeve 82 and the spacer 83.

  As shown in FIGS. 1, 2, 4, and 6, the roof 24 is formed on a first inclined surface 24 </ b> D in which the upper surface on the front side of the outer roof 32 around the antenna unit 56 is inclined forward and downward. The roof 24 is formed on a second inclined surface 24 </ b> E whose upper surface on the rear side of the outer roof 32 is inclined backward and downward. The roof 24 has left and right swelling edges 24F swelling upward at front and rear ends of the roof 24 at both left and right ends of the outer roof 32. The roof 24 includes a drain groove 24G on the front upper surface of the outer roof 32 for guiding water on the roof toward the left and right bulging edges 24F so that the water on the roof bypasses the antenna unit 56. I have. The drain groove 24G includes a first groove portion 24Ga extending left and right across the left and right bulging edges 24F at a position higher than the antenna unit 56 on the first inclined surface 24D, and a roof extending from the left and right ends of the first groove portion 24Ga. 24 has left and right second grooves 24Gb crossing the left and right bulging edges 24F toward the left and right ends of the front edge.

With the above configuration, rainwater, washing water, and the like that have fallen on the upper surface on the front side of the outer roof 32 flow into the first groove portion 24Ga while flowing toward the antenna unit side by the guide action of the first inclined surface 24D. The guide action of the first groove 24Ga is received, and the guide action facilitates the flow toward the left and right bulging edges 24F. Most of the rainwater, washing water, and the like flowing toward the left and right bulging edges 24F are guided by the left and right second grooves 24Gb, and traverse the right and left bulging edges 24F. After flowing toward the left and right end portions of the front end edge, the water flows downward from the left and right end portions of the front end edge located on the lateral outside of the vehicle body of the left and right bulging edges 24F.
Also, rainwater, washing water, and the like that have fallen on the upper surface on the rear side of the outer roof 32 flow toward the rear edge of the roof 24 under the guidance of the second inclined surface 24E, and then flow to the rear edge of the roof 24. Runs down from

  Accordingly, it is possible to make it difficult for rainwater, washing water, and the like that have fallen on the upper surface of the roof 24 to flow toward the antenna unit 56 located at the left and right center of the roof 24. As a result, it is possible to avoid the possibility that rainwater, washing water, and the like have an adverse effect on the antenna unit 56 and the possibility that the water enters the roof from a place where the antenna unit 56 is attached.

  In addition, during work traveling in rainy weather, much of the rainwater that has fallen on the upper surface of the roof 24 flows downward from the left and right ends of the front edge of the roof 24 or from the rear edge of the roof 24 to below the roof 24. Accordingly, it is possible to effectively suppress a decrease in forward visibility due to rainwater flowing down from the roof 24.

  As shown in FIGS. 4 and 6, the roof 24 is located closer to the center in the left and right direction in the left and right center area of the upper surface of the outer roof 32 between the left and right bulging edges 24F. It is formed so as to be curved. This makes it more difficult for rainwater, washing water, and the like that have fallen on the upper surface of the roof 24 to flow toward the antenna unit 56 located at the left and right center of the roof 24. As a result, it is possible to more effectively avoid the possibility that rainwater, washing water, and the like adversely affect the antenna unit 56, and the possibility that the water enters the roof from a location where the antenna unit 56 is attached.

  As shown in FIGS. 2, 4, and 8, the roof 24 has a recess 24 </ b> H for connecting a connector to the antenna unit 56 at a position higher than the first inclined surface 24 </ b> D adjacent to the antenna unit 56.

  With this configuration, the first inclined surface 24 </ b> D is formed around the antenna unit 56 on the roof 24, and the pedestal for mounting the antenna unit is expanded on the upper surface of the roof 24 while improving drainage around the antenna unit 56. The connection of the connector 84 to the antenna unit 56 can be easily performed without forming the projection.

  As shown in FIGS. 1, 2, 4, and 8, the roof 24 positions and guides the cable 85 connected to the antenna unit 56 and the cable 86 connected to the third communication antenna 68 below the roof 24. Left and right guide grooves 24K are provided. The left and right guide grooves 24K have a first guide portion 24Ka formed on the first inclined surface 24D and a second guide portion 24Kb formed on the left and right bulging edges 24F.

  With the above configuration, the cable 85 for the antenna unit and the cable 86 for the third communication antenna do not protrude upward from the upper surface of the roof 24, and are not extended from the upper surface side of the roof 24 along the left and right guide grooves 24 </ b> K. 24 can be routed downward. Thus, it is possible to avoid the possibility that the antenna unit cable 85 and the third communication antenna cable 86 float from the upper surface of the roof 24 and are caught by other objects.

  Further, since it is not necessary to form a through hole for inserting a cable on the upper surface of the roof 24, a waterproof member for preventing water from flowing through the through hole for inserting a cable is not required. As a result, the configuration can be simplified by reducing the number of components, and the like.

  As shown in FIG. 4, on the upper surface of the roof 24, left and right pressing plates 87 for preventing the cables 85 and 86 from floating from the guide grooves 24K are detachably provided. This can more reliably avoid the possibility that the antenna unit cable 85 and the third communication antenna cable 86 float from the upper surface of the roof 24 and be caught by another object.

  As shown in FIGS. 4 and 8, the drain groove 24G is formed deeper than the concave portion 24H for connecting the connector and the guide groove 24K for the cable in order to enhance the water guiding property. In the drain groove 24G, the left and right guide grooves 24K are connected to both left and right ends of the first groove portion 24Ga, so that the left and right central sides of the first groove portion 24Ga are also used as cable guide grooves.

[Another embodiment]
The present invention is not limited to the configuration exemplified in the above-described embodiment. Hereinafter, another representative embodiment of the present invention will be exemplified.

[1] The work vehicle may have the following configuration.
For example, the work vehicle may be configured to have a semi-crawler specification including left and right crawlers in place of the left and right rear wheels 3.
For example, the work vehicle may be configured as a full crawler specification including left and right crawlers in place of the left and right front wheels 2 and left and right rear wheels 3.
For example, the work vehicle may be configured to have an electric specification including an electric motor instead of the engine 8.
For example, the work vehicle may be configured to have a hybrid specification including the engine 8 and the electric motor.
For example, as long as the work vehicle has an automatic operation mode as the operation mode, the work vehicle does not need to include one or both of the manual operation mode and the cooperative operation mode.

[2] The roof 24 of the cabin 6 may have a configuration in which the inner space 34 is formed between the inner roof 31 and the outer roof 32 without the rear cover 30.

[3] The roof 24 of the cabin 6 may be configured such that the entire upper surface thereof is inclined forward and downward or backward and downward.

[4] The antenna unit 56 may be provided on the rear side of the roof 24 inclined backward and downward, and the upper surface of the roof 24 around the antenna unit may be configured as a second inclined surface 24E inclined backward and downward. In this configuration, by forming the drain groove 24G on the second inclined surface 24E, it is possible to avoid a possibility that rainwater, washing water, or the like adversely affects the antenna unit 56.

[5] The drain groove 24G is provided only between the left and right bulging edges 24F so that the water on the roof that has been guided by the guiding groove is directed to the left and right bulging edges 24F while bypassing the antenna unit 56. It may be formed.

  INDUSTRIAL APPLICABILITY The present invention can be applied to a work vehicle such as a tractor, a rice transplanter, a combine harvester, a mower, or the like, which includes an electronic control system for automatic driving that automatically drives a vehicle body and a cabin that forms a boarding space.

Reference Signs List 6 Cabin 24 Roof 24D Inclined surface 24F Swelling edge 24G Drain groove 24Ga First groove 24Gb Second groove 24H Concave 24K Guide groove 24Ka First guide 24Kb Second guide 51 Electronic control system 56 Antenna unit 68 Communication antenna 85 Cable 86 cable

Claims (4)

An electronic control system for automatic driving that automatically drives the vehicle body, and a cabin that forms a boarding space,
The electronic control system includes an antenna unit for satellite navigation attached to a center on the left and right of the roof of the cabin,
A work vehicle provided with a drain groove on a side of the roof on the side of the antenna unit, for guiding water on the roof toward the front of the roof so that water on the roof bypasses the antenna unit. . At the front end of the roof is provided a camera for photographing the periphery of the vehicle body,
The work vehicle according to claim 1, wherein the drain groove is provided outside the antenna unit and the camera in the left-right direction in plan view. At the left and right ends of the roof, swelling portions swelling upward are provided,
3. The work according to claim 1, wherein the drain groove is provided at a position corresponding to an edge portion of the left and right bulging portions that is located inside the bulging portion in the left-right direction. 4. car. A lateral drainage groove extending in the left-right direction is provided at a position behind the antenna unit in the roof,
The work vehicle according to claim 3, wherein the lateral drainage groove is provided across the left and right drainage grooves.

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