JP6615823B2 - Work vehicle - Google Patents

Description

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

  Some of the work vehicles described above have a satellite navigation antenna unit (moving GPS antenna) attached to the cabin roof so that the reception sensitivity of radio waves from GPS satellites is increased (see, for example, Patent Document 1). ).

Japanese Patent Laying-Open No. 2006-095661 (paragraph number 0019, FIG. 1)

  If the antenna unit is attached to the roof of the cabin, rain water, washing water or the like that has fallen on the top surface of the roof may flow toward the antenna unit and adversely affect the antenna unit.

  Since the antenna unit is generally formed with a plurality of through holes for bolt connection in the connecting portion, the antenna unit is attached to the roof of the cabin with a plurality of bolt connection on the upper surface of the roof. It has been considered to form a through hole and to bolt the antenna unit to the upper surface of the roof.

  However, simply by bolting the antenna unit to the top surface of the roof, if rain water or washing water falls on the top surface of the roof, rain water or washing water flows toward the through hole on the roof top surface, There is a risk of flowing into the roof from a through hole on the top surface of the roof.

  Therefore, a pedestal that bulges upward is formed at the mounting position of the antenna unit on the top surface of the roof, and the rain water or washing water that has fallen on the top surface of the roof is connected by bolting the antenna unit to the top surface of the pedestal. Although it may be difficult to flow toward the antenna unit, in this case, since the antenna unit is attached to the upper surface of the base that bulges upward, the overall height of the vehicle body including the antenna unit increases. Therefore, when the height of the entrance / exit in a barn or the like for storing the work vehicle is low, the antenna unit may come into contact with the entrance / exit frame or the like and be damaged when the work vehicle is put in or out of the barn or the like.

  In other words, it is possible to avoid the possibility that rainwater, washing water, etc. will adversely affect the antenna unit and that it may enter the roof from the antenna unit mounting location while suppressing the overall height of the vehicle body including the antenna unit from being increased. It is hoped that.

As means for solving the above problems,
The work vehicle according to the present invention is:
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 that is attached to the left and right center of the cabin roof,
The roof is
The upper surface around the antenna unit in the roof is formed in an inclined surface inclined in the front-rear direction,
Left and right bulging edges that bulge upward at the left and right ends of the roof and having a longitudinal length across the front and rear ends of the roof;
A draining groove is provided for guiding the 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, rain water, washing water or the like that has fallen on the upper surface of the roof easily flows toward the left and right bulging edges while bypassing the antenna unit due to the guide action of the draining groove. And rainwater and washing water that flowed toward the left and right bulging edges are below the inclined surface along the left and right bulging edge portions away from the left and right center antenna units by the guiding action of the inclined surface. As the flow reaches the front and rear end edges of the roof located on the lower side of the inclined surface, the flow flows down from the front and rear end edges to the lower side of the roof.

  This makes it difficult for rainwater and washing water that 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 the base for mounting the antenna unit being bulged on the top surface of the roof. can do.

  As a result, while preventing the overall height of the vehicle body including the antenna unit from being increased, it is possible to avoid the possibility that rainwater, washing water, etc. may adversely affect the antenna unit, and that the antenna unit may enter the roof from the location where the antenna unit is attached. be able to.

  Also, during work in rainy weather, most of the rainwater that has fallen on the top 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. In addition, since it flows down from the left and right ends of the front and rear end edges of the roof to the lower side of the roof, it is possible to suppress a decrease in forward visibility due to rainwater flowing down from the roof.

As one of the means for making the present invention more suitable,
The draining groove includes a first groove portion facing 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 of the roof from the left and right ends of the first groove portion. Left and right second groove portions that cross the left and right bulging edges toward the left and right ends of the one end edge.

  According to this means, rain water, washing water or the like that has fallen on the upper surface of the roof flows into the first groove portion and is guided by the first groove portion while flowing toward the antenna unit side by the guiding operation of the inclined surface. This guide action facilitates the flow toward the left and right bulging edges. And most of the rain water and washing water that flow toward the left and right bulging edges receive the guiding action of the left and right second groove portions, and cross the left and right bulging edges, and the front and rear end edges of the roof After flowing toward both left and right end portions of the left and right, it flows down from the left and right end portions of the front and rear end edges located on the laterally outer sides of the left and right bulging edges to the lower side of the roof.

  As a result, it is possible to make it difficult for rainwater, washing water, and the like that have fallen on the top surface of the roof to flow more reliably toward the antenna unit located at the left and right center of the roof. As a result, it is possible to more reliably avoid the possibility that rainwater, washing water, etc. will adversely affect the antenna unit and that it may enter the roof from the location where the antenna unit is attached.

  Also, during work in rainy weather, most of the rainwater that has fallen on the upper surface of the roof is below the roof from the left and right ends of the front and rear end edges of the roof located on the laterally outer sides of the left and right bulging edges. Since it flows down, the fall of forward visibility resulting from the rain water flowing down from a roof can be suppressed more effectively.

As one of the 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 of the inclined surface adjacent to the antenna unit.

  According to this means, an inclined surface is formed around the antenna unit in the roof to improve water drainage around the antenna unit, but without forming a base for mounting the antenna unit on the upper surface of the roof, The connector can be easily connected to the antenna unit.

As one of the means for making the present invention more suitable,
The roof is
A communication antenna is attached to a location adjacent to the antenna unit,
The left and right guide grooves 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 part formed on the inclined surface and a second guide part 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 side of the roof toward 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. As a result, it is possible to avoid the possibility that the antenna unit cable and the communication antenna cable may be lifted from the top surface of the roof and caught on other objects.

  Further, since it is not necessary to form a through hole for inserting a cable on the upper surface of the roof, a waterproof member for preventing water from entering through the through hole for inserting a cable becomes unnecessary. As a result, it is possible to simplify the configuration by reducing the number of parts.

It is a left view of a tractor. It is a top view of a tractor. It is a block diagram which shows schematic structure of a control system. It is a perspective view of the cabin upper part which shows the shape etc. of a roof. It is a perspective view of the principal part which shows the frame structure of a cabin, the support structure of a ground plane, etc. It is a vertical rear view of the principal part which shows the shape of a roof, the attachment structure of a ground plane, etc. It is a vertical side view of the principal part which shows the attachment structure of a communication antenna and a ground plane. It is a vertical left side view of the main part showing the shape of the main part in the roof and the mounting structure of the antenna unit.

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

  As shown in FIGS. 1 to 3, the tractor illustrated in the present embodiment includes a vehicle body frame 1 that extends over both front and rear ends of the vehicle body, left and right front wheels 2 that function as steerable wheels, and left and right rear wheels that function as drive wheels. 3, a driving part 4 disposed on the front side of the body frame 1, a cabin 6 that forms a boarding space and a driving part 5 on the rear side of the body frame 1, and a swinging movement at the rear end of the body frame 1 A three-point link mechanism 7 for connecting work devices that can be attached is provided.

  As shown in FIG. 1, the tractor includes an engine 8 disposed in the prime mover 4, a pedal-operated main clutch 9 that interrupts power from the engine 8, and power that passes through the main clutch 9 for traveling and working. And a left and right side brakes (not shown) acting on the left and right rear wheels 3, and the like. The engine 8 is an electronically controlled diesel engine equipped with a common rail system.

  As shown in FIG. 3, the three-point link mechanism 7 is driven to swing in the vertical direction by the operation of an electrohydraulic control type lifting / lowering drive unit 10 provided in the vehicle body. Although not shown, the three-point link mechanism 7 is connected to working devices such as a rotary tiller, a plow, a disk harrow, a cultivator, a subsoiler, a seeding device, and a spraying device. When the working device connected to the three-point link mechanism 7 is a drive type such as a rotary tiller, the working power extracted from the rear part 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 transmission lever 12, an auxiliary transmission lever 13, and a forward / reverse switching switch. Shuttle lever 14, elevating lever 15 for setting the height position of the working device, elevating switch for instructing elevating of the working device, turning up switch, reverse moving up switch, PTO switch, clutch pedal 16 enabling operation of the main clutch 9 A driver's seat 17 and the like are provided together with various human operation tools such as left and right brake pedals (not shown) that enable operation of the left and right side brakes. 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 PS unit) 18 or the like.

  As shown in FIGS. 1 and 2 and 4 to 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 each pillar 21 to 23, and the cabin 6. The front panel 25 that forms the front surface, the left and right door panels 26 that are supported by the left and right center pillars 22 so as to be openable and swingable, the left and right side panels 27 that form the rear side surface of the cabin 6, and the rear surface of the cabin 6 are formed. A rear panel 28 is provided.

  As shown in FIGS. 1 and 2 and 4 to 6, the roof 24 is attached to a roof frame 29 connected to each pillar 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 the rear. 33, etc. In the roof 24, an inner space 34 is formed between the rear cover 30 and the inner roof 31 and the outer roof 32. The internal space 34 accommodates an air conditioning unit (not shown) that enables air conditioning in the boarding space, a radio (not shown), and the like.

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

  The left and right front pillars 21 are disposed on the front side of the vehicle body relative to the center portion of the wheel base L in the vehicle body. In the front view, the left and right front pillars 21 are positioned on the left and right center side of the vehicle body as the upper side of the upper half is viewed from the front, and the upper half is positioned on the front and rear center side of the vehicle body as viewed from the side. The part is curved. The left and right center pillars 22 are curved so that the upper side is located on the left and right center side of the vehicle body in the front view, and the upper side is located on the front and rear center side of the vehicle body in the side view. The left and right rear pillars 23 are positioned so that the upper side in the front view is positioned closer to the left and right central sides of the vehicle body, and the left and right rear pillars 23 are curved in a substantially vertical posture in the side view. Each panel 25-28 employs a curved panel made of glass or a transparent acrylic resin that is curved along the corresponding pillars 21-23.

  With the above configuration, in the lower half portion of the cabin 6, while ensuring a wide space in which various operations using the limbs of the driver seated on the driver seat 17 can be easily performed, in the upper half portion of the cabin 6, comfort is ensured. The front-rear width and the left-right width of the roof frame 29 can be narrowed to the extent that they are not damaged. As a result, it is possible to improve the stability of the vehicle body by reducing the size and weight of the upper part of the cabin without reducing the operability and comfort in the boarding space.

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

  The main transmission 41, the forward / reverse switching device 42, and the PTO clutch 43 include a sub-transmission device (not shown) that shifts the driving power in a stepped manner, and a PTO that shifts the working power in a stepped manner. A transmission device (not shown) and the like are provided in the transmission unit. The main transmission 41 employs a hydrostatic continuously variable transmission that changes the driving power continuously. The forward / reverse switching device 42 also serves as a traveling clutch that interrupts the traveling power.

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

  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 auxiliary transmission sensor, the traveling control unit 40A determines the vehicle speed, the engine speed, the operation position of the main transmission lever 12, and the auxiliary transmission lever. Vehicle speed control for operating a trunnion shaft (not shown) of the main transmission 41 is performed so that the control target vehicle speed obtained from the 13 operation positions is reached. Thus, the driver can change the vehicle speed to an arbitrary speed by operating the main transmission 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 positioned at a height position corresponding to the operation position of the lift lever 15. Perform position control. Thereby, the driver | operator can change the height position of a working device into arbitrary height positions by operating the raising / lowering lever 15 to arbitrary operation positions.

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

  When the lifting switch is switched to the lowering command state by manual operation of the lifting switch, the work control unit 40B moves the lifting device to the lifting lever based on the lowering command from the lifting switch, the output of the lifting sensor, and the output of the height sensor. The lowering control is performed to control the operation of the lifting drive unit 10 so as to be lowered to the work height position set by 15. Accordingly, the driver can automatically lower the work device to the work height position by switching the lift switch to the lowering command state.

  The work control unit 40B determines that the steering angle of the front wheel 2 is reduced based on the output of the steering angle sensor that detects the steering angle of the front wheel 2 when execution of the turning interlocking increase control is selected by manual operation of the turning lift switch. When it is detected that the set angle for turning is reached, the above-described ascent control is automatically performed. As a result, the driver can automatically raise the work device to the upper limit position in conjunction with the start of the coasting turn by selecting the execution of the turn interlocking raising control.

  When the execution of the reverse interlocking ascending control is selected by the manual operation of the reverse ascent switch, the work control unit 40B detects the 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. Accordingly, the driver can automatically raise the work device to the upper limit position in conjunction with the switching to the reverse traveling by selecting the execution of the reverse interlocking rising control.

  When the operation position of the PTO switch is switched to the on position by manual operation of the PTO switch, the work control unit 40B is configured so that the working power is transmitted to the work device based on the switching to the on position. Clutch engagement control for switching 43 to the engagement state is performed. Thereby, the driver | operator can operate a working device by operating a PTO switch to an 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 prevents the work power from being transmitted to the work device based on the switch to the cut position. Clutch disengagement control is performed to switch to the disengaged state. Thereby, the driver | operator can stop a working apparatus by operating a PTO switch to a turn-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 ascent control. The clutch engagement control described above is automatically performed in conjunction with the execution of the lowering control. As a result, the driver can stop the working device in conjunction with the automatic raising of the working device to the upper limit position by operating the PTO switch to the automatic position. 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 that enables selection of an operation mode, and an electronic control system 51 for automatic operation that enables automatic operation of the vehicle body. Further, this 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, 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 surroundings of the vehicle body. , Etc.

  As shown in FIG. 3, the automatic steering unit 52 includes the PS unit 18 described above. The PS unit 18 steers the left and right front wheels 2 based on the turning operation of the steering wheel 11 when the manual operation mode is selected. Further, when the automatic operation mode or the cooperative operation 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 providing a steering unit dedicated to automatic steering. Further, when a problem occurs in the electric system of the PS unit 18, it can be easily switched to manual steering by the passenger, and the vehicle body can be continuously operated.

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

  The satellite navigation device 55 includes an antenna unit 56 for satellite navigation that receives radio waves transmitted from GPS satellites (not shown) and positioning data transmitted from reference stations (not shown) installed at known positions. I 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 top of the vehicle body so that the reception sensitivity of radio waves from GPS satellites is increased. Therefore, the position and orientation of the vehicle body measured using GPS include a positioning error due to the positional deviation of the antenna unit 56 due to the yawing, pitching, or rolling of the vehicle body.

  Therefore, the vehicle body has a three-axis gyroscope (not shown) and a three-direction acceleration sensor (not shown) in order to enable correction for removing the positioning error, and the yaw angle of the vehicle body Inertial measurement unit (IMU) 57 that measures pitch angle, roll angle, and the like is provided. The inertial measurement device 57 is provided inside the antenna unit 56 in order to easily obtain the above-described positional deviation amount of the antenna unit 56. The antenna unit 56 is attached to the left and right central portions of the upper surface of the front portion of the roof 24 of the cabin 6 so as to be positioned at the central portion of the wheel base L at the central portion of the tread T in the vehicle body in plan view (see FIG. 2). ).

  With the above configuration, at least in a plan view, the attachment position of the inertial measurement device 57 is close to the center of gravity of the vehicle body. As a result, the calculation for correcting the yaw angle or the like measured by the inertial measurement device 57 based on the positional deviation amount of the inertial measurement device 57 from the center of gravity position of the vehicle body is simplified. The result can be corrected quickly and correctly. That is, measurement of the yaw angle of the vehicle body 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 The positional deviation amount 56 can be quickly and accurately obtained from the yaw angle, pitch angle, roll angle, etc. of the vehicle body measured by the inertial measurement device 57. 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 based on the positional deviation amount of the antenna unit 56 obtained from the measurement result of the inertial measurement device 57. It is possible to obtain the information quickly and accurately, and to correct the positioning error from the measurement result of the satellite navigation device 55 quickly and appropriately.

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

  As shown in FIG. 3, the main ECU 40 includes an automatic operation control unit 40 </ b> C having various control programs that enable automatic operation of the vehicle body. The automatic driving control unit 40C performs automatic driving control for automatically driving the vehicle body when the automatic driving mode or the cooperative driving mode is selected by an artificial operation of the selection switch 50. In the automatic driving control in the automatic driving mode, the automatic driving control unit 40C sets the target driving route and the positioning so that the vehicle body properly operates while automatically driving the preset target driving route of the field at the set speed. Based on the positioning results of the unit 53, various control commands are transmitted to the travel control unit 40A, the work control unit 40B, and the like at appropriate timing. The traveling control unit 40A appropriately applies various control commands to the main transmission 41, the forward / reverse switching device 42, and the like based on various control commands from the automatic driving control unit 40C and various information acquired by the in-vehicle information acquisition unit 45. The transmission of the main transmission 41 and the forward / reverse switching device 42 are controlled by transmitting at a proper timing. The work control unit 40B sends various control commands to the elevating drive unit 10, the PTO clutch 43, and the like at appropriate timings based on various control commands from the automatic operation control unit 40C and various pieces of acquisition information of the in-vehicle information acquisition unit 45. To control the operation of the elevating drive unit 10 and the PTO clutch 43.

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

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

  As shown in FIGS. 1 to 3 and 5, the obstacle detection module 58 includes eight sonars 62 that search for obstacles within a short distance from the vehicle body, and the vehicle body based on the search information from each sonar 62. Two exploration information processing devices 63 that perform a determination process as to whether or not an obstacle has approached within a close range are provided. The eight sonars 62 are arranged in a distributed manner at the front end portion and the left and right end portions of the vehicle body so that the front and both left and right sides of the vehicle body are search target regions. Each sonar 62 transmits the search information obtained by the search to the corresponding search information processing device 63. Each exploration information processing device 63 determines whether or not an obstacle has approached within the closest distance to the vehicle body based on the time from transmission to reception of ultrasonic waves in each corresponding sonar 62, and the determination result. Is output to the contact avoidance control unit 40D.

  As a result, when an obstacle is abnormally approached within a close distance to the vehicle body in front of the vehicle body or on the left and right lateral sides during automatic driving, the obstacle detection module 58 detects the approach of the obstacle. Further, since the sonar 62 is not provided at the rear end portion of the vehicle body, the obstacle detection module 58 is prevented from erroneously detecting a work device attached to the rear portion of the vehicle body so as to be movable up and down as an obstacle. Yes.

  Incidentally, the obstacle detection module 58 is configured such that, for example, when the vehicle body is traveling toward the heel by automatic driving, or when the vehicle body is traveling along the heel by automatic driving, When an abnormal approach is made within a close distance to, this wrinkle is detected as an obstacle. Further, when the moving body abnormally approaches within a close distance to the vehicle body, the moving body is detected as an obstacle.

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

  As shown in FIG. 3, the contact avoidance control unit 40D has a control program that enables execution of the contact avoidance control, and is provided in the main ECU 40. The contact avoidance control unit 40D prioritizes the control operation of the automatic operation control unit 40C when confirming the approach of the obstacle at a short distance to the vehicle body based on the determination result of each laser scanner 59. 59 and the contact avoidance control described above are performed based on the discrimination results of the search information processing devices 63. And the contact avoidance control part 40D avoids a possibility that a vehicle body may contact an obstruction by performing contact avoidance control. The contact avoidance control unit 40D ends the contact avoidance control when it is confirmed that there is no obstacle within a short distance from the vehicle body based on the determination result of each laser scanner 59 during the 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 resumed.

  As shown in FIGS. 1 to 5, a wide-angle visible light CCD camera is employed for each monitoring camera 60. The surveillance cameras 60 are distributed and arranged at the front, rear, left and right ends of the roof 24 of the cabin 6 in order to capture the surroundings of the vehicle body without omission.

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

  With the above configuration, in the manual operation mode, the driver can easily view the surroundings and working conditions of the vehicle during driving by displaying an image from the image processing device 61 on the liquid crystal panel 64A. . As a result, the driver can easily drive a good vehicle body according to the type of work. Further, when the manager gets on the vehicle body in the automatic driving mode or the cooperative driving mode, the manager 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. It is possible to easily see the surrounding situation and the working situation. When the manager visually recognizes an abnormality in the vicinity of the vehicle body or in the work situation during the automatic driving or the cooperative driving, the manager can promptly perform appropriate measures 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 other vehicles, and cooperation that performs cooperative operation control based on information from other vehicles. An operation control unit 40E is provided. The cooperative operation control unit 40E includes a control program that enables execution of cooperative operation control and the like, and is provided in the main ECU 40.

  In the automatic operation control in the cooperative operation mode, the automatic operation control unit 40C is configured so that the vehicle body appropriately performs a work while automatically traveling at a set speed on a preset target travel route for parallel operation. 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, the work control unit 40B, and the like 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 process, the cooperative operation control unit 40E includes a target travel route for parallel running of the own vehicle, a positioning result of the positioning unit 53, a target travel route for parallel running of other vehicles, and position information of other vehicles, etc. Based on the above, it is determined whether the inter-vehicle distance in the traveling direction of the preceding other vehicle and the own vehicle, the inter-vehicle distance in the parallel running direction of the preceding other vehicle and the own vehicle, and the like are appropriate. Then, when any inter-vehicle distance is not appropriate, the inter-vehicle distance optimization process is performed in preference to the control operation of the automatic operation control unit 40C so that the inter-vehicle distance is appropriate.

In the inter-vehicle distance optimization process, the cooperative operation control unit 40E outputs a deceleration command to the travel control unit 40A when the inter-vehicle distance in the traveling direction is shorter than the appropriate distance, thereby controlling the travel 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. Increase the speed to the set speed and maintain the distance between the vehicles in the direction of travel.
Further, when the inter-vehicle distance in the traveling direction is longer than the appropriate distance, the cooperative operation control unit 40E outputs a speed increase command to the travel control unit 40A, whereby the main transmission 41 is controlled by the control operation of the travel control unit 40A. To increase 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. Decrease to the set speed to maintain the distance between vehicles in the direction of travel.
On the other hand, when the inter-vehicle distance in the parallel running direction is longer than the appropriate distance, the cooperative operation control unit 40E outputs a steering command to the other vehicle side to the travel control unit 40A, thereby controlling the operation of the travel control unit 40A. The left and right front wheels 2 are steered to the other vehicle side, and the inter-vehicle distance in the parallel running direction is returned to an appropriate distance. Then, the cooperative driving control unit 40E normally sets the traveling direction of the vehicle body by resuming the automatic driving based on the control operation of the automatic driving control unit 40C as the inter-vehicle distance in the parallel running direction returns to the appropriate distance. Return to the traveling direction for traveling and maintain the inter-vehicle distance in the parallel traveling direction at an appropriate distance.
When the inter-vehicle distance in the parallel running direction is shorter than the appropriate distance, the cooperative operation control unit 40E outputs a steering command to the travel control unit 40A to the side away from the other vehicle, thereby controlling the travel control unit 40A. By operating, the left and right front wheels 2 are steered away from the other vehicles, and the inter-vehicle distance in the parallel running direction is returned to an appropriate distance. Then, the cooperative driving control unit 40E normally sets the traveling direction of the vehicle body by resuming the automatic driving based on the control operation of the automatic driving control unit 40C as the inter-vehicle distance in the parallel running direction returns to the appropriate distance. Return to the traveling direction for traveling and maintain the inter-vehicle distance in the parallel traveling direction at an appropriate distance.
As a result, the host vehicle can automatically and appropriately run parallel to the preceding other vehicle while appropriately maintaining the inter-vehicle distance in the traveling direction and the inter-vehicle distance in the side-by-side direction.

  As illustrated in FIGS. 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 communication antenna 66-68 is arrange | positioned at the upper end part of the cabin 6 in order to raise communication sensitivity. The communication information processing device 69 is disposed in the internal space 34 of the roof 24 in order to improve waterproofness and dustproofness.

  Of the three communication antennas 66 to 68, the first communication antenna 66 having the highest frequency band wirelessly communicates image information with 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 travel start command and a stop command with the remote controller 70.

  The first communication antenna 66 is attached to the left front end portion of the auxiliary frame 33 in the roof 24 via a first support tool 71. The second communication antenna 67 is attached to the right front end portion of the auxiliary frame 33 via the second support 72. The third communication antenna 68 is attached to the left front portion of the upper surface of the roof 24 via the third support tool 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, in-vehicle information acquisition unit 45, each laser scanner 59, image processing device 61, each search information processing device 63, and the like are communicable via main ECU 40 in communication information processing device 69. It is connected.

  Thereby, in-vehicle information such as vehicle speed acquired by the in-vehicle information acquisition unit 45, monitoring information from each laser scanner 59 and each search information processing device 63, monitoring image information from the image processing device 61, etc. Can communicate well with other vehicles via the communication antennas 66 to 68, and can be shared with other vehicles traveling in a coordinated manner. And, by effectively using the in-vehicle information, monitoring information, and monitoring image information to be shared, vehicle speed adjustment linked with other vehicles that cooperate in traveling, avoidance of contact with obstacles associated with other vehicles that cooperate in traveling, etc. Is easier to do. As a result, it is possible to more reliably avoid contact with other vehicles that run in cooperation.

  Specifically, in the cooperative operation mode described above, 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, In addition to the travel control unit 40A, a deceleration command is also output to the cooperative operation control unit 40E. Then, the coordinated operation control unit 40E transmits this deceleration command to another vehicle via the communication module 65. Thereafter, in the deceleration traveling state based on the deceleration command, the cooperative operation control unit 40E reads the vehicle speed detected by the vehicle speed sensor, and transmits the read vehicle speed to the other vehicle via the communication module 65. When the obstacle detection module 58 detects the presence of an obstacle within a close distance to the vehicle body in the low speed traveling state based on the deceleration command, the contact avoidance control unit 40D performs the traveling control unit 40A and the work control unit 40B. In addition, an emergency stop command is output to the cooperative operation control unit 40E. The cooperative operation control unit 40E transmits this emergency stop command to the other vehicle via the communication module 65. Further, when each laser scanner 59 stops detecting an approach of an obstacle at a short distance from the vehicle body in the deceleration traveling state based on the deceleration command, the contact avoidance control unit 40D performs the cooperative operation in addition to the traveling control unit 40A. A speed increase command is also output to the control unit 40E. Then, the coordinated operation control unit 40E transmits this speed increase command to the other vehicle via the communication module 65. Thereafter, in the speed increasing traveling state based on the speed increasing command, the cooperative operation control unit 40E reads the vehicle speed detected by the vehicle speed sensor, and transmits the read vehicle speed to the other vehicle via the communication module 65.

  On the other hand, when the deceleration command and the vehicle speed of the other vehicle are transmitted from the other vehicle in the cooperative operation mode described above, the communication module 65 receives the deceleration command and the vehicle speed and outputs them to the cooperative operation control unit 40E. Then, the cooperative operation control unit 40E outputs the deceleration command and the vehicle speed to the traveling control unit 40A, and performs the deceleration control for reducing the vehicle speed from the normal traveling set speed to the vehicle speed of the other vehicle. Make it. When an emergency stop command is transmitted from another vehicle in the deceleration traveling 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 operation control unit 40E outputs the emergency stop command to the travel control unit 40A and the work control unit 40B, and the travel control unit 40A and the work control unit 40B cause the vehicle body and the work device to stop emergency stop. To do. Further, when the speed increase command and the vehicle speed of the other vehicle are transmitted from the other vehicle in the deceleration traveling state by the deceleration control, the communication module 65 receives the speed increase command and the vehicle speed and outputs them to the cooperative operation control unit 40E. . Then, the cooperative operation control unit 40E outputs the speed increase command and the vehicle speed to the travel control unit 40A, and causes the travel control unit 40A to increase the vehicle speed to the set speed for normal travel according to the speed increase of the other vehicle. Increase speed control.

  Thereby, in the cooperative operation mode described above, for example, when the cooperative operation control unit 40E of the succeeding vehicle receives the deceleration command from the preceding vehicle and the vehicle speed of the other vehicle by wireless communication of the communication module 65, the received information is received. The vehicle speed of the following vehicle can be made the same as the vehicle speed of the preceding vehicle after deceleration by the deceleration control of the traveling control unit 40A based on this output information. In this coordinated low speed state, when the cooperative operation control unit 40E of the succeeding vehicle receives the speed increase command from the preceding vehicle and the vehicle speed of the other vehicle through the wireless communication of the communication module 65, these received information is sent to the own vehicle. The vehicle speed of the succeeding vehicle can be made the same as the vehicle speed of the preceding vehicle after the speed increase by the speed increase control of the travel control unit 40A based on this output information. Further, when the cooperative operation control unit 40E of the following vehicle receives an emergency stop command from the preceding vehicle through wireless communication of the communication module 65 in the coordinated low speed state, the received information is output to the traveling control unit 40A of the own vehicle. Then, by the emergency stop control of the travel control unit 40A and the work control unit 40B based on the output information, the subsequent 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, when other vehicle information such as the vehicle speed and surrounding image of the other vehicle is transmitted from the other vehicle in the cooperative operation mode described above, the communication module 65 receives this other vehicle information and outputs it to the cooperative operation control unit 40E. Then, the cooperative operation control unit 40E outputs other vehicle information to the display unit 64. In 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 vehicle speed and surrounding image of the other vehicle are selected. Other vehicle information is displayed on the liquid crystal panel 64A.

  Thereby, for example, when the manager who manages the operation of each tractor that runs in cooperation operates on the preceding vehicle, the operation information display for other vehicle information is operated by operating the operation switch for displaying other vehicle information in the preceding vehicle. By selecting, while driving the preceding vehicle, it is possible to easily monitor and grasp the operation status and surrounding conditions of other vehicles that perform cooperative traveling.

  As illustrated in FIGS. 1 and 2 and 4 to 5, the monitoring unit 54 includes six illuminating lamps 75 that have a large number of LEDs and illuminate a shooting target portion of each monitoring camera 60. As a result, it is possible to satisfactorily shoot the surroundings of the vehicle body with each monitoring camera 60 even during night work. And by sharing this surrounding image with other vehicles that run in cooperation, and effectively using it at night, where the visibility is reduced, it is possible to adjust the vehicle speed with other vehicles that run in cooperation or to link with other vehicles that run in cooperation. It is easy to avoid contact with obstacles.

  As shown in FIGS. 1 and 3, the remote operation tool 70 includes a start switch 70 </ b> A that outputs a start command for work travel by automatic operation when manually operated, and stops work travel by automatic operation 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, and a lamp or a buzzer. An alarm 70E is provided.

  When the automatic operation control unit 40C receives a start command from the start switch 70A of the remote operation tool 70 via the communication module 65 while the vehicle body is stopped while 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. When the contact avoidance control is being executed, the automatic operation control unit 40C transmits a notification command for notifying that the vehicle body cannot be started to the remote operation tool 70 via the communication module 65. To do. When the remote control tool 70 receives the notification command from the automatic operation control unit 40C, the information processing unit 70C activates the notification device 70E based on the notification command, and the vehicle body operation cannot be started. Inform the administrator. When the contact avoidance control is not being executed, the automatic operation control unit 40C sends various control commands related to the start of work travel to the travel control unit 40A, the work control unit 40B, and the like based on the start command. To start working on the car body.

  When the automatic operation control unit 40C receives a stop command from the stop switch 70B of the remote operation tool 70 via the communication module 65 during work travel by automatic driving of the vehicle body, the automatic operation control unit 40C performs work travel 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 to urgently stop the work travel of the body.

  With the above-described configuration, when the manager starts the work traveling by the automatic driving of the vehicle body without boarding the vehicle body, the manager can board the vehicle body by operating the start switch 70A of the remote operation tool 70. It is possible to start work traveling by automatic driving of the vehicle body. In addition, when the manager stops the work traveling by the automatic driving of the vehicle body without boarding the vehicle body, the manager operates the stop switch 70B of the remote operation tool 70, so that the vehicle body can be moved without boarding the vehicle body. Work travel by automatic operation can be stopped.

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

  With this configuration, the radio gain of the third communication antenna 68 can be increased by the ground plane 76, whereby the third communication antenna 68 can be reduced in size. And in order to improve the communication sensitivity of the 3rd communication antenna 68 by this size reduction, even if it attaches the 3rd communication antenna 68 to the upper surface of the roof 24 in the cabin 6, the vehicle body including the 3rd communication antenna 68 is included. Overall height can be kept low. Further, by storing the ground plane 76 in the inner 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. Can be compactly equipped.

  As a result, the communication performance of the third communication antenna 68 can be enhanced while suppressing the overall height of the vehicle body including the third communication antenna 68 from being increased.

  As shown in FIGS. 2 and 5 to 7, the ground plane 76 is formed of a rectangular metal plate having a plane suitable for increasing the radio wave gain. The front end portion of the ground plane 76 is connected to the front beam 35 of the roof frame 29 in the roof 24 via a support plate 77. Further, the right end portion 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. A support portion 76 </ b> A that supports the outer roof 32 of the roof 24 and the third support 73 for the third communication antenna is provided at the center of the ground plane 76.

  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. As a result, the ground plane 76 can also be used as a support member that supports the outer roof 32 and the third communication antenna 68. As a result, it is possible to simplify the configuration by reducing the number of parts.

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

  With the above configuration, when the third support member 73 and the ground plane 76 are bolt-connected 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 80 </ b> B 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. Thereby, rain water, washing water, and the like are prevented from entering the cabin 6 from the first through holes 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 cabin 6 while simplifying the configuration by reducing the number of parts.

  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 so that the lower side allows the lower flange portion 80B to enter. In each first through hole 24a, a spacer 81 that allows proper deformation of the rubber sleeve 80 at the time of bolt connection and restricts the bolt screwing amount is fitted together with the rubber sleeve 82. The bolt sleeve is prevented from loosening 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 the antenna unit formed at the left and right center portions on the front side of the upper surface of the outer roof 32. Yes. 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 second through hole 24b. Each rubber sleeve 82 has an upper flange portion 82 </ b> A that is in 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 connecting portion 24 </ b> B.

  With the above configuration, in a state where the antenna unit 56 is bolt-connected to the second connecting portion 24 </ b> B of the outer roof 32, the upper flange portion 82 </ b> A 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. Then, the upper flange portion 82A of the rubber sleeve 82 is in close contact with the upper surface of the outer roof 32 and the bottom surface of the antenna unit 56, so that rainwater, washing water, etc. can pass through the second through holes 24b of the second connecting portion 24B from the cabin. 6 is prevented from entering the inside.

  That is, since the four rubber sleeves 82 having the upper flange portion 82A serve as both 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 parts. In addition, it is possible to prevent water from entering the cabin 6.

  As shown in FIGS. 6 and 8, the second connecting portion 24 </ b> B of the outer roof 32 also serves as a connecting portion that is bolted to the support base 78 of the roof frame 29. That is, the antenna unit 56 is coupled together with the support base 78 together with the outer roof 32. Thereby, the improvement of the assembly | attachment property by the reduction of an assembly man-hour is aimed at.

  As shown in FIG. 8, each rubber sleeve 82 has a lower flange that comes into close contact with the upper surface of the support table 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 table 78. It has a part 82B. Each second through hole 24b in the second connecting portion 24B of the roof 24 is expanded in diameter so that the lower surface side allows the lower flange portion 82B to enter. A spacer 83 that allows proper deformation of the rubber sleeve 82 during bolt connection and limits the amount of bolt screwing is fitted in each second through hole 24b together with the rubber sleeve 82.

  With the above configuration, it is possible to improve the vibration isolation of the antenna unit 56 and more reliably prevent water from entering the cabin 6. 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 that is the periphery of the antenna unit 56 is inclined 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 downward. The roof 24 includes left and right bulging edge portions 24 </ b> F that bulge upward at the left and right ends of the outer roof 32, having a longitudinal length extending across the front and rear ends of the roof 24. The roof 24 is provided with a draining groove 24G on the upper surface on the front side of the outer roof 32 to guide the water on the roof toward the left and right bulging edges 24F so that the water on the roof bypasses the antenna unit 56. Yes. The draining groove 24G has a first groove part 24Ga facing 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 from the left and right ends of the first groove part 24Ga. 24, left and right second groove portions 24Gb crossing the left and right bulging edge portions 24F toward both left and right end portions of the front end edge.

With the above configuration, rainwater, washing water or the like that has fallen on the upper surface on the front side of the outer roof 32 flows into the first groove portion 24Ga while flowing toward the antenna unit side by the guiding action of the first inclined surface 24D. The guide action of the first groove 24Ga is received, and this guide action facilitates the flow toward the left and right bulging edges 24F. And most of the rainwater and washing water that flowed toward the left and right bulging edge portions 24F are guided by the left and right second groove portions 24Gb, and cross the left and right bulging edge portions 24F while the roof 24 After flowing toward both left and right end portions of the front end edge, the left and right end portions of the front end edge located on the laterally outer side of the left and right bulging edge portions 24F flow down below the roof 24.
Further, rain water, washing water, and the like that have fallen on the rear upper surface of the outer roof 32 flow toward the rear edge of the roof 24 under the guide action of the second inclined surface 24E, and then the rear edge of the roof 24. Flows down from.

  Accordingly, it is possible to make it difficult for rain water, 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 center of the left and right sides of the roof 24. As a result, it is possible to avoid the possibility that rainwater, washing water, etc. will adversely affect the antenna unit 56 and that it may enter the roof from the location where the antenna unit 56 is attached.

  In addition, during work driving in rainy weather, most of the rainwater that has fallen on the upper surface of the roof 24 flows down from the left and right ends of the front edge of the roof 24 or from the rear edge of the roof 24 to the lower side of the roof 24. Therefore, 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 on the upper side of the left and right center side in the surface area on the left and right center side located between the left and right bulging edges 24 </ b> F on the upper surface of the outer roof 32. It is formed so as to be curved. As a result, it is possible to make it more difficult for rain water, 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, or the like may adversely affect the antenna unit 56 and may enter the roof from the location where the antenna unit 56 is attached.

  As shown in FIGS. 2, 4, and 8, the roof 24 is formed with a concave portion 24 </ b> H for connecting a connector to the antenna unit 56 at a higher position of 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 in the roof 24, and the pedestal for mounting the antenna unit is inflated on the top surface of the roof 24, while the water drainage around the antenna unit 56 is good. The connector 84 can be easily connected to the antenna unit 56 without being formed.

  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 include 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 edge portions 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 the roof is viewed from the upper surface side of the roof 24 along the left and right guide grooves 24 </ b> K. 24 can be routed downward. Thereby, it is possible to avoid the possibility that the antenna unit cable 85 and the third communication antenna cable 86 are lifted from the upper surface of the roof 24 and caught by other objects.

  In addition, 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 entering through the through hole for inserting a cable becomes unnecessary. As a result, it is possible to simplify the configuration by reducing the number of parts.

  As shown in FIG. 4, on the upper surface of the roof 24, left and right press plates 87 for preventing the cables 85 and 86 from lifting from the guide groove 24K are detachably provided. As a result, it is possible to more reliably avoid the possibility that the antenna unit cable 85 and the third communication antenna cable 86 are lifted from the upper surface of the roof 24 and caught by other objects.

  As shown in FIGS. 4 and 8, the draining groove 24G is formed deeper than the connector connecting recess 24H and the cable guiding groove 24K in order to improve the water guiding ability. The draining groove 24G is connected to the left and right guide grooves 24K on the left and right ends of the first groove 24Ga, so that the left and right center side of the first groove 24Ga is also used as a cable guide groove.

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

[1] The configuration exemplified below may be adopted for the work vehicle.
For example, the work vehicle may be configured in a semi-crawler specification including left and right crawlers instead of the left and right rear wheels 3.
For example, the work vehicle may be configured in a full crawler specification including left and right crawlers instead of the left and right front wheels 2 and the 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 in a hybrid specification including the engine 8 and an electric motor.
For example, as long as the work vehicle has an automatic driving mode as a driving mode, the working vehicle may not have one or both of the manual driving mode and the cooperative driving 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 including the rear cover 30.

[3] The roof 24 of the cabin 6 may be configured such that the entire upper surface thereof is inclined forwardly or downwardly.

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

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

  The present invention can be applied to a work vehicle such as a tractor, a rice transplanter, a combine, or a mower having an electronic control system for automatically driving a vehicle body and a cabin forming a boarding space.

6 cabin 24 roof 24D inclined surface 24F bulging edge portion 24G draining groove 24Ga first groove portion 24Gb second groove portion 24H recess 24K guide groove 24Ka first guide portion 24Kb second guide portion 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 that is attached to the left and right center of the cabin roof,
The roof is
The upper surface around the antenna unit in the roof is formed in an inclined surface inclined in the front-rear direction,
Left and right bulging edges that bulge upward at the left and right ends of the roof and having a longitudinal length across the front and rear ends of the roof;
A work vehicle comprising a draining 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.   The draining groove includes a first groove portion extending in the left-right direction across the left and right bulging edges at a position higher than the antenna unit on the inclined surface, and front and rear of the roof from the left and right end portions of the first groove portion. The work vehicle according to claim 1, further comprising left and right second groove portions that cross the left and right bulging edge portions toward left and right end portions of one end edge.   3. The work vehicle according to claim 1, wherein the roof has a concave portion for connecting a connector to the antenna unit at a higher position on the inclined surface adjacent to the antenna unit. The roof is
A communication antenna is attached to a location adjacent to the antenna unit,
The left and right guide grooves 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 each include a first guide portion formed on the inclined surface and a second guide portion formed on the left and right bulging edges. Work vehicle as described in the paragraph.

Images