JP7206658B2 - Safety device for swivel work machine - Google Patents

Description

The present invention is provided in a working machine such as a hydraulic excavator having a lower traveling body and an upper revolving body rotatably mounted on the lower traveling body, and the safety of the working machine is improved based on the presence of obstacles around the working machine. It relates to a device for controlling for

2. Description of the Related Art Conventionally, the safety device described in Patent Document 1 is known as a safety device provided in a swing-type working machine. This device includes a sensor for detecting the position of an obstacle (a worker in Patent Document 1) around a construction machine, means for setting a circular area around the construction machine, and means for setting a circular area around the construction machine. and means for restricting (including forced stopping) the traveling of the lower traveling body and the turning of the upper rotating body.

Japanese Patent No. 2700710

In the apparatus described in Patent Document 1, regardless of the turning angle of the upper rotating body, the lower running body travels to avoid contact between the work machine and an obstacle (worker in Patent Document 1). , a stop area for determining whether or not to stop the traveling motion of the lower traveling body is set to a circular area centered on the turning center of the upper rotating body. Therefore, even when an obstacle exists at a position where there is no possibility of contact with the obstacle when viewed from the actual running direction of the working machine, the running of the undercarriage may be forced to stop at high frequency. Frequent occurrence of such useless forced stops causes a significant decrease in work efficiency. Patent Document 1 does not disclose any specific means for solving such problems.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a safety device installed in a slewing type working machine, which is capable of performing accurate safety control on the travel of an undercarriage without significantly reducing work efficiency. do.

Provided is a safety device provided in a work machine having a lower traveling body capable of traveling on the ground and an upper revolving body rotatably mounted on the lower traveling body, wherein the upper revolving detection by an obstacle detector provided on the body for detecting an obstacle around the working machine, a turning angle detector for detecting a turning angle of the upper turning body with respect to the lower traveling body, and the obstacle detector; and an obstacle position calculation unit for calculating the position of the obstacle with respect to the upper revolving structure, and a travel stop determination area for determining forced stop of the travel operation of the lower travel structure around the working machine. a travel determination region setting unit; a travel motion limitation determination unit that determines whether the obstacle position calculated by the obstacle position calculation unit is within the travel stop determination region; Outputs a travel motion stop command for forcibly stopping the travel motion of the lower traveling body in a direction approaching the obstacle position when the travel motion limitation determination unit determines that the position is within the travel stop determination region. and a command output unit. The travel stop determination region set by the travel determination region setting unit includes a travel direction region set outside the work machine with respect to the travel direction of the lower traveling body, and a travel direction region set outside the work machine with respect to the travel direction of the lower traveling body. and a width direction area set outside the width direction area, wherein the width direction minimum dimension of the width direction area is smaller than the running direction minimum dimension of the running direction area. Further, the traveling determination area setting unit changes the traveling direction area and the width direction area according to the posture of the upper swing body with respect to the lower traveling body, based on the turning angle detected by the turning angle detector. It is configured to allow

In this safety device, by giving a large dimension in the traveling direction to the traveling direction region, i.e., the region located on the travel locus of the work machine, in the travel stop determination region, high safety is ensured. By suppressing the dimension in the width direction of the width direction region of the travel stop determination region, that is, the region deviating from the travel locus in the width direction to be small, the lower traveling body is in a safe state. It is possible to suppress a decrease in work efficiency due to the forced stop of the traveling motion of the vehicle. Moreover, based on the turning angle detected by the turning angle detector, the traveling direction area and the width direction area change in accordance with the posture of the upper turning body with respect to the lower traveling body, whereby the upper turning body Appropriate travel stop control can be executed regardless of the turning angle of (that is, the relative posture with respect to the lower traveling body).

For example, the traveling determination area setting unit can rotate the upper swing body to the left or right from a normal posture in which the upper swing body faces the forward direction of the lower travel body, so that only one side in the width direction can be moved to the side of the lower travel body. A region having a first width direction edge and a second width direction edge on both sides in the width direction is set as the travel stop determination region when the vehicle is in a posture that protrudes outward in the width direction from the end. and the first width direction edge is located on one side in the width direction of the outer end of the upper revolving body that protrudes outward in the width direction from the side end of the lower traveling body. and extending in a direction parallel to the running direction, and the second widthwise edge extends along the side edge of the lower running body on the side opposite to the first widthwise edge. Those consisting of lines extending in a direction parallel to the direction of travel are preferred.

According to such a travel stop determination area, while minimizing the dimension in the width direction of the travel stop determination area, the lower traveling body and the upper rotating body protruding from the lower traveling body to one side in the width direction Any of the portions can be reliably prevented from coming into contact with obstacles as the undercarriage travels.

The traveling determination region setting unit sets the traveling direction region only on the rear side of the upper rotating body among both sides in the traveling direction when the upper rotating body is in a normal posture facing the forward direction of the lower traveling body. Further, it is preferable that the traveling direction areas are set on both sides of the traveling direction when the upper rotating body is rotated by 90° from the normal posture and is in the lateral posture facing the width direction. .

When the upper slewing body is in the proper posture, that is, when the longitudinal direction of the upper slewing body coincides with the traveling direction, the front field of view of the upper slewing body is good. High safety can be ensured even if the traveling direction area is set only in the rear direction. On the other hand, when the upper rotating body is in the sideways posture, the field of view on both the left and right sides of the upper rotating body, that is, the field of view on both sides in the running direction is greater than the front field of view when the upper rotating body is in the normal posture. Since both are bad, it is possible to ensure a high degree of safety by setting the traveling direction areas on both sides of the traveling direction in such a state.

When the undercarriage has a pair of left and right running crawler belts, the width direction dimension of the width direction region is such that only one of the pair of left and right running crawler belts is driven, or only one of the pair of left and right running crawler belts is driven. It is preferable that the dimensions are set to be sufficient to prevent contact between the work machine and an obstacle due to the turning motion of the undercarriage caused by being driven in opposite directions. This ensures a high degree of safety not only in normal running by driving the pair of left and right running crawler belts in the same direction, but also in the turning motion of the undercarriage by driving in opposite directions. make it possible to

The safety device includes a swing stop determination region setting unit that sets a swing stop determination region around the upper swing structure when a swing operation for swinging the upper swing structure is given to the work machine; a rotation stop determination unit that determines whether or not the obstacle position calculated by the object position calculation unit is within the rotation stop determination area; outputting a turning motion stop command for forcibly stopping the turning motion of the upper rotating body in a direction approaching the obstacle position when the turning stop determination unit determines that the position is within the turning stop determination region; It is preferably configured as follows.

The turning stop determination region setting section and the turning stop determination section determine when the operation of the working machine is switched from the traveling operation to the turning operation, or when the turning operation is started in parallel with the traveling operation. It is possible to stop the revolving motion of the upper revolving body before the upper revolving body and the obstacle come into contact with each other due to the revolving motion.

The travel determination region setting unit switches the height position of at least a part of the lower surface of the travel stop determination region according to the shape of the lower travel body so that the lower travel body is not included in the travel stop determination region. preferably configured. This makes it possible to prevent an erroneous stop operation due to the presence of the lower running body in the stop determination area.

For example, when the lower traveling body has a movable part that can be displaced in the vertical direction, the travel determination area setting unit prevents the movable part from entering the travel stop determination area regardless of the displacement of the movable part. It is preferable that the height position of at least a part of the lower surface of the travel stop determination area is switched.

The travel determination region setting unit sets a travel deceleration determination region outside the travel stop determination region in addition to the travel stop determination region. In addition to determining whether the calculated obstacle position is within the travel stop determination region, it is also determined whether the obstacle position is within the travel deceleration determination region, The command output section adjusts the traveling speed of the lower traveling body in a direction approaching the obstacle position when the traveling operation limitation judging section judges that the obstacle position is within the traveling deceleration judging area. It is preferable to be configured to output a travel deceleration command for forcibly reducing. The setting of the travel deceleration determination region enables the travel speed to be decelerated when the obstacle position enters the travel deceleration determination region before entering the travel stop determination region. To prevent deterioration of riding comfort due to sudden stop of movement, and to more reliably stop the traveling movement of the undercarriage before the obstacle contacts the working machine.

In this case, the traveling motion restriction determining section changes the shape of the outer contour of the travel deceleration determining region in accordance with the change in the shape of the outer contour of the travel stop determining region corresponding to the turning angle of the upper rotating body. More preferably. This means that, regardless of the change in the shape of the travel stop determination region, an appropriate travel deceleration determination region for starting deceleration of the travel operation at an appropriate timing before an obstacle enters the travel stop determination region is determined. It is possible to set outside the traveling stop determination area.

INDUSTRIAL APPLICABILITY As described above, according to the present invention, there is provided a safety device provided in a revolving working machine having an undercarriage and an upper revolving body. A device is provided that is capable of performing a variety of safety controls.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view showing a hydraulic excavator, which is an example of a swing-type working machine equipped with a safety device according to an embodiment of the present invention; FIG. 2 is a plan view showing the arrangement of the hydraulic excavator and obstacle sensors and the like arranged therein; It is a block diagram which shows the said safety device. FIG. 4 is a plan view showing a travel stop determination region and a travel deceleration determination region that are set when the upper revolving body of the hydraulic excavator is in the normal posture; FIG. 11 is a plan view showing a travel stop determination region and a travel deceleration determination region set when the upper swing body swings by a predetermined swing angle from the normal posture; FIG. 8 is a plan view showing a travel stop determination region and a travel deceleration determination region set when the upper rotating body is in a sideways posture that has been turned 90° from the normal posture. 4 is a side view showing vertical displacement of a dozer, which is a movable part of a lower traveling body of the hydraulic excavator, and accompanying change in height positions of the lower surface of the traveling stop area and the traveling deceleration determination area; FIG. FIG. 4 is a plan view showing a rotation stop determination area and a rotation deceleration determination area set around the upper rotating body; FIG. 7 is a plan view showing a travel stop determination region and a travel deceleration determination region according to a comparative example;

Preferred embodiments of the present invention will be described with reference to the drawings.

1 and 2 show a hydraulic excavator, which is an example of a working machine equipped with a safety device according to an embodiment of the present invention. In addition, the working machine to which the safety device according to the present invention is applied is not limited to the hydraulic excavator. INDUSTRIAL APPLICABILITY The present invention is widely applicable to working machines having a lower traveling body and an upper revolving body rotatably mounted thereon, and which require safe operation due to the existence of obstacles around them. It is possible.

The hydraulic excavator includes a lower traveling body 10 capable of traveling on the ground G, an upper revolving body 12 mounted on the lower traveling body 10 so as to be capable of rotating with respect to the lower traveling body 10, A traveling drive device 30, a turning drive device 32, and an alarm device 40 as shown in FIG.

The lower traveling body 10 includes a traveling device including a pair of left and right crawlers (crawler belts for traveling) 11L and 11R. The traveling device operates to move along the ground G the lower traveling body 10 and the upper revolving body 12 thereon (in this embodiment, the entire hydraulic excavator).

The undercarriage 10 includes a dozer 13 as shown in FIGS. The dozer 13 is retrofitted to the main body of the undercarriage 10 as required. The dozer 13 is a movable part that can be vertically displaced as indicated by the two-dot chain line in FIG. 7 by rotating around the horizontal axis.

The upper rotating body 12 has a rotating frame 16 and a plurality of elements mounted thereon. The plurality of elements include a working device 14, an engine room 17 that houses an engine, and a cab 18 that is an operator's cab.

The work device 14 is capable of performing operations for excavation work and other necessary work, and includes a boom 20, an arm 22, a bucket 24, and a plurality of hydraulic cylinders for moving the boom cylinder 26 and the arm cylinder. 27 and bucket cylinder 28 . The boom 20 has a base end supported on the front end of the revolving frame 16 so as to be able to rise and fall, that is, rotatable about a horizontal axis, and a distal end on the opposite side. The arm 22 has a base end attached to the tip of the boom 20 so as to be rotatable about a horizontal axis, and a tip on the opposite side. The bucket 24 is rotatably attached to the tip of the arm 22 .

The traveling drive device 30 drives the crawlers 11L and 11R in both forward and backward directions, respectively, so that the lower traveling body 10 can travel in any one of forward and backward directions. The travel drive device 30 includes, for example, a hydraulic circuit including a hydraulic pump, a left and right travel motor, a left and right travel control valve, and a travel pilot circuit. The hydraulic pump is driven by the engine to discharge hydraulic oil. The left and right traveling motors are each composed of a hydraulic motor, and are supplied with hydraulic oil discharged from the hydraulic pump to rotate in both forward and reverse directions, thereby individually moving the left and right crawlers 11L and 11R in forward and backward directions. Drive to both sides. The lateral travel control valve opens to control the supply direction and flow rate of hydraulic oil from the hydraulic pump to the lateral travel motor.

The traveling pilot circuit includes a left-right traveling remote control valve arranged in the cab 18, a left-right traveling pilot line connecting the left-right traveling remote control valve and the left-right traveling control valve, and a left-right traveling pilot line. It includes a travel limiting electromagnetic valve provided midway and a left and right travel pilot pressure sensor 36 as shown in FIG. The left/right travel remote control valve receives a travel command operation by an operator for commanding travel of the lower traveling body 10, and supplies a travel pilot pressure corresponding to the travel command operation to the left/right travel control valve through the left/right travel pilot line. open the valve to allow The travel restriction electromagnetic valve operates to reduce the travel pilot pressure input to the left and right travel control valves by receiving an input of the travel operation restriction signal. The left and right travel pilot pressure sensors 36 respectively detect the travel pilot pressures supplied from the left and right travel remote control valves to the left and right travel control valves, and generate and output electrical signals corresponding to the travel pilot pressures.

The turning drive device 32 drives the upper turning body 12 with respect to the lower traveling body 10 in both the left turning direction and the right turning direction. The swing driving device 32 includes, for example, a hydraulic circuit including the hydraulic pump, a swing motor 34 shown in FIG. 2, a swing control valve, and a swing pilot circuit. The swing motor 34 is supplied with hydraulic oil discharged from the hydraulic pump and rotates in both forward and reverse directions, thereby swinging the upper swing body 12 in both the left and right swing directions. The swing control valve opens so as to control the supply direction and flow rate of hydraulic oil from the hydraulic pump to the swing motor 34 .

The swing pilot circuit includes a swing remote control valve arranged in the cab 18, a swing pilot line connecting the swing remote control valve and the swing control valve, and a swing control solenoid provided in the middle of the swing pilot line. valves and a swivel pilot pressure sensor 38 shown in FIG. The swing remote control valve receives a swing command operation by an operator for commanding swing of the upper swing body 12, and a swing pilot pressure corresponding to the swing command operation is supplied to the swing control valve through the swing pilot line. Open the valve to allow The swing control electromagnetic valve operates to reduce the swing pilot pressure input to the swing control valve by receiving a swing motion restriction signal. The swing pilot pressure sensor 38 detects the swing pilot pressure supplied from the swing remote control valve to the swing control valve, and generates and outputs an electric signal corresponding to the swing pilot pressure.

The alarm device 40 is provided in the cab 18 as shown in FIG. 2, and performs necessary alarm operations (for example, turning on an alarm lamp or generating an alarm sound) upon receiving an input of an alarm command signal.

The hydraulic excavator further includes a safety device as shown in FIG. The safety device detects the presence of an obstacle 60 around the hydraulic excavator, for example, as shown in FIG. causing the hydraulic excavator to perform a safe operation to avoid contact with the Specifically, the safety device according to this embodiment includes a plurality of (four in the example shown in FIG. 2) obstacle sensors 61, 62, 63, and 64 as shown in FIGS. A sensor 66 and a controller 70 are provided.

The plurality of obstacle sensors 61 to 64 are arranged at each of a plurality of set portions set on the outer periphery of the upper rotating body 12, detect the presence of the obstacle 60, and detect the presence of the obstacle sensors 61 to 64. is generated and input to the controller 70. The obstacle detection signal is an electrical signal corresponding to the relative position of the obstacle 60 with respect to the set portion where the . Each of the plurality of obstacle sensors 61-64 is composed of, for example, an infrared camera or an ultrasonic sensor.

FIG. 2 shows an example of arrangement of the plurality of obstacle sensors 61-64. In FIG. 2, obstacle sensors 61 and 62 are arranged at left and right positions on the rear end surface of the upper revolving body 12, and mainly detect obstacles located behind the upper revolving body 12, such as those shown in FIG. An object 60 is detected. The obstacle sensor 63 is arranged on the front left side surface of the cab 18 and mainly detects obstacles positioned to the left of the upper revolving body 12 . The obstacle sensor 64 is arranged on the right front side surface of the upper revolving body 12 and mainly detects obstacles positioned on the right side of the upper revolving body 12 .

The turning angle sensor 66 detects a turning angle .theta. .

The controller 70 takes in detection signals respectively input from the traveling pilot pressure sensor 36, the turning pilot pressure sensor 38, the obstacle sensors 61 to 64, and the turning angle sensor 66, and based on the detection signals, the Outputs a safe operation command to make the hydraulic excavator perform safe operation. The controller 70 is composed of, for example, a computer, and has functions for performing the safety control, such as an obstacle position calculation unit 71, a travel determination region setting unit 73, a travel motion restriction determination unit 74, and It has a turning determination region setting unit 75 , a turning motion restriction determining unit 76 , and a command output unit 78 .

The obstacle position calculator 71 calculates the obstacle positions of obstacles detected by at least one of the obstacle sensors 61-64. The obstacle position is the relative position of the obstacle with respect to the upper revolving structure 12, that is, the position of the obstacle specified in the upper side coordinate system, which is the coordinate system based on the upper revolving structure 12. .

When the operator gives the travel command operation to the travel drive device 30 in the cab 18, the travel determination region setting unit 73 specifically sets the travel pilot pressure detected by the travel pilot pressure sensor 36 to When it exceeds a certain level, a travel stop judgment area AT1 and a travel deceleration judgment area AT2 are set around the lower traveling body 10 and the upper rotating body 12 as shown in FIGS.

The travel stop determination area AT1 is an area set to forcibly stop the travel operation of the lower traveling body 10 when the obstacle enters the travel stop determination area AT1. The traveling stop determination area AT1 is set to a size and shape that can prevent contact between the lower traveling body 10 or the upper rotating body 12 and the obstacle due to the forced stop of the traveling motion.

The travel deceleration determination area AT2 is an area set outside the travel stop determination area AT1, and the travel speed of the lower traveling body 10 is reduced when the obstacle enters the travel deceleration determination area AT2. This is the area set for forced reduction. The travel deceleration determination area AT2 is set to have a size and shape that allow the travel speed to be sufficiently reduced before the obstacle enters the travel stop determination area AT1. Sufficient reduction of the traveling speed here means preventing excessive sudden stop of the traveling operation when the obstacle enters the traveling stop determination area AT1, It refers to a reduction that makes it possible to reliably stop the traveling motion before the shovel comes into contact with the obstacle.

Specific shapes of the travel stop determination area AT1 and the travel deceleration determination area AT2 will be described in detail later.

The travel motion restriction determination unit 74 determines whether the obstacle position calculated by the obstacle position calculation unit 71 is within the travel stop determination area AT1, that is, determines whether the obstacle position is the travel stop determination region AT1. It is determined whether or not the obstacle is included in the area AT1, thereby determining whether or not the obstacle exists within the travel stop determination area AT1. That is, it is determined whether or not the obstacle is approaching the lower traveling body 10 and the upper rotating body 12 to such an extent that the traveling motion of the lower traveling body 10 needs to be stopped immediately.

Further, the traveling motion restriction determination unit 74 determines whether the obstacle position is within the travel deceleration determination area AT2, that is, whether the obstacle position is included in the travel deceleration determination area AT1. is also performed to determine whether or not the obstacle exists within the travel deceleration determination area AT2. In other words, it is determined whether or not the obstacle is approaching the lower traveling body 10 and the upper revolving body 12 to such an extent that the traveling motion of the lower traveling body 10 needs to be decelerated.

Specifically, when the operator gives the turning command operation to the turning driving device 32 in the cab 18, the turning determination region setting unit 75 sets the turning pilot pressure detected by the turning pilot pressure sensor 38 to When it exceeds a certain value, a turning stop judgment area AS1 and a turning deceleration judgment area AS2 as shown in FIG.

The turning stop determination area AS1 is an area set to forcibly stop the turning motion of the upper turning body 12 when the obstacle enters the turning stop determination area A1. The turning stop determination area AS1 is set to have a size and shape that can prevent contact between the upper turning body 12 and the obstacle by forcibly stopping the turning motion.

The turning deceleration determination area AS2 is an area set outside the turning stop determination area AS1. This is the area set for forced reduction. The turning deceleration determination area AS2 is set to have a size and shape that allow the turning speed to be sufficiently reduced before the obstacle enters the deceleration/stop determination area AS1. Sufficiently reducing the turning speed here means preventing excessive sudden stop of the turning motion when the obstacle enters the turning stop determination area AS1, First, it means a reduction that makes it possible to reliably stop the turning motion before the obstacle comes into contact with the hydraulic excavator.

The turning motion restriction determination unit 76 determines whether or not the obstacle position calculated by the obstacle position calculation unit 71 is within the turning stop determination area AS1, that is, whether or not the obstacle position corresponds to the turning stop determination. It is determined whether or not it is included in the area AS1, and based on this, it is determined whether or not the obstacle exists within the turning stop determination area AS1. That is, it is determined whether or not the obstacle is approaching the upper swing body 12 to such an extent that the swing motion of the upper swing body 12 needs to be stopped immediately.

Further, the turning movement restriction determination unit 76 determines whether or not the obstacle position is within the turning deceleration determination area AS2, that is, whether or not the obstacle position is included in the turning deceleration determination area AS2. is also performed to determine whether or not the obstacle exists within the travel deceleration determination area AT2. That is, it is determined whether or not the obstacle is approaching the upper swing body 12 to such an extent that the swing motion of the upper swing body 12 needs to be decelerated.

The command output unit 78 generates and outputs a command for safety control based on the determination results of the travel motion and turning motion restriction determination units 74 and 76 . Specifically, the following operations are performed.
(A) When the travel motion limitation determination section 74 determines that the obstacle position is within the travel deceleration determination area AT2: By inputting a travel deceleration command signal, which is a travel operation restriction signal, to the travel control solenoid valve (if the device 30 is a hydraulic circuit as described above), regardless of the travel command operation by the operator, the travel approaches the obstacle. The running speed of the undercarriage 10 in the direction is forcibly reduced.
(B) When the travel motion restriction determination unit 74 determines that the obstacle position is within the travel stop determination area AT1: By inputting a travel motion stop command signal, which is a restriction signal, the travel motion of the lower travel body 10 in the travel direction approaching the obstacle is forcibly stopped regardless of the travel command operation by the operator.
(C) When the turning motion restriction determination unit 76 determines that the obstacle position is within the turning deceleration determination area AS2: By inputting a turning deceleration command signal, which is a turning motion restriction signal, to the turning control solenoid valve (if the device 30 is a hydraulic circuit as described above), the turning motion is made to approach the obstacle regardless of the turning command operation by the operator. The slewing speed of the upper slewing body 12 in the direction is forcibly reduced.
(D) When the turning motion restriction determination unit 76 determines that the obstacle position is within the turning stop determination area AS1: By inputting a turning motion stop command signal, which is a restriction signal, the turning motion of the upper turning body 12 in the turning direction toward the obstacle is forcibly stopped regardless of the turning command operation by the operator.
(E) In any of cases (A) to (D), the command output unit 78 inputs the warning command signal to the warning device 40 to cause the warning device 40 to perform an appropriate warning operation.

Next, the characteristics of the planar shapes of the travel stop determination area AT1 and the travel deceleration determination area AT2 set by the travel determination area setting unit 73 will be described with reference to FIGS. 4 to 6. FIG. 4 shows a posture in which the upper rotating body 12 faces the forward direction of the lower traveling body 10 (the left direction in FIG. 4), that is, the longitudinal direction of the upper rotating body 12 and the longitudinal direction of the lower traveling body 10 are aligned. FIG. 6 shows a state in which the upper revolving body 12 is in a matching normal posture, and FIG. Reference numeral 12 indicates a state in which the robot is turned to the left from the normal posture by a predetermined turning angle θ (0°<θ<90°) and is in an oblique posture between the normal posture and the sideways posture.

(1) Planar shape of running judgment area in normal posture (Fig. 4)
When the upper swing body 12 is in the normal posture, the travel determination area setting unit 73 sets the shapes of the travel stop determination area AT1 and the travel deceleration determination area AT2 as shown in FIG. A travel stop determination area AT1 shown in the figure is an area surrounded by a left edge EL1, a right edge ER1, and a rear edge EB1.

The left edge EL1 is formed by a straight line extending in a direction parallel to the running direction of the lower running body 10 outside the side end of the left crawler 11L extending in the running direction (horizontal direction in FIG. 4). The right edge ER1 is composed of a straight line extending in a direction parallel to the traveling direction outside the side edge of the right crawler 11R extending in the traveling direction. Therefore, the area between the left crawler 11L and the left edge EL1 is a left width direction area set outside the left crawler 11L in the width direction (vertical direction in FIG. 4) orthogonal to the running direction. The area between the right crawler 11R and the right edge ER1 corresponds to the right width direction area set outside the right crawler 11R in the width direction.

The rear edge EB1 is positioned further rearward of the rear end face 12a of the upper revolving body 12 and has a shape along the rear end face 12a.In the example shown in FIG. The area between the rear edge EB1 and the rear end surface 12a of the upper revolving body 12 corresponds to the traveling direction area set outside (rear side) of the rear end surface 12a in the traveling direction.

The dimensions in the width direction of each of the left width direction area and the right width direction area shown in FIG. 4 are constant over the entire area. These dimensions are therefore equal to the respective minimum dimensions LL1, LR1. Similarly, the dimension in the running direction of the running direction area (rear side area) is substantially constant over the entire area. Moreover, the widthwise minimum dimensions LL1 and LR1 of the widthwise regions are smaller than the running direction minimum dimension LB1 of the running direction regions.

The turning deceleration determination area AT2 is set further outside the travel stop determination area AT1, and has an outline of a shape corresponding to the outline of the travel stop determination area AT1. Specifically, in the state in which the upper rotating body 12 is in the normal posture, the turning deceleration determination area AT2 extends parallel to and further outside (left side) of the left edge EL1 of the travel stop determination area AT1. A left side edge EL2, a right side edge ER2 extending further outside (to the right side) of and parallel to the right side edge ER1 of the travel stop determination area AT1, and the rear side edge EB1 of the travel stop determination area AT1. Furthermore, it has a rear side edge EB2 extending in a substantially arc shape along the rear side edge EB1 on the outside (rear side). Therefore, the turning deceleration determination area AT2 is an area sandwiched between the edges EL1, ER1, EB1 of the turning stop determination area AT1 and the edges EL2, ER2, EB2 set outside thereof.

As in the travel stop determination area AT1, the width direction dimensions of the left width direction area and the right width direction area of the travel deceleration determination area AT2 are constant over the entire area (that is, the respective minimum dimensions LL2 and LR2 ), and similarly, the dimension in the running direction of the running direction area (rear side area) is substantially constant over the entire area. The width direction minimum dimensions LL2 and LR2 of the width direction areas are smaller than the running direction minimum dimension LB2 of the running direction areas.

(2) Planar shape of travel determination area in sideways orientation (Fig. 6)
Specifically, in this embodiment, when the upper rotating body 12 is in the sideways posture, the upper rotating body 12 rotates 90 degrees to the left from the normal posture, and the rear part of the upper rotating body 12 moves toward the right crawler 11R. When the vehicle is in a posture protruding outward (to the right) in the width direction from the side end, the travel determination area setting unit 73 sets the shapes of the travel stop determination area AT1 and the travel deceleration determination area AT2 as shown in FIG. do.

The travel stop determination area AT1 has a left edge EL1, a right edge ER1, a front edge EF1, and a rear edge EB1.

The left edge EL1 is composed of a straight line extending in a direction parallel to the traveling direction outside the side edge of the left crawler 11L, as when the upper rotating body 12 is in the normal posture. On the other hand, the right edge ER1 extends in a direction parallel to the traveling direction at the widthwise outer side (right side) of the rear end surface 12a of the rear portion of the upper revolving body 12 protruding to the right from the right crawler 11R as described above. It is composed of straight lines extending to That is, the right side edge ER1 corresponds to a "first width direction edge" extending in the running direction outside the outer end (the rear end face 12a in FIG. 6) of the protruding portion of the upper revolving body 12, and the left side edge. EL1 corresponds to a "second widthwise edge" extending along the side edge of the left crawler 11L on the opposite side (left side).

The front and rear edges EF1 and EB1 are positioned on both outer sides (front and rear sides) of the left and right crawlers 11L and 11R in the running direction, respectively, and extend in a direction parallel to the width direction. That is, when the upper rotating body 12 is in the sideways posture, the running direction areas are set on both sides of the running direction, that is, on both the front side and the rear side. Specifically, a front area having the front edge EF1 as an outline is set in front of the left and right crawlers 11L and 11R (outside in the running direction), and behind the left and right crawlers 11L and 11R (outside in the running direction). , a rear region having the rear edge EB1 as an outline is set.

In this lateral posture, the widthwise minimum dimensions LL1 and LR1 of the left side width direction area and the right side width direction area are both the widthwise minimum dimensions LF1 and LB1 of the running direction area (front side and rear side area). less than In this embodiment, the minimum dimension LL1 of the left width direction area corresponds to the distance from the side edge of the left crawler 11L to the left edge EL1, and the minimum dimension LR1 of the right width direction area corresponds to the upper revolving body. 12 (the rightmost portion of the rear end surface 12a) to the right edge ER1.

In this embodiment, the corners, which are the boundary portions between the front and rear edges EF1 and EB1 and the right edge ER1, are smoothly connected by oblique straight lines or outwardly convex curves. there is

The turning deceleration determination area AT2 is set further outside the travel stop determination area AT1, similarly to when the upper rotating body 12 is in the normal posture, and corresponds to the outer shape of the travel stop determination area AT1. It has a contoured shape. Specifically, the turning deceleration determination area AT2 includes a linear front edge EF2 extending in a direction parallel to the width direction at a position on the further front side of the front edge EF1 of the travel stop determination area AT1, and the travel A rear edge EB2 extending in a direction parallel to the width direction at a position further rearward of the rear edge EB1 of the stop determination area AT1, and a position further right of the right edge ER1 of the stop determination area AT1. and a right edge ER2 extending in a direction parallel to the running direction. On the other hand, the edge of the running deceleration determination area AT2 is not set outside (left side) of the left edge EL1 of the running stop determination area AT1. That is, in this embodiment, setting of the travel deceleration determination area AT2 on the side (left side) where the upper swing body 12 does not exist when the upper swing body 12 is in the sideways posture is omitted.

(3) Planar shape of determination area in oblique orientation (Fig. 5)
When the upper swing body 12 is in an oblique orientation as shown in FIG. 5, the travel stop judgment area AT1 and the travel deceleration judgment area AT2 are formed according to the same principle as when the upper swing body 12 is in the sideways orientation. set. That is, the traveling stop determination area AT1 includes linear front and rear edges EF1 and EB1 extending in the direction parallel to the width direction, and linear left and right edges EL1 and EB1 extending in the direction parallel to the traveling direction. ER1, and the travel deceleration determination area AT2 includes a front edge EF2, a rear edge EB2, and a rear edge EB2 located outside the front edge EF1, the rear edge EB1, and the right edge ER1, respectively. It has a right edge ER2. However, in this oblique posture, the front end of the upper rotating body 12 (the front left corner of the cab 18 in FIG. 5) protrudes slightly outward in the width direction (left side) than the side end of the left crawler 11L. The left edge EL1 is set to be positioned slightly outside (to the left) in the width direction of the front end of the upper revolving body 12 .

The lines forming the left side edge EL1 and the right side edge ER1 set in each posture described above are not necessarily limited to straight lines as described above. The line may be a line extending in a direction parallel to the traveling direction so as to prevent contact between the lower traveling body 10 and the upper revolving body 12 and obstacles accompanying the traveling of the lower traveling body 10. , may be a curve with a relatively small curvature. For example, the line forming the right edge ER1 in the sideways orientation shown in FIG. 6 or the oblique orientation shown in FIG. , may be a curve that curves so as to be convex outward. Alternatively, the left edge EL1 and the right edge ER1 may be composed of a combination of straight lines and curved lines.

As described above, the travel determination region setting unit 73 according to this embodiment performs the travel stop determination regardless of the posture of the upper swing body 12 (that is, regardless of the swing angle θ of the upper swing body 12). A traveling direction area of the area AT1 (an area behind the upper revolving body 12 in FIG. 4 and an area before and after the left and right crawlers 11L and 11R in FIGS. 5 and 6), that is, an area located on the travel locus of the work machine. , while ensuring high safety by giving a large dimension in the traveling direction to the width direction area (in FIG. and in FIG. 6, the area on the left side of the left crawler 11L and the area on the right side of the rear portion of the upper rotating body 12), i.e., the area deviating from the travel locus in the width direction. It is possible to suppress a decrease in work efficiency caused by the running motion of the lower running body being forcibly stopped unnecessarily even though it is in a safe state. Moreover, the travel determination area setting unit 73 determines the travel direction area and the width direction area of the travel stop determination area AT1 in accordance with the posture of the upper rotating body 12 with respect to the lower traveling body 10 based on the turning angle θ. By changing the angle .theta., appropriate travel stop control can be executed regardless of the turning angle .theta.

The effect of changing the travel determination area corresponding to the turning angle θ will be further described by comparison with the comparative example shown in FIG. 9 . In this comparative example, the traveling stop judgment area AT3 and the traveling deceleration judgment area AT4 are always set constant regardless of the turning angle θ of the upper turning body 12 .

In this comparative example, in order to prevent the lower traveling body 10 and the upper rotating body 12 from coming into contact with an obstacle accompanying the running motion of the lower traveling body 10 regardless of the turning angle θ of the upper rotating body 12, the travel stop judgment region As AT3 and the travel deceleration determination region AT4, regions significantly larger than the travel stop determination region AT1 and the travel deceleration determination region AT2 shown in FIGS. 4 to 6 must be set. For example, the left area width direction minimum dimensions LL3 and LL4, the right side area width direction minimum dimensions LR3 and LR4, and the rear area running direction minimum dimensions LB3 and LB4 shown in FIG. must be significantly larger than the corresponding minimum dimensions LL1, LL2, LR1, LR2 and LB1, LB2 in .

This increases the frequency of useless forcible stoppages of the traveling motion even though the obstacle is in a safe position, resulting in a significant reduction in work efficiency. For example, when the left and right crawlers 11L and 11R are oriented in the horizontal direction in FIG. When it is positioned at the indicated point P1, that is, when it is sufficiently far outside the left crawler 11L, the travel stop control is essentially unnecessary, but the point P1 is within the travel stop determination area AT3 shown in FIG. Since it is a position, a forced stop will be executed. Similarly, when the left and right crawlers 11L and 11R are oriented in the vertical direction in FIG. is positioned at the point P2 shown in FIG. 9, that is, when it is sufficiently far to the right from the rear end face 12a of the upper rotating body 12, the travel stop control is originally unnecessary, but the point P2 is the travel stop control. Since it is positioned within the stop determination area AT3, a forced stop is also executed.

On the other hand, the travel stop area setting unit 73 according to the above embodiment sets the determination areas AT1 and AT2 suitable for the turning angle θ of the upper turning body 12 shown in FIGS. Thus, it is possible to significantly reduce the frequency of useless forced stop executions.

The travel determination region setting unit 73 according to the above-described embodiment operates when the upper swing body 12 is in a sideways posture as shown in FIG. With respect to the travel stop determination area AT1 in the state in which the vehicle is turned at a turning angle larger than the corresponding turning angle θ, the right side where the rear part of the upper turning body 12 protrudes is positioned outside the outer end of the upper turning body 12 in the traveling direction. A right side edge (first width direction edge) ER1 consisting of an extending straight line, and a left side edge (second width direction edge) consisting of a straight line extending parallel to the traveling direction along the side edge of the left crawler 11L on the opposite side. By setting the edge) EL1, while minimizing the dimension in the width direction of the travel stop determination area AT1, both the rear portion of the lower traveling body 10 and the upper revolving body 12 can be It is possible to reliably prevent the lower traveling body 10 from coming into contact with obstacles as it travels.

Further, when the upper revolving body 12 is in the normal posture as shown in FIG. When the revolving body 12 is in a sideways posture as shown in FIG. state), by setting the regions in the direction of travel on both sides of the direction of travel, that is, on both the front side and the rear side, respectively, it is possible to reduce the size of the travel stop determination region AT1 in the direction of travel while ensuring high safety. It is possible. Specifically, in the normal posture, the field of vision in front of the upper swing body 12 is good. 12 is at least in the sideways posture, that is, when the visibility on both the left and right sides of the upper swing body 12, which are both sides in the running direction, is not good, by setting the running direction areas on both sides in the running direction, a high It is possible to ensure safety.

4 to 6, the width direction dimension of the width direction region of the travel stop determination region AT1 is such that only one of the pair of left and right crawlers 11L and 11R is driven, or only one of the pair of left and right crawlers 11L and 11R is driven. When the crawlers 11L and 11R are driven in opposite directions to each other, the lower traveling body 10 turns on the spot. It is preferable to set the dimension, that is, the dimension to stop the traveling motion of the crawlers 11L and 11R before the contact occurs. In addition, since the traveling speed of the crawlers 11L and 11R for such a turning motion of the lower traveling body 10 is generally lower than the traveling speed in normal traveling, the widthwise dimension of the widthwise region is set as described above. Even if it is smaller than the dimension of the traveling direction area in the traveling direction, it is possible to reliably prevent contact between the lower traveling body 10 and the upper rotating body 12 and the obstacle.

Next, the range in the height direction of the travel stop determination area AT1 and the travel deceleration determination area AT2 set by the travel determination area setting unit 73 will be described with reference to FIGS. 1 and 7. FIG.

In the present invention, the ranges in the height direction of the travel stop determination region and the travel deceleration determination region are not particularly limited. The height of the lower surface of the traveling deceleration determination area AT2 is set to a height Ho as shown in FIG. Such setting of the height of the lower surface prevents a part of the lower traveling body 10 and stones on the ground G (to the extent that they do not interfere with traveling) from entering the areas AT1 and AT2. to prevent the traveling motion of the lower traveling body 10 from being erroneously forced to stop.

However, in the hydraulic excavator according to the above embodiment, the dozer 13 as shown in FIGS. There is a possibility that it will be displaced to a position higher than the lower surface of the upper rotating body 12, that is, to a position higher than the lower surfaces of the usually set determination areas AT1 and AT2.

The travel determination region setting unit 73 is configured so that even if the upper end of the dozer 13, which is a movable part that can be displaced in the vertical direction, is displaced to a position higher than the lower surface of the upper rotating body 12, the upper end of the travel determination region remains within the determination region. It has a function of changing the height of the lower surface of the determination areas AT1 and AT2 according to the rotation angle of the dozer 13 so as not to enter AT1 and AT2. For example, when the dozer 13 is rotated to the upper limit position indicated by the two-dot chain line in the upper part of FIG. The height H1 is set to be greater than the height of the upper end of the dozer 13 at the position.

The change in the height position of the lower surface may be performed for the entire lower surface, or may be performed for at least a portion of the lower surface. For example, in order to prevent the dozer 13 at the upper limit position from being included in the determination areas AT1 and AT2, only a part of the determination areas AT1 and AT2 including the area corresponding to the dozer 13 is It is only necessary to change the height position of the lower surface, and the height position of the lower surface of the outer region does not necessarily have to be changed. In other words, by changing the height position of the lower surface of only a portion of the area including the area corresponding to the dozer 13 and maintaining the height position of the lower surface of the other areas, interference with the dozer 13 is eliminated. It is possible to ensure a large decision area AT1, AT2 while avoiding it.

The change in the height of the lower surfaces of the determination areas AT1 and AT2 described above is effective not only when the dozer 13 rotates, but also when the shape of the undercarriage 10 changes. For example, the travel determination area setting unit 73 determines the height of the lower surface of the determination areas AT1 and AT2 depending on whether or not the dozer 13 or other accessories are attached to the main body of the lower traveling body 10. It may be switched. Alternatively, the determination areas AT1 and AT2 may be set so that the heights of the lower surfaces of the determination areas AT1 and AT2 change in the running direction, the width direction, or the turning direction.

Further, the turning determination region setting unit 75 of the safety device according to the embodiment is specifically detected by the turning pilot pressure sensor 38 when the turning driving device 32 is given a turning command operation by the operator. When the turning pilot pressure exceeds a certain level, instead of or in addition to the traveling determination areas AT1 and AT2, a turning stop determination area AS1 (turning stop determination area in this embodiment) as shown in FIG. By setting the turning deceleration determination area AS1 and the turning deceleration determination area AS2 positioned outside AS1, the turning motion of the upper turning body 12 is performed instead of or in addition to the traveling movement. to effectively prevent contact with obstacles.

Specifically, the turning stop determination area AS1 and the turning deceleration determination area AS2 shown in FIG. and left and right side edges extending in a direction parallel to (that is, the front-rear direction of the upper revolving body 12), and move in the same revolving direction as the upper revolving body 12 revolves. The command output unit 78 of the safety device forcibly stops the swing motion of the upper swing structure 12 when the swing motion restriction determination unit 76 determines that the obstacle position is within the swing stop determination area AS1. By inputting a revolving motion stop command signal to the revolving drive device 32, it is possible to prevent the upper revolving body 12 from coming into contact with the obstacle due to the revolving motion of the upper revolving body 12. FIG. Further, the command output unit 78 inputs a turning deceleration command signal to the turning driving device 32 when the turning movement restriction determining unit 76 determines that the obstacle position is within the turning deceleration determination area AS2. to start decelerating the turning motion of the upper turning body 12, thereby preventing the turning movement of the upper turning body 12 from suddenly stopping when the position of the obstacle enters the turning stop determination area AS1. To reliably stop the revolving motion of the upper revolving body 12 before the obstacle contacts the upper revolving body 12 regardless of the large moment of inertia of the upper revolving body 12. - 特許庁

In addition, in the present invention, the turning determination region setting unit and the turning movement restriction determining unit are not essential elements, and can be omitted as appropriate.

Further, in the present invention, the setting of the travel deceleration determination area AT2 can be omitted as appropriate. In other words, the turning determination area setting unit according to the present invention may set only the former of the travel stop determination area AT1 and the travel deceleration determination area AT2.

When the running deceleration determination area is set, its specific shape is not limited to the shape of the running deceleration determination area AT2 as shown in FIGS. For example, the planar shape of the travel deceleration determination area AT2 may be a completely different shape from the travel stop determination area AT1, such as a rectangular shape or a circular shape. However, as shown in, for example, FIGS. 4 to 6, the outer contour of the travel deceleration decision region AT2 corresponding to the change in the shape of the contour of the travel stop decision region AT1 corresponding to the turning angle θ of the upper rotating body 12 is changed. is appropriate for starting deceleration of the traveling motion at an appropriate timing before an obstacle enters the travel stop determination area AT1 regardless of the change in the shape of the travel stop determination area AT1. Therefore, it is possible to realize a smooth running deceleration control.

G ground 10 lower running body 12 upper revolving body 13 dozer (movable part)
30 Travel drive device 32 Turn drive device 40 Alarm device 60 Obstacle 61-64 Obstacle sensor (obstacle detector)
66 turning angle sensor (turning angle detector)
70 Controller 71 Obstacle position calculation section 73 Travel determination area setting section 74 Travel operation limitation determination section 75 Turn determination area setting section 76 Turn operation limitation determination section 78 Command output section AT1 Travel stop determination area AT2 Travel deceleration determination area AS1 Turn stop determination Area AS2 Turning deceleration determination area ER1 Right edge (first width direction edge)
EL1 left edge (second width direction edge)

Claims (9)

A safety device provided in a working machine comprising a lower traveling body capable of traveling on the ground and an upper revolving body rotatably mounted on the lower traveling body,
an obstacle detector provided on the upper revolving structure for detecting an obstacle around the working machine;
a turning angle detector for detecting a turning angle of the upper turning body with respect to the lower traveling body;
an obstacle position calculator that calculates an obstacle position, which is the position of the obstacle detected by the obstacle detector with respect to the upper revolving structure;
a travel determination region setting unit that sets a travel stop determination region around the work machine for determining forced stop of the travel operation of the lower traveling body;
a travel motion restriction determination unit that determines whether the obstacle position calculated by the obstacle position calculation unit is within the travel stop determination region;
Traveling for forcibly stopping the running motion of the lower running body in a direction approaching the obstacle position when the running motion limitation determination unit determines that the obstacle position is within the travel stop determination region. a command output unit that outputs an operation stop command,
The travel stop determination region set by the travel determination region setting unit includes a travel direction region set outside the work machine with respect to the travel direction of the lower traveling body and a width direction region perpendicular to the travel direction. a width direction area set outside the work machine, wherein the minimum dimension in the width direction of the width direction area is smaller than the minimum dimension in the running direction of the running direction area;
The travel determination region setting unit uses the turning angle detector so that the minimum dimension of the width direction region in the width direction is smaller than the minimum dimension of the running direction region in the running direction regardless of the turning angle. The traveling direction area and the width direction area are changed according to the posture of the upper rotating body with respect to the lower traveling body based on the detected turning angle ,
The travel determination region setting unit is positioned outside the work machine and behind the rear end surface of the upper revolving body in a normal posture in which the longitudinal direction of the upper revolving body and the longitudinal direction of the lower traveling body match. The running direction area is set between the rear edge and the rear end face, and the minimum dimension in the width direction of the width direction area is made smaller than the dimension from the rear end face to the rear edge. configured as
The travel determination region setting unit is configured to, in a lateral orientation in which the lower traveling body protrudes forward and rearward from the upper revolving body when the upper revolving body turns 90 degrees from the normal posture and faces to the side. As the traveling direction area, a front area is set between the front edge positioned on the front side of the lower traveling body and the front end of the lower traveling body with the front edge located on the front side of the lower traveling body as an outer shell, and the rear side area of the lower traveling body. A rear region is set between the rear edge located on the side and the rear end of the lower traveling body, and the minimum width dimension of the width direction region is set to the above A safety device for a working machine configured to be smaller than each of a dimension from the front end of the undercarriage to the front edge and a dimension from the rear end of the undercarriage to the rear edge. . 2. The safety device for a work machine according to claim 1, wherein the traveling determination region setting unit is configured to rotate the upper rotating body to the left or right from a normal posture in which the lower traveling body faces the forward direction, thereby moving the upper rotating body to the width direction. When it is in a posture that protrudes outward in the width direction from the side end of the lower traveling body only on one side of the lower traveling body, the travel stop determination area is formed on both sides in the width direction by the first width direction edge and It is configured to set a region having a second widthwise edge, and the first widthwise edge protrudes outward in the widthwise direction from the side edge of the undercarriage on one side in the widthwise direction. A line extending in a direction parallel to the running direction and passing through the outer side in the width direction of the outer end of the upper rotating body, and the second width direction edge is on the side opposite to the first width direction edge. A work machine safety device comprising a line extending in a direction parallel to the running direction along the side edge of the undercarriage. 3. The safety device for a work machine according to claim 1, wherein the travel determination region setting unit is configured to set the travel determination region on both sides in the travel direction when the upper swing body is in a normal posture facing the forward direction of the lower travel body. Of these, the traveling direction area is set only on the rear side of the upper rotating body, and when the upper rotating body turns 90° from the normal posture and is in a lateral posture facing the width direction, the above-mentioned A work machine safety device configured to set a travel direction zone. A work machine safety device according to any one of claims 1 to 3, wherein when the undercarriage has a pair of left and right traveling crawler belts, the dimension in the width direction of the width direction region is Only one of the traveling crawler belts is driven, or the left and right traveling crawler belts are driven in opposite directions to prevent contact between the work machine and an obstacle due to the turning movement of the lower traveling body. Work machine safeguards that are dimensioned sufficiently to A work machine safety device according to any one of claims 1 to 4, wherein a swing stop is provided around the upper swing structure when a swing operation for swinging the upper swing structure is given to the work machine. a turn stop determination region setting unit for setting a determination region; a turn stop determination unit for determining whether or not the obstacle position calculated by the obstacle position calculation unit is within the turn stop determination region; and the command output unit causes the upper rotating body to move in a direction approaching the obstacle position when the rotation stop determination unit determines that the obstacle position is within the rotation stop determination area. A work machine safety device configured to output a swing motion stop command for forcibly stopping a swing motion. The work machine safety device according to any one of claims 1 to 5, wherein the travel determination region setting unit is configured to shape the undercarriage so that the travel stop determination region does not include the undercarriage. A safety device for a work machine configured to switch the height position of at least a part of the lower surface of the travel stop determination area by a. 7. The safety device for a work machine according to claim 6, wherein the lower traveling body has a movable portion that can be displaced in the vertical direction, and the travel determination region setting unit is configured to set A safety device for a work machine, which switches the height position of at least a part of the lower surface of the travel stoppage determination area so that the movable part does not enter the travel stoppage determination area. The work machine safety device according to any one of claims 1 to 7, wherein the travel determination region setting unit sets a travel deceleration determination region outside the travel stop determination region in addition to the travel stop determination region. In addition to determining whether or not the obstacle position calculated by the obstacle position calculation unit is within the travel stop determination region, the traveling motion restriction determination unit determines whether or not the obstacle position is within the travel deceleration determination area. a safety device for a work machine, configured to output a traveling deceleration command for forcibly reducing the traveling speed of the lower traveling body in a direction approaching the position of the obstacle in the event of an accident. 9. The safety device for a work machine according to claim 8, wherein the travel motion limitation determination unit determines the travel deceleration in response to a change in the shape of the outer contour of the travel stop determination region corresponding to the turning angle of the upper rotating body. A work machine safety device configured to alter the contour of the decision area.

Images