JP7016747B2 - Collaborative work system - Google Patents

Description

The present invention relates to a cooperative work system in which a plurality of work vehicles cooperate to work in a traveling area such as a field.

The above-mentioned collaborative work system is used for one user to work with a plurality of work vehicles. For example, when two work vehicles are used, the user rides on one work vehicle and drives the vehicle diagonally behind the work vehicle at a distance of a predetermined distance from the other work vehicle that automatically travels. By operating, the user can efficiently perform work with two work vehicles while monitoring the other work vehicle that automatically travels from diagonally behind or the like.

Patent Document 1 describes a technique for maintaining a set distance between a slave vehicle that automatically travels unmanned and a master vehicle that manually travels by manned driving in such a cooperative work system. It has been disclosed. The slave vehicle is equipped with a camera that monitors the front, a camera that monitors the rear, and a distance measuring device that measures the distance between the vehicles. Further, the master vehicle is equipped with a distance measuring device for measuring the distance between the vehicles.
Then, in this cooperative work system, by operating the distance measuring devices of the slave vehicle and the master vehicle, the distance between the two vehicles is constantly measured, and the measured distance is maintained at the set distance. The running speed of one vehicle is controlled.

Special Table 2001-507843

In the collaborative work system described in Patent Document 1, although the collaborative work can be performed while maintaining a constant distance between the vehicles, two cameras and a distance measuring device for monitoring the front and the rear are installed in the slave vehicle. Since the distance measuring device is installed in the master vehicle, there is an inconvenience that the configuration is complicated and the cost is high.

In view of this situation, the main problem of the present invention is to cooperate with a plurality of work vehicles while maintaining the distance between the work vehicles at the set distance while simplifying the configuration and reducing the cost. The point is to provide a collaborative work system that can be used.

The first characteristic configuration of the present invention includes a first work vehicle that automatically travels in a traveling area and a first working vehicle.
A second work vehicle traveling behind the first work vehicle at a predetermined distance from the first work vehicle, and a second work vehicle.
A front obstacle sensor provided in the first work vehicle and capable of measuring the distance to a subject in front of the first work vehicle, and a front obstacle sensor.
A rear obstacle sensor provided in the first work vehicle and capable of measuring the distance to a subject behind the first work vehicle, and a rear obstacle sensor.
When the first work vehicle is traveling forward, an obstacle within a predetermined distance in front of the first work vehicle is detected based on the measurement information of the front obstacle sensor, and the first work vehicle moves backward. An obstacle control unit that performs obstacle detection processing to detect an obstacle within a predetermined distance behind the first work vehicle based on the measurement information of the rear obstacle sensor when the vehicle is running.
When the first work vehicle is traveling forward, the accompanying interval for measuring the distance to the second work vehicle traveling behind the first work vehicle based on the measurement information of the rear obstacle sensor. A point is that an accompanying interval control unit that controls the traveling speed of the first work vehicle is provided so that the measurement process is performed and the measurement distance is maintained at the set distance.

According to this configuration, the front side obstacle sensor, the rear side obstacle sensor, and the obstacle control unit are provided. Therefore, when the first work vehicle is automatically traveling, if the first work vehicle is traveling forward, the front side is provided. Obstacles are detected based on the measurement information of the obstacle sensor, and when traveling backward, obstacle detection processing is performed to detect obstacles based on the measurement information of the rear obstacle sensor, and obstacles in the direction of travel are performed. Can be appropriately detected to avoid a collision between the first work vehicle and an obstacle.
Since the accompanying interval control unit is provided, the first work vehicle that automatically travels forward in the traveling area and the second work vehicle that travels forward by separating the rear of the first work vehicle by a predetermined distance. When working in cooperation with a work vehicle, the rear obstacle sensor that is not used for obstacle detection processing on the side opposite to the traveling direction is effectively utilized, and the measurement information of the rear obstacle sensor is used. Based on this, an accompanying interval measurement process for measuring the distance to the second work vehicle traveling behind can be performed, and the traveling speed of the first work vehicle can be controlled so that the measured distance is maintained at the set distance. ..
Therefore, the obstacle sensor for avoiding the collision between the first work vehicle and the obstacle can be also used as the distance sensor for measuring the distance between the work vehicles, and the configuration is simplified and the cost is reduced. It is possible to work in cooperation with a plurality of work vehicles while maintaining the distance between the work vehicles at the set distance.

The second characteristic configuration of the present invention is that the rear obstacle sensor is a three-dimensional distance sensor capable of measuring the distance to the subject in three dimensions.
In the accompanying interval measurement process, the accompanying interval control unit identifies a subject corresponding to the height of the second working vehicle as the second working vehicle, and measures the distance to the specified subject as the second working vehicle. There is a point to do.

According to this configuration, the distance to the subject can be measured three-dimensionally by the obstacle sensor on the rear side. It is possible to measure the distance between the two and to detect an obstacle behind by the obstacle detection process when the first work vehicle is traveling in reverse with high accuracy. Further, in the accompanying interval measurement process when the first work vehicle is traveling forward, the subject corresponding to the height of the second work vehicle is specified as the second work vehicle based on the measurement information of the rear obstacle sensor. Therefore, the second work vehicle can be easily and accurately identified.

The third characteristic configuration of the present invention includes a first work vehicle that automatically travels in a traveling area and a first working vehicle.
A second work vehicle traveling in front of the first work vehicle at a predetermined distance from the first work vehicle, and a second work vehicle.
A front obstacle sensor provided in the first work vehicle and capable of measuring the distance to a subject in front of the first work vehicle, and a front obstacle sensor.
An obstacle that performs obstacle detection processing to detect an obstacle within a predetermined distance in front of the first work vehicle based on the measurement information of the front side obstacle sensor when the first work vehicle is traveling forward. Control unit and
When the first work vehicle is traveling forward, the accompanying interval for measuring the distance to the second work vehicle traveling in front of the first work vehicle based on the measurement information of the front obstacle sensor. A point is that an accompanying interval control unit that controls the traveling speed of the first work vehicle is provided so that the measurement process is performed and the measurement distance is maintained at the set distance.

According to this configuration, since the front side obstacle sensor and the obstacle control unit are provided, the measurement information of the front side obstacle sensor is provided when the first work vehicle is automatically traveling and is traveling forward. It is possible to perform an obstacle detection process for detecting an obstacle based on the above, appropriately detect an obstacle in the traveling direction, and avoid a collision between the first work vehicle and the obstacle.
Since the accompanying interval control unit is provided, the first work vehicle that automatically travels forward in the traveling area and the second work vehicle that automatically travels forward by separating the front of the first work vehicle by a predetermined distance. When working in cooperation with a work vehicle, the front obstacle sensor is effectively used, and the distance to the second work vehicle traveling in front is measured based on the measurement information of the front obstacle sensor. The accompanying interval measurement process is performed, and the traveling speed of the first work vehicle can be controlled so that the measured distance is maintained at the set distance.
Therefore, the obstacle sensor for avoiding the collision between the first work vehicle and the obstacle can be also used as the distance sensor for measuring the distance between the work vehicles, and the configuration is simplified and the cost is reduced. It is possible to work in cooperation with a plurality of work vehicles while maintaining the distance between the work vehicles at the set distance.

The figure which shows the schematic structure of the collaborative work system Block diagram showing the schematic configuration of the autonomous driving system Diagram showing the target driving route The figure which shows the upper part of the tractor in the front view. Figure showing the upper part of the tractor in the rear view The figure which shows the antenna unit and the front rider sensor at the use position in the side view. Perspective view showing the support structure of the antenna unit and the front rider sensor The figure which shows the antenna unit and the front rider sensor in the non-use position in the side view. The figure which shows the roof, the antenna unit, the front rider sensor, and the rear rider sensor in the side view in the used position and the non-use position. Perspective view showing the support structure of the rear rider sensor The figure which shows the measurement range of the front rider sensor and the rear rider sensor in the side view. The figure which shows the measurement range of the front rider sensor, the rear rider sensor and sonar in a plan view. The figure which shows the 3D image generated from the measurement result of the front rider sensor. The figure which shows the 3D image generated from the measurement result of the rear rider sensor in the state where the work apparatus is positioned in the descending position. The figure which shows the 3D image generated from the measurement result of the rear rider sensor with the work equipment in the ascending position. Diagram showing the target driving route when performing collaborative work Diagram showing an example of accompanying driving Flow chart showing the flow of operation of accompanying interval control The figure which shows the accompanying running example in another embodiment

An embodiment of the collaborative work system according to the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a cooperative work system, in which a plurality of tractors 1 (corresponding to a work vehicle) capable of automatically traveling are used, and a tractor 1A (corresponding to a first work vehicle) on the front side is unmanned. Illustrates the case where the tractor 1B (corresponding to the second work vehicle) on the rear side is driven by a user or the like and manually driven by a man and the like, and the tractor 1B (corresponding to the second work vehicle) is operated in cooperation with each other. In this cooperative work system, as shown in FIG. 1, the tractor 1 is applied as a work vehicle, but a work vehicle other than the tractor such as a rice transplanter, a combine, a grass mowing machine, a wheel loader, and a snowplow is applied. be able to.

As shown in FIGS. 1 and 2, the automatic traveling system for automatically traveling the tractor 1 can communicate with the automatic traveling unit 2 (corresponding to the automatic traveling device) mounted on the tractor 1 and the automatic traveling unit 2. It is equipped with a mobile communication terminal 3 whose communication is set to. As the mobile communication terminal 3, a tablet-type personal computer, a smartphone, or the like having a touch-operable display unit 51 (for example, a liquid crystal panel) can be adopted. In the example shown in FIG. 1, a user or the like boarding the tractor 1B on the rear side carries a mobile communication terminal 3 set to communicate with the automatic traveling unit 2 of the tractor 1A on the front side.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FIG. 16 illustrates a target travel path P when the tractor 1 works in cooperation with another tractor 1.
In this case, as shown in FIG. 16, the traveling route generation unit 53 uses the vehicle body data, the field data, and the like to perform the work in cooperation with the other tractor 1 that performs the accompanying work. The target travel route P of is generated. For example, the target travel route P is adjacent to a plurality of work routes P1 having the same straight-ahead distance in the central region R1 and arranged in parallel with a certain distance corresponding to the work width of two vehicles. It has a connection path P2 that connects the start end and the end of P1. The dotted line in FIG. 16 indicates the other 1 to be accompanied by the tractor 1 in order to facilitate the understanding of the target travel path P for the tractor 1 to work in cooperation with the other tractor 1. It represents the planned travel route of the tractor 1 of the platform. Further, the circuit path P3 is omitted.
Incidentally, the target travel route P shown in FIGS. 3 and 16 is merely an example, and the target travel route to be set can be appropriately changed.

The target travel route P generated by the travel route generation unit 53 can be displayed on the display unit 51, and is stored in the terminal storage unit 54 as route data associated with vehicle body data, field data, and the like. The route data includes the azimuth angle of the target travel route P, the set engine rotation speed and the target travel speed set according to the travel mode of the tractor 1 on the target travel route P, and the like.

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

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

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

The automatic running control includes automatic shift control that automatically controls the operation of the transmission 13, automatic braking control that automatically controls the operation of the brake operation mechanism 15, automatic steering control that automatically steers the left and right front wheels 5, and a rotary tiller. And the like for work that automatically controls the operation of the work device 12 and the like.

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

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

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

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

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

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

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

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

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

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

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

As the rider sensors 101 and 102, as shown in FIGS. 11 and 12, the front side of the tractor 1 (traveling machine 7) is set as the measurement range C, and the front rider used to detect an obstacle on the front side of the tractor 1 is used. The measurement range D is the sensor 101 (corresponding to the front obstacle sensor) and the rear side of the tractor 1 (traveling machine 7), and the rear rider sensor 102 (corresponding to the obstacle sensor on the rear side of the tractor 1) is used to detect the obstacle. (Corresponding to the rear obstacle sensor) is provided.

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

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

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

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

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

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

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

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

When the antenna unit 80 is attached to the antenna unit support stay 81 in the unused position, the antenna unit 80 is positioned in the unused position as shown in FIG. 8, and the stay-side mounting portion 202b of the second mounting plate 202 is used. With the second mounting plate 202 positioned inward from the third mounting plate 203 so that the front and rear round holes match the round hole 203b of the third mounting plate 203 and the front end of the elongated hole 203a. The second mounting plate 202 and the third mounting plate 203 are overlapped with each other. The connecting tool 50 is inserted through the round hole on the front side of the stay-side mounting portion 202b of the second mounting plate 202 and the round hole 203b of the third mounting plate 203, and the rear part of the second mounting plate 202 on the stay-side mounting portion 202b. The antenna unit 80 can be attached to the antenna unit support stay 81 in an unused position by inserting and fastening the connecting tool 50 over the round hole on the side and the front end portion of the elongated hole 203a.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

As the rider sensor, two rider sensors, a front rider sensor 101 and a rear rider sensor 102, are provided, and the obstacle control unit 107 moves forward and backward at the forward / backward switching point included in the target travel path P. The obstacle detection state is switched based on the switching or the switching of forward / backward movement by the reverser lever for forward / backward movement provided inside the cabin 10. When the tractor 1 travels forward, measurement is performed by the front rider sensor 101, the obstacle control unit 107 switches to the forward detection state in which obstacle detection processing is performed based on the measurement information of the front rider sensor 101, and the tractor 1 moves forward. When traveling in reverse, measurement is performed by the rear rider sensor 102, and the obstacle control unit 107 switches to the reverse detection state in which obstacle detection processing is performed based on the measurement information of the rear rider sensor 102. In this way, depending on whether the tractor 1 is traveling forward or backward, the processing load is increased by switching which rider sensor, the front rider sensor 101 or the rear rider sensor 102, is used to detect an obstacle. Obstacles are detected while reducing the number of obstacles.

In the forward detection state, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the front rider sensor 101, is included in the left-right measurement range C1 (see FIG. 12) in the left-right direction, and is in the up-down direction. In the range included in the vertical measurement range C2 (see FIG. 11), the presence or absence of an obstacle is detected in the range excluding the masking range L (see FIG. 13). In the reverse detection state, when the work device 12 is located in the descending position, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the rear rider sensor 102, and the left / right measurement range D1 (left / right measurement range D1) in the left / right direction. (See FIG. 12), and in the range included in the vertical measurement range D2 (see FIG. 11) in the vertical direction, the presence or absence of obstacles is determined in the range excluding the masking range L1 (see FIG. 14) for the descending position. It is being detected. In the reverse detection state, when the work device 12 is located in the ascending position, the obstacle control unit 107 performs obstacle detection processing based on the measurement information of the rear rider sensor 102, and the left / right measurement range D1 (left / right measurement range D1) in the left / right direction. In the range included in (see FIG. 12) and included in the vertical measurement range D2 (see FIG. 11) in the vertical direction, the presence or absence of obstacles is determined in the range excluding the masking range L2 (see FIG. 15) for the ascending position. It is being detected.

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

The control content of the collision avoidance control when an obstacle is detected by using the front rider sensor 101 or the rear rider sensor 102 is the same regardless of whether the tractor 1 is traveling forward or backward. , The case where the tractor 1 is traveling forward will be described.

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

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

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

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

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

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

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

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

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

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

FIG. 17 is an example of collaborative work by a plurality of tractors 1, in which a tractor 1A that automatically travels forward on a target travel path P (see FIG. 16) and a tractor 1A diagonally behind the tractor 1A move forward. The case where the work is performed in cooperation with the tractor 1B (hereinafter, may be referred to as an accompanying tractor 1B) that manually travels is illustrated.

In this cooperative work system, as shown in FIG. 17, when the tractor 1A that automatically travels forward in advance and another accompanying tractor 1B that travels backward in advance cooperate to perform work. While effectively utilizing the rear rider sensor 102 that is not used for obstacle detection processing in the tractor 1A traveling forward and measuring the distance (accompanying interval) with the accompanying tractor 1B, the distance between the tractor 1A and the accompanying tractor 1B is measured. It is configured to automatically maintain the distance at the set distance Ds. In FIG. 17, the set distance Ds is the distance between the tractor 1A and the accompanying tractor 1B in the direction linearly connecting the tractor 1A and the accompanying tractor 1B (the direction slightly inclined from the front-rear direction). However, it may be the distance between the tractor 1A and the tractor 1B in the traveling direction (front-back direction) of the tractor 1A or the tractor 1B.

The in-vehicle electronic control unit 18 measures the accompanying distance to measure the distance to another tractor 1B traveling behind the tractor 1A based on the measurement information of the rear rider sensor 102 when the tractor 1A is traveling forward. An accompanying interval control unit 110 that performs processing and executes accompanying interval control for controlling the traveling speed of the tractor 1 is provided so that the measured distance Dd is maintained at the set distance Ds. For this accompanying interval control, for example, it is selected that the user or the like operates a setting screen or the like to be displayed on a display device such as a display unit of the tractor 1A or a display unit 51 of the mobile communication terminal 3 to perform cooperative work. In this case, the automatic shift control and the automatic braking control based on the target traveling speed included in the route data of the target traveling route P are preferentially executed.

Since the rear rider sensor 102 can measure the distance to the subject in three dimensions, the accompanying interval control unit 110 measures the distance to the upper end portion and the lower end portion of the subject, and also measures the height of the subject. can do.
Therefore, in the accompanying interval measurement process, the accompanying interval control unit 110 identifies the subject corresponding to the preset height of the accompanying tractor 1B as the accompanying tractor 1B, and measures the distance to the identified subject as the accompanying tractor 1B. The distance between the rear end position of the tractor 1A (the rear end position of the working device 12 in the figure) and the accompanying tractor 1B is obtained and used as the measurement distance Dd.
The height of the accompanying tractor 1B can be determined by, for example, allowing the user or the like to operate a setting screen or the like to be displayed on a display device such as the display unit of the tractor 1A or the display unit 51 of the mobile communication terminal 3 to determine the vehicle type of the accompanying tractor 1B. When input, the height associated with the vehicle type can be read from a table or the like, and the read height can be set to the height of the accompanying tractor 1B.

Then, as shown in FIG. 17, the accompanying interval control unit 110 moves in front of the accompanying tractor 1B so that the measured distance Dd measured by the accompanying interval measuring process is maintained at the set distance Ds in the accompanying interval control. It controls the traveling speed of the traveling tractor 1A. For example, when the measurement distance Dd is larger than the set distance Ds, the accompanying interval control unit 110 decelerates the traveling speed of the tractor 1A traveling in front of the accompanying tractor 1B, and the measured distance Dd is larger than the set distance Ds. When it is small, the traveling speed of the tractor 1A is controlled so as to increase the traveling speed of the tractor 1A traveling in front of the accompanying tractor 1B.

Based on the flowchart of FIG. 18, the flow of the operation of the accompanying interval control executed by the vehicle-mounted electronic control unit 18 when the tractor 1A is traveling forward in front of the accompanying tractor 1B will be described.

When the accompanying interval control unit 110 of the in-vehicle electronic control unit 18 detects the accompanying tractor 1B within the measurement range D of the rear rider sensor 102 based on the measurement information of the rear rider sensor 102, the accompanying interval measuring process is performed and the accompanying tractor 1B is performed. Measure the distance to (in the case of Yes in step # 1, step # 2).

When the accompanying interval control unit 110 performs the accompanying interval measurement process to measure the distance to the accompanying tractor 1B, it compares the measured distance Dd with the set distance Ds, and if the measured distance Dd is larger than the set distance Ds, The shift control unit 181 controls the operation of the transmission 13 to reduce the traveling speed of the tractor 1A traveling in front of the accompanying tractor 1B (in the case of Yes in step # 3, step # 4).
On the other hand, when the measurement distance Dd is smaller than the set distance Ds, the accompanying interval control unit 110 controls the operation of the transmission device 13 by the shift control unit 181 or the brake operation mechanism 15 by the braking control unit 182. By controlling the operation, the traveling speed of the tractor 1A traveling in front of the accompanying tractor 1B is increased (No in step # 3, Yes in step 5, step # 6).

In the present embodiment, when the accompanying tractor 1B is not detected within the measurement range D of the rear rider sensor 101 (when No in step # 1), the traveling speed is not particularly changed and the tractor 1A is the target traveling route. The automatic traveling based on the route data of P is continued, but in such a case, the traveling of the tractor 1A may be stopped.

[Another Embodiment]
Other embodiments of the present invention will be described. Monitoring target The configurations of each embodiment described below are not limited to being applied independently, but can also be applied in combination with the configurations of other embodiments.

(1) In the above embodiment, as shown in FIG. 17, the accompanying interval control unit 110 is in the case where the tractor 1A is traveling forward, corresponding to the accompanying traveling example in which the accompanying tractor 1B travels behind the tractor 1. In addition, an accompanying interval measurement process for measuring the distance to the accompanying tractor 1B traveling behind the tractor 1A is performed based on the measurement information of the rear rider sensor 102 so that the measured distance Dd is maintained at the set distance Ds. , The tractor 1A was configured to control the traveling speed.
Instead of or in addition to this, as shown in FIG. 18, the accompanying interval control unit 110 causes the tractor 1A to travel forward in accordance with the accompanying traveling example in which the accompanying tractor 1B travels in front of the tractor 1. When it is inside, the accompanying interval measurement process for measuring the distance to the accompanying tractor 1B traveling in front of the tractor 1A is performed based on the measurement information of the front rider sensor 102, and the measured distance Dd is maintained at the set distance Ds. As such, it may be configured to control the traveling speed of the tractor 1A traveling behind the accompanying tractor 1B.
In this case, for example, when the measurement distance Dd is larger than the set distance Ds, the accompanying interval control unit 110 increases the traveling speed of the tractor 1A traveling behind the accompanying tractor 1B, and sets the measurement distance Dd. When the distance is smaller than the distance Ds, the traveling speed of the tractor 1A is controlled so as to reduce the traveling speed of the tractor 1A traveling behind the accompanying tractor 1B.

Further, in this case, the accompanying interval control unit 110 of the vehicle-mounted electronic control unit 18 performs the accompanying interval measurement process for measuring the distance to the accompanying tractor 1B based on the measurement information of the front rider sensor 101 in the accompanying traveling control. Even during the execution of the accompanying interval control, the obstacle detection unit 107 also executes the obstacle detection process based on the measurement information of the front rider sensor 101, so that the accompanying tractor 1B is detected as an obstacle. It is possible that it will end up.
Therefore, when the accompanying interval control is being executed, the obstacle control unit 107 sets the subject specified as the accompanying tractor 1B to a subject that is not detected as an obstacle, and sets the front rider sensor 101 to a subject that is not detected as an obstacle. The accompanying tractor 1B is not detected as an obstacle during the execution of the obstacle detection process based on the measurement information. Others are the same as those described in the above embodiment, and thus the description is omitted.

(2) As described in the above embodiment, in this cooperative work system, the measurement distance Dt and the set distance Ds used in the accompanying interval measurement process are set to the tractor 1A and the tractor 1A in the traveling direction (front-back direction) of the tractor 1B. It may be the distance from the tractor 1B.
The in-vehicle electronic control unit 18 can grasp the position of the accompanying tractor 1B in the left-right direction within the measurement ranges C and D of the rider sensors 101 and 102. Therefore, in the accompanying interval measurement process, the accompanying interval control unit 110 grasps, for example, the linear distance from the tractor 1A to the accompanying tractor 1B, the traveling direction of the tractor 1A, and the existing direction of the accompanying tractor 1B with respect to the tractor 1, and these numerical values. The distance between the tractor 1A and the tractor 1B in the traveling direction (front-back direction) of the tractor 1A can be obtained and used as the measured distance Dt.

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

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

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

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

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

(8) In the above embodiment, the example in which the obstacle control unit 107 is provided in the tractor 1 is shown, but it is also possible to provide the tractor 1 with a device other than the tractor 1, such as a mobile communication terminal 3.

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

1 Tractor (working vehicle)
1A tractor (first work vehicle)
1B tractor (second work vehicle)
101 Front rider sensor (front obstacle sensor, 3D distance sensor)
102 Rear rider sensor (rear side obstacle sensor, 3D distance sensor)
107 Obstacle control unit 110 Accompanying interval control unit

Claims (1)

The first work vehicle that automatically travels in the travel area,
A second work vehicle traveling in front of the first work vehicle at a predetermined distance from the first work vehicle, and a second work vehicle.
A front obstacle sensor provided in the first work vehicle and capable of measuring the distance to a subject in front of the first work vehicle, and a front obstacle sensor.
When the first work vehicle is traveling forward, obstacle detection processing is performed to detect an obstacle within a predetermined distance in front of the first work vehicle based on the measurement information of the front side obstacle sensor, and the detection is performed. An obstacle control unit that performs processing to avoid the obstacle,
When the first work vehicle is traveling forward, the accompanying interval for measuring the distance to the second work vehicle traveling in front of the first work vehicle based on the measurement information of the front obstacle sensor. An accompanying interval control unit that controls the traveling speed of the first work vehicle is provided so that the measurement process is performed and the measurement distance is maintained at the set distance.
During the execution of the accompanying interval measurement process, the subject specified as the second work vehicle is set as a subject that is not detected as an obstacle, and the subject is not detected if the accompanying interval measurement process is not being executed. A collaborative work system characterized by not setting .

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