JP2024000308A - Vehicle overturn avoidance device, work vehicle system, vehicle overturn avoidance method, and vehicle overturn avoidance program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an overturn avoidance device or the like that can facilitate work by making a work vehicle stably travel on a slope.

SOLUTION: When position information and vehicle angle information of a work vehicle on a slope S are recorded, and a travel path K in one specific lateral movement travel which records the information is set as a first path K1, and a virtual travel path K adjacent to the first path K1 in an inclined direction of the slope S which the work vehicle may enter next to the first path K1 when performing the lateral movement travel is set as a second path K2, a computer comprises: a risk area estimation unit which estimates an area on the second path K2 including an angle decreasing corresponding position Py on the second path K2 adjacent to an angle decreasing position Px on the first path K1 in the inclined direction of the slope S as a risk area RA having a risk that the work vehicle overturns; and a risk information transmission unit which generates and transmits risk information that the work vehicle has approached the risk area RA when the work vehicle approaches the risk area RA on the second path K2.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a vehicle overturn avoidance device, a work vehicle system, a vehicle overturn avoidance method, and a vehicle overturn avoidance program.

BACKGROUND ART Conventionally, when mowing work on slopes such as slopes, remote-controlled self-propelled mowers are sometimes used. By using this type of mower, mowing work can be done by remote control, which eliminates the need for workers to mow grass on unstable and dangerous slopes, which not only prevents accidents but also saves labor. The problem of labor shortages can also be solved.

By the way, when using the above-mentioned remote-controlled self-propelled mower, the operator performs mowing work from a position away from the slope while checking the condition of the ground surface on the slope. For this reason, for example, if weeds grow on a slope, it is difficult for workers to grasp the condition of the ground surface. If the mower is accidentally stowed away, the entire mower will tilt significantly toward the valley, and there is a risk that the mower may tip over or fall down the slope.

For example, Patent Document 1 describes a system for stopping the drive of a traveling device in a working vehicle such as a rice transplanter when the tilt of the vehicle body exceeds a predetermined dangerous angle.

JP2019-47731A

However, if the system described in Patent Document 1 detects the inclination of the vehicle body and then stops the driving of the traveling gear, the vehicle body will not necessarily be able to tilt in a situation where the vehicle body is suddenly tilted due to a sudden change in the ground surface. may not be able to avoid falls or falls. In particular, if there is a large depression on a steep slope and the traveling device enters the depression, it is assumed that the system described in Patent Document 1 will be difficult to deal with.

Therefore, the present invention provides a vehicle overturn avoidance device, a vehicle overturn avoidance method, a vehicle overturn avoidance program, and a work vehicle equipped with the vehicle overturn avoidance device, which can run a work vehicle stably on a slope and facilitate work. provide the system.

A vehicle overturn avoidance device according to an aspect of the present invention includes a computer, and prevents a work vehicle from overturning by sequentially repeating lateral movement traveling on a slope along contour lines intersecting the slope direction in the slope direction. In the vehicle overturn avoidance device, the computer includes a position information acquisition unit that acquires information on a position of the work vehicle on the slope (hereinafter referred to as position information) while the work vehicle is moving laterally. , an angle at which information on a vehicle inclination angle (hereinafter referred to as vehicle angle information) with respect to a horizontal plane of a width direction virtual line extending in the vehicle width direction through the center of gravity of the work vehicle is acquired for each position on the slope during the lateral movement traveling; an information acquisition unit; an information recording unit that records the position information and the vehicle angle information; and an information recording unit that records the position information and the vehicle angle information; an angle reduction position determination unit that determines the position on the slope where the vehicle inclination angle is smaller with respect to a reference inclination angle (hereinafter referred to as slope reference angle) as an angle reduction position; The travel route in the specific one of the lateral movement travels in which vehicle angle information is recorded is defined as a first route, and the work vehicle is adjacent to the first route in the inclination direction and next to the first route, the travel route is the first route. When the hypothetical traveling route that may be entered when traveling sideways is defined as a second route, on the second route adjacent to the angle decreasing position of the first route in the inclination direction. a risk area estimation unit that estimates an area on the second route including a position (hereinafter referred to as an angle reduction corresponding position) to be a risk area where the work vehicle is at risk of falling; and and a risk information transmission unit that generates and transmits risk information indicating that the work vehicle has approached the risk area when the work vehicle approaches the risk area.

Further, in the above-mentioned vehicle overturn avoidance device, the risk area estimating unit is configured to detect when the difference between the slope reference angle and the vehicle inclination angle smaller than the slope reference angle is larger than a predetermined angle reduction amount threshold. An area on the second route including the angle reduction corresponding position corresponding to the angle reduction position may be estimated to be the risk area.

Further, in the above-mentioned vehicle overturn avoidance device, the value obtained by adding the slope reference angle to the angle reduction amount threshold is equal to or less than the limit maximum inclination angle, which is the limit value at which the work vehicle can travel sideways without overturning. The angle reduction amount threshold may be set so that the angle decrease amount threshold value is set as follows.

Further, in the above-mentioned vehicle overturn avoidance device, the risk area estimating unit may perform, if the angle reduction positions are continuous along the first route and the continuous distance is greater than a predetermined distance threshold; An area on the second path including the angle reduction corresponding position may be estimated to be the risk area.

The vehicle overturn avoidance device further includes a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle, and the control signal transmitter is configured to prevent the work vehicle from traveling along the second route. A signal for reducing the traveling speed of the work vehicle may be generated and transmitted when the work vehicle approaches or enters the risk area above.

The vehicle overturn avoidance device further includes a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle, and the control signal transmitter is configured to prevent the work vehicle from traveling along the second route. After entering the risk area above, if the difference between the slope reference angle and the vehicle inclination angle that is larger than the slope reference angle becomes larger than a predetermined angle increase amount threshold, the work vehicle is A signal for stopping may be generated and transmitted.

Further, in the vehicle overturn avoidance device, the value obtained by adding the slope reference angle to the angle increase amount threshold is set to be less than or equal to the limit maximum slope angle that is a limit value at which the work vehicle can travel without overturning. , the angle increase amount threshold may be set.

The vehicle overturn avoidance device further includes a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle, and the control signal transmitter automatically controls the work vehicle, and A control signal for causing the vehicle to travel along the predetermined travel route of the lateral movement travel may be generated and transmitted.

Further, in the above vehicle overturn avoidance device, the inclination direction between the vehicle width center of the work vehicle traveling laterally on the first route and the vehicle width center of the work vehicle traveling laterally on the second route The second route may be set such that the interval between the first and second routes is 1.5 times or less the width dimension in the vehicle width direction of the traveling device of the work vehicle.

Furthermore, in the above-mentioned vehicle overturn avoidance device, the work vehicle is moved along the second route with respect to a high edge of a contact trajectory with the slope in the traveling device when the work vehicle travels laterally on the first route. The second route may be set such that the lower edge of the contact trajectory when the vehicle moves laterally is located below the slope.

A work vehicle system according to one aspect of the present invention includes the above-mentioned vehicle overturn avoidance device, and position information detection that detects the position on the slope and transmits the position information of the detected position to the vehicle overturn avoidance device. device, a tilt angle detection device that detects the vehicle tilt angle and transmits the vehicle angle information of the detected vehicle tilt angle to the vehicle overturn avoidance device, the position information detection device, and the tilt angle detection device. equipped with a working vehicle.

Further, in the work vehicle system described above, the work vehicle may include a traveling device configured by a pair of crawler tracks spaced apart from each other in the vehicle width direction.

A vehicle overturn avoidance method according to one aspect of the present invention includes a vehicle overturn avoidance method that avoids overturning of a work vehicle by sequentially repeating a lateral movement traveling on the slope along contour lines intersecting the slope direction in the slope direction. The method includes a position information acquisition step of acquiring position information (hereinafter referred to as position information) of the work vehicle on the slope during the lateral movement of the work vehicle; an angle information acquisition step of acquiring information on a vehicle inclination angle with respect to a horizontal plane of a virtual line in the width direction extending in the vehicle width direction through the center of gravity of the work vehicle (hereinafter referred to as vehicle angle information) for each position; an information recording step of recording the vehicle angle information, and a reference slope angle (hereinafter referred to as a slope an angle decreasing position determining step of determining the position on the slope where the vehicle inclination angle is small with respect to a reference angle) as an angle decreasing position; and a specific point where the position information and the vehicle angle information are recorded. The travel route in the two lateral movements is a first route, and the work vehicle can enter adjacent to the first route in the inclination direction when traveling laterally after the first route. When the hypothetical traveling route with a characteristic is defined as a second route, a position on the second route adjacent in the inclination direction to the angle reduction position of the first route (hereinafter referred to as angle reduction corresponding position) a risk area estimating step of estimating an area on the second route including a risk area where there is a risk of the work vehicle falling; and when the work vehicle approaches the risk area on the second route. The method further includes a risk information transmission step of generating and transmitting risk information indicating that the work vehicle has approached a risk area.

A vehicle overturn avoidance program according to one aspect of the present invention includes, in order to avoid overturning of a work vehicle, repeating a lateral movement traveling on a slope along contour lines intersecting the slope direction in the slope direction sequentially. a position information acquisition means for acquiring information on the position of the work vehicle on the slope (hereinafter referred to as position information) during the lateral movement of the work vehicle; an angle information acquisition means for acquiring information on a vehicle inclination angle with respect to a horizontal plane of a virtual line in the width direction extending through the center of gravity of the work vehicle in the vehicle width direction (hereinafter referred to as vehicle angle information); the position information and the vehicle angle information; an information recording means for recording, with reference to the recorded position information and the vehicle angle information, a reference slope angle (hereinafter referred to as slope reference angle) of the slope on the traveling route on which the lateral movement is being performed; an angle decreasing position determining means for determining the position on the slope where the vehicle inclination angle is small as an angle decreasing position; The traveling route is defined as a first route, and a virtual route adjacent to the first route in the inclination direction that the work vehicle may enter when traveling laterally after the first route. When the travel route is a second route, the second route includes a position on the second route (hereinafter referred to as an angle reduction corresponding position) adjacent in the inclination direction to the angle reduction position of the first route. risk area estimating means for estimating that the upper area is a risk area where there is a risk of the work vehicle falling; and when the work vehicle approaches the risk area on the second route, the work vehicle It functions as a risk information dissemination means that generates and disseminates risk information regarding proximity to risk areas.

According to the above-mentioned fall avoidance device and the like, it is possible to stably drive a work vehicle on a slope and facilitate work.

1 is a top view of a work vehicle system according to an embodiment of the present invention. FIG. 3 is a diagram showing a travel route when the work vehicle in the work vehicle system travels on a slope. FIG. 3 is an enlarged diagram showing a travel route of a work vehicle in the work vehicle system. FIG. 2 is a block diagram showing a hardware configuration of a vehicle overturn avoidance device in the work vehicle system. FIG. 2 is a block diagram showing a functional configuration of a vehicle overturn avoidance device in the work vehicle system. FIG. 2 is a diagram of the work vehicle in the work vehicle system traveling in a depression on a slope, as seen from the traveling direction. FIG. 3 is a flowchart of a program executed by the vehicle overturn avoidance device in the work vehicle system, and is a diagram illustrating a risk area estimation method. FIG. 3 is a flowchart of a program executed by the vehicle overturn avoidance device in the work vehicle system, and is a diagram showing an overturn avoidance method.

Hereinafter, a work vehicle system 100 according to an embodiment of the present invention will be described.
As shown in FIG. 1, the work vehicle system 100 includes a work vehicle 1, a position information detection device 2, an inclination angle detection device 3, and a warning device 4 mounted on the work vehicle 1, and prevents the work vehicle 1 from falling. The vehicle overturn avoidance device 5 includes a vehicle overturn avoidance device 5 and an electronic control unit (ECU) 6 electrically connected to the vehicle overturn avoidance device 5.

(work vehicle)
In this embodiment, the work vehicle 1 is a remote-controlled self-propelled mower. The work vehicle 1 is remotely controlled by a remote control of a worker (operator) who is located at a distance from the work vehicle 1, and performs grass mowing work while moving on its own. Further, the work vehicle 1 includes a mowing device 8 disposed at the front end in the traveling direction, and a traveling device 9 constituted by a pair of crawler tracks 9a disposed at an interval in the vehicle width direction.
Note that the work vehicle 1 is not limited to a grass mower, and may be a vehicle that performs grass collection work, survey work, etc. on the slope S.

As shown in FIG. 2, the work vehicle 1 repeats lateral movement traveling on the slope S along contour lines that intersect with the inclination direction of the slope S, such as a slope, in sequence from the bottom to the top of the slope S. be operated on. Specifically, the work vehicle 1 travels along a travel route K (first route K1) in one specific lateral movement on the slope S by remote control operation by the operator, and then moves to the end of the first route K1 (for example, The vehicle makes a U-turn at a position close to the end of the slope S, and travels on a lateral travel route K (second route K2) adjacent above the first route K1. Then, such running is repeated from the bottom to the top of the slope S, gradually climbing the slope S. Note that at the end of the travel route K in each lateral movement, the travel direction may be changed by a switchback instead of a U-turn.

As shown in FIG. 3, in this embodiment, when the work vehicle 1 travels on the first route K1, the high edge Kx of the contact trajectory of the mountain-side crawler track 9a with the slope S when the work vehicle 1 travels on the first route K1. , the second route K2 is set such that the lower edge Ky of the contact locus of the valley-side crawler belt 9a with the slope S when the work vehicle 1 travels on the second route K2 is located below.

The traveling route K for the next lateral movement traveling adjacent to the upper part of the second route K2 is also set in the same manner. That is, when looking at the travel routes K of two vertically adjacent horizontal movement travels, the work vehicle 1 is on the upper side with respect to the higher edge Kx of the contact locus of the traveling device 9 when traveling on the lower travel route K. The lower edge Ky of the contact trajectory of the traveling device 9 when traveling along the traveling route K is located below. Therefore, when the traveling device 9 is viewed from above the slope S, the working vehicle 1 when traveling on the lower traveling route K and the working vehicle 1 when traveling on the upper traveling route K are temporarily defined. If these work vehicles 1 are arranged side by side in the inclination direction of the slope S, a travel route K is set so that these work vehicles 1 overlap in the vehicle width direction, and an operator follows the travel route K set in this way. A work vehicle 1 is operated.

In addition, as a definition of two vertically adjacent travel routes K for lateral movement travel, the vehicle width center of the work vehicle 1 traveling on the upper travel route K and the vehicle width center of the work vehicle 1 traveling on the lower travel route K are defined. It is preferable that the interval w1 of the slope S in the inclination direction between the width center and the width center is at least 1.5 times the width dimension w9 of the traveling device 9 in the vehicle width direction, and in the case of the present embodiment, w1 is equal to or less than w9. The value is larger than 0 times and smaller than 1 times. Note that the traveling route K set in this way is a virtual route, and the work vehicle 1 does not necessarily actually travel along the set traveling route K. That is, the set second route K2 indicates a hypothetical route that the work vehicle 1 may enter next after the work vehicle 1 actually travels the first route K1.

(location information detection device)
Returning to FIG. 1, the position information detection device 2 detects the position of the work vehicle 1 while moving laterally on a slope S, and transmits a signal of information on the detected position (hereinafter referred to as position information). For example, it is configured by a GNSS sensor (Global Navigation Satellite System Sensor). The location information detected by the location information detection device 2 includes, for example, latitude and longitude information, but may also include altitude information. Note that the position information detection device 2 is not limited to one configured with a GNSS sensor.

(Tilt angle detection device)
The tilt angle detection device 3 detects the vehicle tilt angle of the work vehicle 1 and transmits a signal of information on the detected vehicle tilt angle (hereinafter referred to as vehicle angle information), and is composed of an acceleration sensor, a tilt sensor, etc. has been done. Here, in this embodiment, the vehicle inclination angle indicates the angle of a width direction virtual line VL extending in the vehicle width direction through the center of gravity G of the work vehicle 1 with respect to a horizontal plane.

(warning device)
The warning device 4 is constituted by, for example, an alarm or a warning light, and allows the operator to recognize proximity to or intrusion into a risk area RA, which will be described later, by sound or light.

(Electronic control unit (ECU))
The electronic control unit 6 is electrically connected via a communication line to the warning device 4, the vehicle overturn avoidance device 5, which will be described in detail later, and various other devices and equipment mounted on the work vehicle 1. It is used to electronically control devices and equipment. More specifically, the electronic control unit 6 receives a signal from a vehicle overturn avoidance device 5, which will be described later, and operates the warning device 4 and controls the operation of the traveling device 9 in the work vehicle 1. In controlling the traveling device 9, the electronic control unit 6 adjusts the traveling speed and traveling direction of the working vehicle 1, and switches the working vehicle 1 between running and stopping, for example. The standard of the communication line connected to the electronic control unit 6 is not particularly limited and may be wired or wireless; for example, CAN (Controller Area Network) is applicable. Further, the electronic control unit 6 is not limited to being mounted on the work vehicle 1, and may be provided at a location away from the work vehicle 1, such as a server (not shown) or the above-mentioned remote control.

The electronic control unit 6 is also electrically connected to a remote control used by the operator, and the operation of the traveling device 9 can also be controlled via the electronic control unit 6 in response to commands from the remote control. In this case, the electronic control unit 6 is electrically connected to a vehicle overturn avoidance device 5, which will be described in detail later, by, for example, wireless communication.

(Vehicle fall avoidance device)
Next, the vehicle overturn avoidance device 5 will be explained. In the present embodiment, the vehicle overturn avoidance device 5 is mounted on the work vehicle 1, but the vehicle overturn avoidance device 5 is not limited to being installed on the work vehicle 1, and may be used in the work such as a server (not shown) or the above-mentioned remote control. It may be provided at a location away from the vehicle 1. In this case, the vehicle overturn avoidance device 5 is electrically connected to the electronic control unit 6 by, for example, wireless communication.

As shown in FIG. 4, the vehicle overturn avoidance device 5 includes a computer 500 that communicates with a microcomputer (not shown) in the electronic control unit 6. This computer has a CPU (Central Processing Unit) 501, a memory 510 such as a ROM (Read Only Memory) or a RAM (Random Access Memory), and an HDD (Hard Disk Drive) or SSD (Solid Disk Drive). Non-volatile It has a storage device 520, a power supply device 530, an input interface 540, an output interface 550, and a bus wiring 560 connecting these. The CPU 501 is a central processing unit and executes a vehicle overturn avoidance program, which will be described later. The memory 510 is used as a work area and a storage area for the CPU 501, and the storage device 520 stores an operating system and programs executed by the CPU 501, and a data structure used to avoid overturning of the work vehicle 1, which will be described later. Note that various other data are also stored in the storage device 520.

Next, with reference to FIG. 5, the functional configuration realized by the vehicle overturn avoidance program in the vehicle overturn avoidance device 5 will be described. The vehicle overturn avoidance device 5 is a device for avoiding overturning of the work vehicle 1 that performs work while traveling on a slope S (see FIG. 2). That is, the vehicle overturn avoidance device 5 includes a position information acquisition section 50, an angle information acquisition section 51, an information recording section 52, an angle reduction position determination section 53, a risk area estimation section 54, a risk information transmission section 55, The control signal transmitting section 56 is also provided.

(Location information acquisition unit)
The position information acquisition unit 50 acquires position information of the work vehicle 1 on the slope S while the work vehicle 1 is moving laterally. That is, the position information acquisition unit 50 receives position information regarding the position of the work vehicle 1 detected by the above-mentioned position information detection device 2 in real time when the work vehicle 1 is performing one specific lateral movement. and obtain it. In this embodiment, the position information of the work vehicle 1 is acquired every time the work vehicle 1 travels a predetermined distance (for example, 1/2 or less of the ground contact length of the track 9a of the work vehicle 1) on the traveling route K of the lateral movement. It has become so.
Hereinafter, the position on the travel history of the travel route K of one specific lateral movement travel acquired by the position information acquisition unit 50 (in this embodiment, this travel history is defined as the first route K1) will be expressed in the travel direction. They are written as P(1), P(2), P(3), ..., P(n-1), P(n), P(n+1), ... in order toward the front side of ( (see Figure 2).

(Angle information acquisition unit)
The angle information acquisition unit 51 receives and acquires the vehicle angle information detected by the inclination angle detection device 3 in real time for each position on the slope S from which the position information acquisition unit 50 acquired the position information.

(Information Recording Department)
The information recording unit 52 records the position information acquired by the position information acquisition unit 50 and the vehicle angle information acquired by the angle information acquisition unit 51.

(Angle reduction position determination section)
The angle reduction position determining unit 53 refers to the position information and vehicle angle information recorded in the information recording unit 52, and determines the driving route K (in this embodiment, for example, the first route K1) on which one particular lateral movement is being performed. ), the position on the slope S where the vehicle slope angle is partially smaller than the reference slope angle of the slope S (hereinafter referred to as slope reference angle) is determined as the angle reduction position Px, and the angle reduction position Px is determined. Set. In this embodiment, the angle decreasing positions Px are, for example, three consecutive locations along the first path K1, that is, each of the three points P(n-1), P(n), and P(n+1) has an angle This is the reduced position Px (see FIG. 2).

Hereinafter, as shown in FIG. 6, the slope reference angle is assumed to be α, the vehicle inclination angle actually measured on the first route K1 is assumed to be β, and the vehicle inclination angle estimated or actually measured on the second route K2 is assumed to be γ. Furthermore, the slope reference angle α may be measured in advance using drone photography or LiDAR (Light Detection and Ranging) and stored in the angle reduction position determination unit 53 as an initial value. In addition, as the slope reference angle α, the average value of the vehicle inclination angles obtained in the travel route K adjacent to the lower side of the travel route K of one specific lateral movement run that is being determined by the angle reduction position determination unit 53 is used. Alternatively, it may be calculated in real time by a moving average of a data group of vehicle inclination angles in a predetermined past range starting from the current position on driving route K, and the slope reference angle α may be calculated in real time. The setting method is not particularly limited.

(Risk Area Estimation Department)
Returning to FIG. 5, the risk area estimating unit 54 detects a position on the second route K2 (hereinafter referred to as angle decrease The area on the second route K2 including the corresponding position Py) is estimated to be the risk area RA where there is a risk that the work vehicle 1 may fall. That is, with respect to the traveling route K (first route K1) for which the angle reduction position Px has been determined, a virtual At least a part of the area on the traveling route K (second route K2) becomes the risk area RA. Note that a position on the second path K2 corresponding to a position on the first path K1 other than the angle reduction position Px is defined as a non-angle reduction corresponding position Pz, and by this non-angle reduction corresponding position Pz and angle reduction corresponding position Py. A second route K2 is defined (assumed).

Here, in this embodiment, when the difference between the slope reference angle α and the vehicle inclination angle β smaller than the slope reference angle α: α−β is larger than the predetermined angle reduction amount threshold θ1, that is, α− When β>θ1, an angle reduction corresponding position Py corresponding to the angle reduction position Px is set.

In addition, in this embodiment, when the limit maximum inclination angle, which is the limit value at which the work vehicle 1 can move laterally along the contour line on the slope S without overturning, is θmax, the angle reduction amount threshold θ1 is set to the slope reference angle. The angle reduction amount threshold θ1 is set so that the value obtained by adding α is equal to or less than the limit maximum inclination angle θmax. That is, θ1+α≦θmax is satisfied. Although the limit maximum inclination angle θmax depends on the specifications of the work vehicle 1, it is set to, for example, 45 degrees.

Furthermore, in the risk area estimation unit 54 of this embodiment, when the distance d between consecutive angle reduction positions Px is greater than a predetermined distance threshold dt, that is, the angle reduction corresponding position Py is times), the area on the second route K2 including the angle reduction corresponding position Py is estimated to be the risk area RA.

(Risk Information Transmission Department)
The risk information transmission unit 55 transmits information to the risk area when the work vehicle 1 approaches the risk area RA of the virtual second route K2 while traveling horizontally above the first route K1. Generates and transmits a risk information signal indicating proximity to the RA. The signal transmitted by the risk information transmission unit 55 is received by the warning device 4, and the warning device 4 is activated. It is preferable that the risk information transmitting unit 55 transmits the risk information, for example, when the work vehicle 1 reaches a position 1 [m] closer to the front side of the risk area RA in the traveling direction in lateral movement.

(Control signal transmitter)
The control signal transmitter 56 detects when the actual vehicle inclination angle γ of the work vehicle 1 becomes larger than the slope reference angle α when the work vehicle 1 approaches or enters the risk area RA of the second route K2. Then, a signal is generated and transmitted to reduce the traveling speed of the work vehicle 1 to slow down or temporarily stop the work vehicle 1. The signal generated by the control signal transmitter 56 is received by the electronic control unit 6 to control the operation of the traveling device 9. Note that the control signal transmitter 56 is not limited to the case where the vehicle inclination angle γ of the work vehicle 1 becomes larger than the slope reference angle α, but simply when the work vehicle 1 approaches the risk area RA while traveling on the second route K2. A signal may be generated to reduce the traveling speed of the work vehicle 1 to slow the work vehicle 1 or to temporarily stop the work vehicle 1 when the work vehicle 1 enters or enters the vehicle.

Furthermore, after entering the risk area RA, the control signal transmitting unit 56 determines that the difference between the slope reference angle α and the vehicle inclination angle γ which is larger than the slope reference angle α: γ−α is larger than the predetermined angle increase amount threshold θ2. When the value becomes larger, that is, when γ-α>θ2, a signal for stopping the work vehicle 1 is generated and transmitted.

In this embodiment, the angle increase threshold θ2 is set such that the value obtained by adding the slope reference angle α to the angle increase threshold θ2 is equal to or less than the above-mentioned limit maximum inclination angle θmax. That is, θ2+α≦θmax is satisfied.

(Vehicle rollover avoidance program)
Next, the flow of the vehicle overturn avoidance program, that is, the vehicle overturn avoidance method will be explained. The following description will be made assuming that the traveling route K for determining the angle reduction position Px is the first route K1, and the traveling route K where the risk area RA exists is the second route K2. The flow is executed in the same manner. First, the flow for estimating the risk area RA as shown in FIG. 7 will be described. This flow is sequentially executed on the first route K1 starting from the position P1.

In the flow of estimating the risk area RA, first, the work vehicle 1 moves a predetermined distance (for example, 1/2 or less of the ground contact length of the track 9a of the work vehicle 1) from the position where data (position information, vehicle angle information) was acquired last time. A moving distance determining step S0 is executed to determine whether or not the vehicle has moved. If the determination in step S0 is ``YES'', the process proceeds to the position information acquisition step S1, whereas if the determination in step S0 is ``NO'', the process returns to the moving distance determination step S0 again.

Next, in a position information acquisition step S1, position information of the position of the work vehicle 1 on the slope S on the first route K1 is acquired while the work vehicle 1 is moving laterally on the first route K1. Then, an angle information acquisition step S2 is executed to acquire vehicle angle information of the work vehicle 1 corresponding to the position where the position information was acquired. After that, an information recording step S3 is executed to record position information and vehicle angle information.

Next, an angle decrease position determination step S4 is executed. In this step S4, the information recorded in the information recording step S3 is referred to, and if the vehicle inclination angle β is smaller than the slope reference angle α, a determination of “YES” is made. On the other hand, if the vehicle inclination angle β is greater than or equal to the slope reference angle α, it is determined as “NO”, and the position on the second route K2 corresponding to the position determined as “NO” is set to a non-angle reduction response. After executing the non-angle reduction compatible position setting step S10 of setting the position Pz, the process returns to the moving distance determining step S0.

If it is determined as "YES" in the angle reduction position determination step S4, the process proceeds to angle reduction position setting step S5, and the position determined as "YES" in the angle reduction position determination step S4 is set as the angle reduction position Px. . Then, after the angle decrease position setting step S5, an angle decrease amount determination step S6 is executed. In this step S6, if the difference between the slope reference angle α and the vehicle inclination angle β: α−β is larger than the angle reduction amount threshold θ1, the determination is “YES”. On the other hand, if the difference between the slope reference angle α and the vehicle inclination angle β: α−β is less than the angle reduction amount threshold θ1, it is determined as “NO”, and the angle reduction determined as “NO” is determined as “NO”. After executing the non-angle reduction compatible position setting step S10 in which the position on the second path K2 corresponding to the position Px is set as the non-angle reduction compatible position Pz, the process returns to the moving distance determination step S0.

When it is determined as "YES" in the angle reduction amount determination step S6, the angle reduction response is performed to set the position on the second path K2 corresponding to the angle decrease position Px determined as "YES" as the angle reduction response position Py. The position setting step S7 is executed, and the process proceeds to the angular reduction distance determination step S8. In this step S8, if the distance d in which the angle decrease positions Px are consecutive along the first route K1 is greater than a predetermined distance threshold dt, that is, if the angle decrease positions Py are consecutive for a predetermined number of times or more, "YES" is determined. judge. Specifically, for example, three angle reduction corresponding positions Py corresponding to the position P(n), position P(n-1), and position P(n+1), which are the angle reduction positions Px, are consecutive on the second path K2. In this case, "YES" is determined in the angle reduction distance determination step S8. On the other hand, if the distance d between consecutive angle reduction positions Px is less than or equal to the distance threshold dt, the determination is "NO" and the process returns to the movement distance determination step S0.

If it is determined as "YES" in the angle reduction distance determination step S8, that is, if the distance is longer than the distance threshold dt and the state in which the vehicle inclination angle β continues to be decreased more than the slope reference angle α, the next step is the risk area estimation step. Execute S9. In this step S9, the area on the second path K2 including the angle reduction corresponding position Py is estimated to be the risk area RA, and it is determined that a "dent D" is formed on the slope S in this area RA. (See Figure 6).

By executing the above-described flow, a data structure indicating the risk area RA and the safety area SA (see FIG. 2) other than the risk area RA is created and stored in the vehicle overturn avoidance device 5. There is.

Next, with reference to FIG. 8, a flow for avoiding overturning of the work vehicle 1 will be described. In this flow, first, a risk area proximity determination step S11 is executed to determine whether the work vehicle 1 has approached the risk area RA on the second route K2. In this step S11, when the work vehicle 1 approaches the risk area RA, a determination of "YES" is made, and the process proceeds to a warning step S12. In this step S12, the risk information transmitter 55 generates and transmits a risk information signal indicating that the work vehicle 1 has approached the risk area RA, and the electronic control unit 6 that has received the risk information signal activates the warning device 4. Operate it to make the operator aware of the danger.

After the warning step S12, an angle increase determination step S13 is executed. In this step S13, when the vehicle inclination angle γ of the work vehicle 1 becomes larger than the slope reference angle α, the determination is “YES”, and the process proceeds to the speed reduction step S14. In this step S14, the control signal transmitter 56 generates a signal for reducing the traveling speed of the work vehicle 1 to slow down or temporarily stop the work vehicle 1, and the electronic control unit 6 that has received this control signal 9 to reduce the traveling speed of the work vehicle 1 and cause the work vehicle 1 to slow down or temporarily stop. On the other hand, if the vehicle inclination angle γ of the work vehicle 1 becomes equal to or less than the slope reference angle α in the angle increase determination step S13, the determination is "NO" and the process returns to the risk area proximity determination step S11.

After the speed reduction step S14, an angle increase amount determination step S15 is executed. In this step S15, after the work vehicle 1 approaches or enters the risk area RA of K2 on the second route, the difference between the slope reference angle α and the vehicle inclination angle γ: γ−α is greater than the predetermined angle increase amount threshold θ2. If the value has also become larger, the determination is ``YES'' and the process proceeds to vehicle stop step S16. In this step S16, the control signal transmitter 56 generates a signal for stopping the work vehicle 1, and the electronic control unit 6 that receives this control signal controls the traveling device 9 to stop the work vehicle 1. On the other hand, in the angle increase amount determination step S15, if the difference between the slope reference angle α and the vehicle inclination angle γ: γ - α is equal to or less than the predetermined angle increase amount threshold θ2, the determination is "NO", and the risk area is The process returns to the proximity determination step S11.

By the way, returning to the risk area proximity determination step S11, if the work vehicle 1 is not close to the risk area RA, the determination in step S11 is "NO", and in this case, first, the outside risk area angle increase determination is performed. Step S21 is executed. In this step S21, if the vehicle inclination angle γ of the work vehicle 1 becomes larger than the slope reference angle α, the determination is ``YES'', and the process proceeds to the warning/speed reduction step S22. In this step S22, a signal is transmitted from the risk information transmitting section 55 to the warning device 4 of the work vehicle 1, a signal is transmitted from the control signal transmitting section 56 to the electronic control unit 6, and the warning device 4 transmits a signal. A warning is issued, and the speed of the work vehicle 1 is reduced by the electronic control unit 6 to cause the work vehicle 1 to slow down or temporarily stop. On the other hand, if it is determined "NO" in the risk area outside angle increase determination step S21, the process returns to the risk area proximity determination step S11.

After the warning/speed reduction step S22, an out-of-risk-area increase continuation determination step S23 is executed. In this step S23, it is determined whether the state in which the vehicle inclination angle γ of the work vehicle 1 is larger than the slope reference angle α continues for a predetermined distance (a predetermined number of consecutive positions). Specifically, for example, the position on the second path K2 for which the determination of "YES" is made in the outside risk area angle increase determination step S21 is set as the position P(m), and the work is performed also at the position P(m-1) before the position P(m). If the vehicle inclination angle γ of the vehicle 1 is larger than the slope reference angle α, it is determined that the vehicle inclination angle γ continues to increase, and the determination is "YES", and the process proceeds to vehicle stop step S24. In this step S24, a signal is transmitted from the control signal transmitter 56 to the electronic control unit 6, and the work vehicle 1 is stopped by the electronic control unit 6. On the other hand, if it is determined "NO" in the out-of-risk area increase continuation determination step S23, the process returns to the risk area proximity determination step S11.

Note that in the out-of-risk area increase continuation determination step S23, similarly to the angle increase amount determination step S15, the difference between the slope reference angle α and the vehicle inclination angle γ: γ−α has become larger than the predetermined angle increase amount threshold θ2. If so, the determination may be "YES" and the work vehicle 1 may be stopped.

(effect)
According to the work vehicle system 100 of the present embodiment described above, the vehicle overturn avoidance device 5 is used to determine the position of the work vehicle 1 and the By acquiring the inclination angle in real time, it is possible to estimate the risk area RA on the travel route K (second route K2) on which the vehicle is scheduled to travel laterally. Then, when the work vehicle 1 actually approaches the risk area RA, the operator can grasp the danger of the work vehicle 1 falling due to the warning. Therefore, even if the operator cannot directly visually observe the ground condition of the slope S, the operator can predict the possibility of the work vehicle 1 falling, and can slow down or stop the work vehicle 1 to control the behavior of the work vehicle 1. It is possible to perform work using the work vehicle 1 while checking the following. That is, it becomes possible to run the work vehicle 1 stably on the slope S and to facilitate the work.

Here, as shown in FIG. 6, if only the upper side of the traveling device 9 of the work vehicle 1 (1A) traveling laterally on the first route K1 enters the depression D, the next traveling route of the first route K1 While the work vehicle 1 (1B) is traveling along the second route K2, it is possible that only the lower side of the traveling device 9 enters the depression D. At this time, the vehicle inclination angle β of the work vehicle 1 (1A) traveling on the first route K1 and the slope reference angle α satisfy β<α, and the vehicle inclination angle β of the work vehicle 1 is the inclination angle of the slope S. It is in a smaller state compared to . On the other hand, the vehicle inclination angle γ of the work vehicle 1 (1B) traveling on the second route K2 and the slope reference angle α satisfy γ>α, and the vehicle inclination angle γ of the work vehicle 1 is the inclination of the slope S. It becomes larger compared to the angle. In this way, if the vehicle inclination angle β on the first route K1 is a smaller angle than the slope reference angle α, that is, a value on the side where the work vehicle 1 is less likely to fall, then on the second route K2 The vehicle inclination angle γ is larger than the slope reference angle α, that is, a value on the side where the work vehicle 1 is likely to fall. In other words, the difference between the vehicle inclination angle β on the first route K1 and the slope reference angle α: α−β plus the slope reference angle α: 2α−β is the vehicle inclination angle on the second route K2. γ may substantially match, and the risk of falling may be high.

In this regard, in this embodiment, the relationship between the difference between the slope reference angle α and the vehicle inclination angle β: α−β and the angle decrease amount threshold θ1 is the angle decrease position Px when α−β>θ1. The area on the second route K2 including the corresponding angle reduction corresponding position Py is estimated as the risk area RA. In particular, in this embodiment, the angle reduction amount threshold θ1 is set so that the vehicle inclination angle γ of the work vehicle 1 does not exceed the limit maximum inclination angle θmax while moving laterally on the second route K2. Therefore, overturning of the work vehicle 1 can be more effectively avoided.

Furthermore, in this embodiment, when the distance d between consecutive angle reduction positions Px is greater than a predetermined distance threshold dt, the area on the second route K2 including the angle reduction corresponding position Py is estimated to be the risk area RA. For this reason, the danger is estimated only when there is a dent D of a predetermined size in the lateral movement direction of the work vehicle 1, and on the other hand, small dents D that do not hinder the movement of the work vehicle 1 are ignored. Work can be continued and work efficiency can be improved.

Further, when the work vehicle 1 approaches the risk area RA, risk information indicating that the work vehicle 1 approaches the risk area RA can be transmitted, and the warning device 4 can issue a warning. Therefore, the operator can know in advance that the work vehicle 1 may enter the depression D of the slope S, and can, for example, slow down or stop the work vehicle 1.

Furthermore, when the work vehicle 1 approaches or enters the risk area RA, if the vehicle inclination angle γ becomes larger than the slope reference angle α, the traveling speed of the work vehicle 1 is reduced, and the vehicle is slowed down or temporarily It can be stopped. Therefore, it is possible to avoid the work vehicle 1 from entering the depression D and continuing traveling without slowing down, and as a result, it is possible to more effectively prevent the work vehicle 1 from overturning.

Furthermore, after the work vehicle 1 enters the risk area RA, the work vehicle 1 is stopped when the difference between the slope reference angle α and the vehicle inclination angle γ: γ - α becomes larger than the angle increase threshold θ2. The angle increase amount threshold value θ2 is set so that the angle can be increased and the maximum inclination angle θmax of the working vehicle 1 is not exceeded. Therefore, overturning of the work vehicle 1 can be more effectively avoided.

By the way, if the first route K1 and the second route K2 are set at positions apart in the slope direction of the slope S, even if the risk area RA is estimated on the second route K2 by traveling on the first route K1. When the working vehicle 1 reaches an area estimated to be the risk area RA when actually traveling on the second route K2, there is a possibility that the depression D does not actually exist in that area. That is, in reality, there is a possibility that the depression D exists below the estimated risk area RA, so the estimation of the risk area RA becomes useless.

In this regard, in the present embodiment, when the work vehicle 1 travels on the first route K1, the work vehicle 1 The second route K2 is set such that the lower edge Ky of the contact trajectory of the valley-side crawler track 9a with the slope S when traveling on the second route K2 is located downward, and the work vehicles 1 are moved in the vehicle width direction. Travel routes K are set so as to overlap. Therefore, there is a high possibility that the depression D is actually formed in the area on the second route K2 that is estimated to be the risk area RA, and the work vehicle 1 actually enters the depression D based on the estimation of the risk area RA. You can avoid the risk of falling.

Here, the present invention is not limited to the above-described embodiments, and it goes without saying that various changes can be made without departing from the gist of the present invention.
For example, the control signal transmitter 56 in the vehicle overturn avoidance device 5 generates and transmits a control signal for automatically causing the work vehicle 1 to travel along a predetermined travel route K for lateral travel. Good too. That is, the control signal transmitter 56 acquires the position information of the work vehicle 1 and issues an automatic driving command to the electronic control unit 6 to adjust the actual travel position of the work vehicle 1 along the travel route K stored in advance. It is also possible to issue . This prevents the work vehicle 1 from traveling diagonally along the first route K1 in a direction that intersects the contour line while moving laterally, that is, downward or upward in the direction of inclination of the slope S. Next, it is possible to avoid the work vehicle 1 actually traveling on a route that deviates from the virtual second route K2 where the risk area RA is set, and the estimation of the risk area RA becomes meaningful, and the work It is possible to reliably avoid overturning the vehicle 1.

Furthermore, in the above-described embodiment, a case has been described in which lateral movement is repeated from below to above in the inclination direction of the slope S. However, conversely, lateral movement is repeated from above to below on the slope S. The work vehicle 1 may be driven repeatedly. In this case, the second path K2 is located below the first path K1, and the angle reduction corresponding position Py is located below the slope S with respect to the angle reduction position Px. In this case, it is possible to estimate a risk area RA as a "convex land" on the second route K2 by lateral movement traveling on the first route K1.

Further, the traveling device 9 of the work vehicle 1 is not limited to the above-mentioned structure, and may be configured by a pair of wheels in the vehicle width direction.

According to the fall avoidance device and the like of the present invention, it is possible to stably drive a work vehicle on a slope and facilitate work.

1 Work vehicle 2 Position information detection device 3 Inclination angle detection device 4 Warning device 5 Vehicle fall avoidance device 6 Electronic control unit 9 Traveling device 9a Track 50 Position information acquisition section 51 Angle information acquisition section 52 Information recording section 53 Angle reduction position determination section 54 Risk area estimation section 55 Risk information transmission section 56 Control signal transmission section 100 Work vehicle system 500 Computer G Center of gravity K Traveling route K1 First route K2 Second route Kx High edge Ky Low edge Px Angle reduction position Py Angle reduction corresponding position RA Risk area S Slope VL Width direction imaginary line

Claims (14)

A vehicle overturn avoidance device that includes a calculator and prevents a work vehicle from overturning by sequentially repeating lateral movement traveling on the slope in the slope direction along contour lines intersecting with the slope direction, comprising:
The calculator is
a position information acquisition unit that acquires information on the position of the work vehicle on the slope (hereinafter referred to as position information) while the work vehicle is moving laterally;
Angle information for acquiring information on a vehicle inclination angle with respect to a horizontal plane of a width direction virtual line extending in the vehicle width direction through the center of gravity of the work vehicle (hereinafter referred to as vehicle angle information) for each position on the slope during the lateral movement traveling. an acquisition department;
an information recording unit that records the position information and the vehicle angle information;
With reference to the recorded position information and the vehicle angle information, the vehicle inclination angle is determined with respect to the reference inclination angle of the slope (hereinafter referred to as slope reference angle) on the traveling route on which the lateral movement is being performed. an angle decreasing position determination unit that determines the position on the slope that is becoming smaller as an angle decreasing position;
The travel route in the specific one of the lateral movement runs in which the position information and the vehicle angle information are recorded is a first route, and the work vehicle is adjacent to the first route in the inclination direction. When the hypothetical traveling route that may be entered when traveling laterally after the route is set as a second route, the said traveling route adjacent to the angle decreasing position of the first route in the inclination direction a risk area estimating unit that estimates an area on the second route including a position on the second route (hereinafter referred to as an angle reduction corresponding position) to be a risk area where there is a risk of the work vehicle falling;
a risk information transmission unit that generates and transmits risk information indicating that the work vehicle has approached the risk area when the work vehicle approaches the risk area on the second route;
A vehicle overturn avoidance device comprising: The risk area estimation department is
The angle reduction corresponding position corresponds to the angle reduction position where the difference between the slope reference angle and the vehicle inclination angle smaller than the slope reference angle is larger than a predetermined angle reduction amount threshold. The vehicle overturn avoidance device according to claim 1, wherein an area on the second route is estimated to be the risk area. The angle reduction amount threshold is set such that a value obtained by adding the slope reference angle to the angle reduction amount threshold is equal to or less than a limit maximum inclination angle that is a limit value at which the work vehicle can move laterally without overturning. The vehicle overturn avoidance device according to claim 2, wherein: is set. The risk area estimating unit includes:
If the angle reduction positions are continuous along the first route and the continuous distance is greater than a predetermined distance threshold, the area on the second route including the angle reduction corresponding position is The vehicle overturn avoidance device according to any one of claims 1 to 3, wherein the vehicle overturn avoidance device is estimated to be in a risk area. further comprising a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle,
From claim 1, wherein the control signal transmitter generates and transmits a signal for reducing the traveling speed of the work vehicle when the work vehicle approaches or enters the risk area on the second route. 3. The vehicle overturn avoidance device according to any one of 3. further comprising a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle,
The control signal transmitter is configured to determine, after the work vehicle enters the risk area on the second route, that a difference between the slope reference angle and the vehicle inclination angle that is larger than the slope reference angle is a predetermined angle. The vehicle overturn avoidance device according to any one of claims 1 to 3, wherein the vehicle overturn avoidance device generates and transmits a signal for stopping the work vehicle when the increase amount exceeds a threshold value. The angle increase amount threshold is set such that a value obtained by adding the slope reference angle to the angle increase amount threshold is less than or equal to a limit maximum inclination angle that is a limit value at which the work vehicle can travel without overturning. The vehicle overturn avoidance device according to claim 6. further comprising a control signal transmitter that generates and transmits a control signal for controlling travel of the work vehicle,
4. The control signal transmitter generates and transmits a control signal for automatically causing the work vehicle to travel along the predetermined travel route of the lateral movement travel. The vehicle fall avoidance device according to item 1. The distance in the inclination direction between the vehicle width center of the work vehicle that travels laterally on the first route and the vehicle width center of the work vehicle that travels laterally on the second route, The vehicle overturn avoidance device according to any one of claims 1 to 3, wherein the second route is set to be 1.5 times or less the width dimension of the device in the vehicle width direction. When the work vehicle travels laterally on the second route, the higher edge of the contact locus of the traveling device on the slope when the work vehicle travels laterally on the first route is The vehicle overturn avoidance device according to claim 9, wherein the second path is set so that a lower edge of the contact trajectory is located below the slope. The vehicle overturn avoidance device according to any one of claims 1 to 3;
a position information detection device that detects the position on the slope and transmits the position information of the detected position to the vehicle overturn avoidance device;
a tilt angle detection device that detects the vehicle tilt angle and transmits the vehicle angle information of the detected vehicle tilt angle to the vehicle overturn avoidance device;
a work vehicle equipped with the position information detection device and the tilt angle detection device;
A work vehicle system equipped with 12. The work vehicle system according to claim 11, wherein the work vehicle has a traveling device configured by a pair of crawler tracks spaced apart from each other in the vehicle width direction. A vehicle overturn avoidance method for avoiding overturning of a work vehicle by sequentially repeating lateral movement traveling on a slope along contour lines intersecting the slope direction in the slope direction, the method comprising:
a position information acquisition step of acquiring information on the position of the work vehicle on the slope (hereinafter referred to as position information) while the work vehicle is moving laterally;
Angle information for acquiring information on a vehicle inclination angle with respect to a horizontal plane of a width direction virtual line extending in the vehicle width direction through the center of gravity of the work vehicle (hereinafter referred to as vehicle angle information) for each position on the slope during the lateral movement traveling. an acquisition step;
an information recording step of recording the position information and the vehicle angle information;
With reference to the recorded position information and the vehicle angle information, the vehicle inclination angle is determined with respect to the reference inclination angle of the slope (hereinafter referred to as slope reference angle) on the traveling route on which the lateral movement is being performed. an angle decreasing position determination step of determining the position on the slope that is becoming smaller as an angle decreasing position;
The travel route in the specific one of the lateral movement runs in which the position information and the vehicle angle information are recorded is a first route, and the work vehicle is adjacent to the first route in the inclination direction. When the hypothetical traveling route that may be entered when traveling laterally after the route is set as a second route, the said traveling route adjacent to the angle decreasing position of the first route in the inclination direction a risk area estimating step of estimating an area on the second route including a position on the second route (hereinafter referred to as an angle reduction corresponding position) to be a risk area where there is a risk of the work vehicle overturning;
a risk information transmitting step of generating and transmitting risk information indicating that the work vehicle has approached the risk area when the work vehicle approaches the risk area on the second route;
How to avoid vehicle overturning, including: In order to avoid overturning of the work vehicle, which sequentially repeats lateral movement traveling on the slope along contour lines intersecting the slope direction in the slope direction, a computer is used.
position information acquisition means for acquiring information on the position of the work vehicle on the slope (hereinafter referred to as position information) while the work vehicle is moving laterally;
Angle information for acquiring information on a vehicle inclination angle with respect to a horizontal plane of a width direction virtual line extending in the vehicle width direction through the center of gravity of the work vehicle (hereinafter referred to as vehicle angle information) for each position on the slope during the lateral movement traveling. acquisition means,
information recording means for recording the position information and the vehicle angle information;
With reference to the recorded position information and the vehicle angle information, the vehicle inclination angle is determined with respect to the reference inclination angle of the slope (hereinafter referred to as slope reference angle) on the traveling route on which the lateral movement is being performed. angle decreasing position determining means for determining the position on the slope that is becoming smaller as an angle decreasing position;
The travel route in the specific one of the lateral movement runs in which the position information and the vehicle angle information are recorded is a first route, and the work vehicle is adjacent to the first route in the inclination direction. When the hypothetical traveling route that may be entered when traveling laterally after the route is set as a second route, the said traveling route adjacent to the angle decreasing position of the first route in the inclination direction risk area estimating means for estimating an area on the second route including a position on the second route (hereinafter referred to as an angle reduction corresponding position) to be a risk area where the work vehicle has a risk of falling; and the work vehicle. risk information transmission means for generating and transmitting risk information indicating that the work vehicle has approached the risk area when the work vehicle approaches the risk area on the second route;
A vehicle rollover avoidance program to function as a vehicle rollover prevention program.

Images