WO2020044801A1 - Système de détection d'obstacle - Google Patents

Système de détection d'obstacle Download PDF

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Publication number
WO2020044801A1
WO2020044801A1 PCT/JP2019/027208 JP2019027208W WO2020044801A1 WO 2020044801 A1 WO2020044801 A1 WO 2020044801A1 JP 2019027208 W JP2019027208 W JP 2019027208W WO 2020044801 A1 WO2020044801 A1 WO 2020044801A1
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WO
WIPO (PCT)
Prior art keywords
obstacle
reference plane
obstacle detection
unit
tractor
Prior art date
Application number
PCT/JP2019/027208
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English (en)
Japanese (ja)
Inventor
横山　和寿
卓也 岩瀬
士郎 ▲杉▼田
Original Assignee
ヤンマー株式会社
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Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Publication of WO2020044801A1 publication Critical patent/WO2020044801A1/fr

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    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
    • A01B69/00—Steering of agricultural machines or implements; Guiding agricultural machines or implements on a desired track
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88—Lidar systems specially adapted for specific applications
    • G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes

Definitions

  • the present invention relates to an obstacle detection system mounted on a work vehicle.
  • a distance measuring unit for measuring a distance to a surrounding distance measuring point; and obstacle detection for detecting an obstacle such as a person or another vehicle within a predetermined obstacle detecting area based on the measurement result of the distance measuring unit.
  • an obstacle detection system including a unit.
  • Such an obstacle detection system is mounted on a work vehicle including a collision avoidance control unit that controls the traveling of the work vehicle so as to avoid a collision with an obstacle detected by the obstacle detection unit (for example, see Patent Reference 1).
  • the distance measuring unit provided in such an obstacle detection system may be, for example, a laser light (an example of measuring light) or the like may be irradiated to the surrounding area and reflected from the distance measuring point to return to the distance measuring point. It is configured to measure distance and the like.
  • the obstacle detection system mounted on the work vehicle detects an actual measurement reference plane corresponding to the ground surface using the measurement result of the distance measurement unit, and the obstacle detection unit measures the distance from the detected actual measurement reference plane. It is configured to detect an obstacle based on the height of the point.
  • a main problem of the present invention is that in an obstacle detection system mounted on a work vehicle, it is not possible to detect an actual measurement reference plane using a detection result of a distance measurement unit due to, for example, a wet ground surface. Even in such a case, it is to provide a technology capable of continuously detecting an obstacle.
  • a first characteristic configuration of the obstacle detection system according to the present invention is mounted on a work vehicle, A distance measuring unit that measures the distance to surrounding distance measuring points;
  • An obstacle detection system comprising: an obstacle detection unit that detects an obstacle in a predetermined obstacle detection area based on a measurement result of the distance measurement unit.
  • the obstacle detection unit performs a reference plane setting process of setting a setting reference plane, and detects the obstacle based on the height of the distance measurement point from the setting reference plane, In the reference plane setting process, when a ranging point corresponding to the ground surface can be detected as an actual measurement reference plane using the measurement result of the distance measurement unit, the actual measurement reference plane is set as the set reference plane. When the actual measurement reference plane cannot be detected, a predetermined virtual reference plane is set as the set reference plane.
  • the actual measurement reference plane cannot be detected in the reference plane setting processing.
  • a virtual reference plane that is predetermined based on, for example, the ground contact surface of the wheel is set as the set reference plane.
  • the obstacle detection unit can always obtain the set reference plane regardless of the state of the ground surface.
  • the obstacle detection unit refers to the height of the ranging point with reference to the set reference plane. An object can be detected. Therefore, according to the present invention, in the obstacle detection system mounted on the work vehicle, even when the actual measurement reference plane cannot be detected using the detection result of the distance measurement unit because the ground surface is wet, etc. A technique capable of continuously detecting an obstacle can be provided.
  • a detection frequency of the actually measured reference plane in a predetermined period up to the present time is a predetermined setting frequency.
  • the detected actual measurement reference plane is set as the set reference plane, and if the detection frequency of the actual measurement reference plane is less than the set frequency, the actual measurement reference plane cannot be detected. The point is that the virtual reference plane is determined and set as the set reference plane.
  • the detection frequency of the actually measured reference plane is equal to or more than the set frequency during the predetermined period up to the present time, it is determined that the reliability of the detected actually measured reference plane is high.
  • the measured reference plane can be set as the set reference plane.
  • the detection frequency of the actually measured reference plane is less than the set frequency during the predetermined period up to the present time, it can be determined that the reliability of the actually measured reference plane as being detected is low.
  • the virtual reference plane can be set as the set reference plane.
  • the reliability of the actually measured reference plane is low, the obstacle can be detected using the virtual reference plane as the set reference plane without using the actually measured reference plane. It is possible to prevent the accuracy of obstacle detection from being reduced due to the reduction.
  • a third characteristic configuration of the obstacle detection system according to the present invention is such that, in addition to any one of the first characteristic configuration and the second characteristic configuration, the obstacle detection unit has a predetermined height from the setting reference plane. The point is that a ranging point that is equal to or higher than the obstacle determination height is detected as the obstacle.
  • the obstacle detection unit can detect, as an obstacle, a ranging point whose height from the set reference plane is equal to or greater than the obstacle determination height. And even if it is determined that the detection of the actually measured reference plane is impossible, the set reference plane can be set by the virtual reference plane instead of the actually measured reference plane. As a result, continuous detection of obstacles can be realized.
  • a fourth feature configuration of the obstacle detection system includes, in addition to any one of the first to third feature configurations, the obstacle detection unit sets the obstacle detection area to a plurality of grids. Divide and sequentially set each of the plurality of grids as a determination target, and determine the grid set as the determination target at the obstacle based on the height from the setting reference plane set for the surrounding grids. The point is to determine whether or not there is.
  • the obstacle detection unit sequentially sets each of the plurality of grids constituting the obstacle detection area as the determination target, and sets the determination target grid with respect to the surrounding grids. Based on the height of the reference plane, it can be determined whether or not the obstacle is an obstacle. Thus, obstacle detection can be performed efficiently and quickly.
  • Diagram showing a schematic configuration of an automatic driving system Block diagram showing a schematic configuration of an automatic driving system Diagram showing target travel route
  • the figure which shows the antenna unit and the front rider sensor in the non-use position in side view The figure which shows the roof, the antenna unit, the front rider sensor, and the rear rider sensor in side view at the use position and the non-use position Perspective view showing the support structure of the rear rider sensor
  • the figure which shows the obstacle detection area of the front rider sensor and the rear rider sensor in side view The figure which shows the obstacle detection area of the front rider sensor, the rear rider sensor, and the sonar in planar view.
  • the figure which shows the distance image generated from the measurement information of the front rider sensor The figure which shows the distance image generated from the measurement information of the rear rider sensor in the state where the working device was located at the lowered position.
  • FIG. 6 is a diagram for explaining a determination range of obstacles and non-obstacles based on a linear distance and the intensity of reflected light
  • FIG. 6 shows a display example of a dirt alarm Diagram for explaining an example method of determining a single ranging point Diagram explaining how to create a grid map Diagram explaining the same obstacle and a method of determining its centroid position Diagram showing examples of multiple grid maps created consecutively up to the present Diagram showing examples of multiple grid maps created consecutively up to the present Diagram showing examples of multiple grid maps created consecutively up to the present Diagram showing examples of multiple grid maps created consecutively up to the present
  • a tractor 1 is applied as a working vehicle according to the present invention, but other than a tractor, a riding rice transplanter, a combine, a riding mower, a wheel loader, a snowplow, and the like.
  • an unmanned working vehicle such as an unmanned mowing machine.
  • the automatic traveling system includes an automatic traveling unit 2 mounted on a tractor 1, and a portable communication terminal 3 set to communicate with the automatic traveling unit 2.
  • a mobile communication terminal 3 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) and the like can be employed.
  • the tractor 1 is provided with a traveling machine body 7 having left and right front wheels 5 functioning as drivable steering wheels and left and right drivable rear wheels 6.
  • a hood 8 is disposed in front of the traveling machine body 7, and an electronically controlled diesel engine (hereinafter, referred to as an engine) 9 having a common rail system is provided in the hood 8.
  • Behind the hood 8 of the traveling machine body 7 is provided a cabin 10 forming a riding type operation unit.
  • the tractor 1 can be configured to be a rotary tilling type by connecting a rotary tilling device, which is an example of a working device 12, to a rear portion of the traveling machine body 7 via a three-point link mechanism 11 so as to be able to move up and down and to be able to roll. it can.
  • a working device 12 such as a plow, a harrow, a vertical harrow, a stubble cultivator, a sowing device, a spraying device, or the like can be connected to the rear portion of the tractor 1.
  • the tractor 1 has an electronically controlled transmission 13, a fully hydraulic power steering mechanism 14, left and right side brakes (not shown) for braking the left and right rear wheels 6, and an electronically controlled transmission.
  • Brake operating mechanism 15, a work clutch (not shown) for intermittently transmitting power to the working device 12 such as a rotary tilling device, an electronically controlled clutch operating mechanism 16, an electro-hydraulic controlled lifting and lowering drive mechanism 17, and in-vehicle electronic control A unit 18, a vehicle speed sensor 19, a steering angle sensor 20, a positioning unit 21, and the like are provided.
  • the transmission 13 changes the power of the engine 9.
  • the power steering mechanism 14 steers the left and right front wheels 5.
  • the brake operation mechanism 15 enables hydraulic operation of the left and right side brakes.
  • the clutch operating mechanism 16 enables hydraulic operation of the work clutch.
  • the elevating drive mechanism 17 drives the working device 12 such as a rotary tilling device up and down.
  • the on-vehicle electronic control unit 18 has various control programs and the like related to automatic running of the tractor 1 and the like.
  • the vehicle speed sensor 19 detects the vehicle speed of the tractor 1.
  • the steering angle sensor 20 detects a steering angle of the front wheels 5.
  • the positioning unit 21 measures the current position and the current direction of the tractor 1.
  • the engine 9 may be an electronically controlled gasoline engine equipped with an electronic governor.
  • the transmission 13 may be a hydromechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), a belt-type continuously variable transmission, or the like.
  • the power steering mechanism 14 may employ an electric power steering mechanism 14 including an electric motor.
  • the cabin 10 includes a cabin frame 31 that forms a framework of the cabin 10, a front glass 32 that covers the front side, a rear glass 33 that covers the rear side, and a shaft center along the vertical direction. And a pair of left and right doors 34 (see FIG. 1) that can swing open and close, and a roof 35 on the ceiling side.
  • the cabin frame 31 includes a pair of left and right front supports 36 disposed at the front end, and a pair of left and right rear supports 37 disposed at the rear end.
  • the front columns 36 are arranged at the left and right corners on the front side
  • 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 isolating member such as an elastic body, and is provided with an anti-vibration measure for preventing the vibration from the traveling machine body 7 and the like from being transmitted to the cabin 10.
  • a cabin 10 is provided.
  • a steering wheel 38 that enables manual steering of the left and right front wheels 5 via the power steering mechanism 14 (see FIG. 2), a driver's seat 39 for a passenger, a touch panel An expression display unit, various operation tools, and the like are provided. Steps 41 for getting on and off the cabin 10 (driver's seat 39) are provided on both lateral sides of the front part of the cabin 10.
  • the on-vehicle electronic control unit 18 includes a shift control unit 181, a braking control unit 182, a working device control unit 183, a steering angle setting unit 184, a non-volatile on-vehicle storage unit 185, and the like.
  • the shift control unit 181 controls the operation of the transmission 13.
  • the braking control unit 182 controls the operation of the left and right side brakes.
  • the work device control unit 183 controls the operation of the work device 12 such as a rotary tilling device.
  • the steering angle setting unit 184 sets the target steering angles of the left and right front wheels 5 during automatic traveling and outputs the target steering angles to the power steering mechanism 14.
  • the in-vehicle storage unit 185 stores a preset target traveling route P for automatic traveling (for example, see FIG. 3).
  • the positioning unit 21 uses a GPS (Global Positioning System), which is an example of a satellite positioning system (NSS), to measure the current position and the current direction of the tractor 1 using a GPS (Global Positioning System).
  • GPS Global Positioning System
  • a navigation device 22 and an inertial measurement unit (IMU: Inertia Measurement Unit) 23 having a three-axis gyroscope, a three-direction acceleration sensor, and the like, and measuring the attitude, orientation, and the like of the tractor 1 are provided.
  • Positioning methods using the GPS include DGPS (Differential GPS: relative positioning method) and RTK-GPS (Real Time Kinematic GPS): interference positioning method.
  • RTK-GPS suitable for positioning of a moving object is adopted. For this reason, at a known position around the field, as shown in FIGS. 1 and 2, a reference station 4 that enables positioning by RTK-GPS is installed.
  • each of the tractor 1 and the reference station 4 has a GPS antenna 24 or 61 for receiving a radio wave transmitted from a GPS satellite 71 (see FIG. 1).
  • communication modules 25 and 62 that enable wireless communication of various types of information including positioning data.
  • the satellite navigation device 22 receives the positioning data obtained by the tractor-side GPS antenna 24 receiving the radio wave from the GPS satellite 71 and the base station-side GPS antenna 61 receives the radio wave from the GPS satellite 71. Based on the obtained positioning data, the current position and current direction of the tractor 1 can be measured with high accuracy.
  • the positioning unit 21 includes the satellite navigation device 22 and the inertial measurement device 23 to measure the current position, the current azimuth, and the attitude angle (the yaw angle, the roll angle, and the pitch angle) of the tractor 1 with high accuracy. Can be.
  • the GPS antenna 24, the communication module 25, and the inertial measurement device 23 provided in the tractor 1 are housed in an antenna unit 80 as shown in FIG.
  • the antenna unit 80 is arranged at an upper position on the front side of the cabin 10.
  • the mobile communication terminal 3 includes a terminal electronic control unit 52 having various control programs for controlling the operation of the display unit 51 and the like, and positioning data between the mobile communication terminal 3 and the communication module 25 on the tractor side. And a communication module 55 that enables wireless communication of various information including
  • the terminal electronic control unit 52 includes a travel route generation unit 53 that generates a travel guide target travel route P (for example, see FIG. 3) for automatically traveling the tractor 1, and various input data input by the user. It has a non-volatile terminal storage unit 54 that stores the target travel route P generated by the travel route generation unit 53, and the like.
  • 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 inputs a work vehicle or a user according to input guidance for setting a target travel route displayed on the display unit 51 of the mobile communication terminal 3. Vehicle data such as the type and model of the working device 12 is input, and the input vehicle data is stored in the terminal storage unit 54.
  • the travel area S (see FIG. 3) in which the target travel route P is to be generated is defined 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 stores it in the terminal storage unit. 54.
  • the terminal electronic control unit 52 obtains the shape and position of the field from the current position and the like of the tractor 1 acquired by the positioning unit 21. Position information for specifying the information.
  • the terminal electronic control unit 52 specifies the shape and position of the field from the obtained position information, and obtains the field data including the running area S specified from the specified shape and position of the field.
  • FIG. 3 shows an example in which a rectangular traveling area S is specified.
  • the travel route generation unit 53 uses the field data and the vehicle body data stored in the terminal storage unit 54 to set the target A traveling route P is generated.
  • the traveling route generation unit 53 sets the traveling area S in a central area R1 and an outer peripheral area R2.
  • the center region R1 is set in the center of the traveling region S, and is a reciprocating work region in which the tractor 1 is automatically driven in the reciprocating direction in advance and performs a predetermined work (for example, a work such as plowing).
  • the outer peripheral area R2 is set around the central area R1, and is a revolving work area where the tractor 1 automatically runs in the revolving direction following the central area R1 to perform a predetermined operation.
  • the traveling route generating unit 53 determines a turning space or the like necessary for turning the tractor 1 on the shore of a field, for example, based on a turning radius included in the vehicle body data, a front-rear width, a left-right width, and the like. Seeking.
  • the traveling route generation unit 53 divides the traveling 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.
  • the travel route generation unit 53 generates the target travel route P using vehicle body data, field data, and the like, as shown in FIG.
  • the target travel route P includes a plurality of work routes P1 arranged in parallel at a fixed distance corresponding to the work width and having the same straight traveling distance in the central region R1, and a start end of the adjacent work route P1. It has a connection path P2 that connects the terminal end and a circulation path P3 (shown by a dotted line in the figure) that goes around in the outer peripheral region R2.
  • the plurality of work paths P1 are paths for performing a predetermined work while the tractor 1 travels straight.
  • the connection path P2 is a U-turn path for turning the traveling direction of the tractor 1 by 180 degrees without performing a predetermined operation, and connects the end of the operation path P1 to the start of the next adjacent operation path P1.
  • the orbital route P3 is a route for performing a predetermined work while making the tractor 1 orbit around the outer peripheral region R2.
  • the orbital route P3 is configured to change 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 area S.
  • the target travel route P shown in FIG. 3 is merely an example, and what kind of target travel route is set can be changed as appropriate.
  • 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 an azimuth angle of the target travel route P, a set engine rotation speed, a target travel speed, and the like set according to the traveling mode of the tractor 1 on 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, and thereby the on-vehicle electronic control unit 18 of the tractor 1.
  • the on-vehicle electronic control unit 18 causes the positioning unit 21 to automatically drive the tractor 1 along the target travel route P while acquiring its current position (the current position of the tractor 1) based on the acquired route data.
  • 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, a cycle of several seconds), and the mobile communication terminal 3 grasps the current position of the tractor 1. ing.
  • the entire route data can be transferred from the terminal electronic control unit 52 to the on-vehicle electronic control unit 18 at a time before the tractor 1 starts the automatic traveling.
  • 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 data amount.
  • the route data of only the subsequent route portion corresponding to that point is transmitted from the terminal electronic control unit 52 to the onboard electronic control unit. You may make it transfer to the unit 18.
  • the tractor 1 starts automatic traveling, for example, when the user moves the tractor 1 to a start point and various automatic traveling start conditions are satisfied, the user can use the mobile communication terminal 3 to display the display unit 51 on the display unit 51.
  • the mobile communication terminal 3 transmits an instruction to start the automatic traveling to the tractor 1 by operating the.
  • the on-vehicle electronic control unit 18 receives the instruction to start the automatic traveling, thereby acquiring the current position (the current position of the tractor 1) by the positioning unit 21 and moving the target traveling route P.
  • Automatic traveling control for causing the tractor 1 to automatically travel along the vehicle is started.
  • the vehicle-mounted electronic control unit 18 performs automatic traveling control for automatically traveling the tractor 1 along the target traveling route P based on the positioning data of the tractor 1 acquired by the positioning unit 21 (corresponding to a satellite positioning system). It is configured as a travel control unit.
  • the automatic traveling control includes automatic transmission control for automatically controlling the operation of the transmission 13, automatic braking control for automatically controlling the operation of the brake operating mechanism 15, automatic steering control for automatically steering the left and right front wheels 5, and a rotary tillage device. And the like, and automatic operation control for automatically controlling the operation of the operation device 12.
  • the shift control unit 181 controls the tractor 1 on the target travel route P based on the route data of the target travel route 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 is obtained as the vehicle speed of the tractor 1.
  • the braking control unit 182 causes the left and right side brakes to move rearward in the braking region included in the route data of the target traveling route P.
  • the operation of the brake operation mechanism 15 is automatically controlled so as to appropriately brake the wheel 6.
  • 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 traveling route P and the output of the positioning unit 21 so that the tractor 1 automatically travels on the target traveling 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.
  • the work device control unit 183 automatically controls the operations of the clutch operating mechanism 16 and the lifting drive mechanism 17 based on the route data of the target travel route P and the output of the positioning unit 21.
  • a predetermined operation for example, tillage operation
  • the operation device 12 is started as the tractor 1 reaches an operation start point such as the start end of the operation path P1 (for example, see FIG. 3).
  • a work end point such as the end of the work path P1 (for example, see FIG. 3)
  • predetermined work by the work device 12 is stopped.
  • the automatic traveling unit 2 is constituted by the unit 21, the communication module 25, and the like.
  • the tractor 1 not only can the tractor 1 automatically travel without the user or the like riding in the cabin 10, but also the tractor 1 can automatically travel with the user or the like riding in the cabin 10. Therefore, not only can the tractor 1 automatically travel along the target travel route P by the automatic travel control by the on-vehicle electronic control unit 18 without the user or the like boarding the cabin 10, but also the user or the like board the cabin 10. Even in this case, the tractor 1 can automatically travel along the target travel route P by the automatic travel control by the on-vehicle electronic control unit 18.
  • the vehicle When a user or the like is in the cabin 10, the vehicle is switched between an automatic traveling state in which the tractor 1 is automatically driven by the onboard electronic control unit 18 and a manual traveling state in which the tractor 1 is driven based on the driving of the user or the like. be able to. Therefore, the automatic traveling state can be switched from the automatic traveling state to the manual traveling state during the automatic traveling on the target traveling route P in the automatic traveling state. The state can be switched to the automatic driving state.
  • a switching operation unit for switching between the automatic traveling state and the manual traveling state can be provided near the driver's seat 39, and the switching operation unit is portable. 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 traveling control by the on-vehicle electronic control unit 18, the automatic traveling state can be switched to the manual traveling state.
  • the tractor 1 includes an obstacle detection system 100 for detecting an obstacle around the tractor 1 (the traveling vehicle body 7) and avoiding a collision with the obstacle.
  • the obstacle detection system 100 includes a plurality of lidar sensors (an example of a distance measuring unit) 101 and 102 capable of three-dimensionally measuring a distance to a distance measuring point using a laser, and an ultrasonic wave to the distance measuring point.
  • Sonar units 103 and 104 having a plurality of sonars capable of measuring distances, an obstacle detection unit 110, and a collision avoidance control unit 111 are provided.
  • the ranging points measured by the rider sensors 101 and 102 and the sonar units 103 and 104 are objects, people, and the like.
  • the obstacle detection unit 110 performs an obstacle detection process of detecting a distance measurement point of an object, a person, or the like within a predetermined distance as an obstacle based on measurement information of the rider sensors 101 and 102 and the sonar units 103 and 104. Is configured.
  • the collision avoidance control unit 111 is configured to perform the collision avoidance control when the obstacle detection unit 110 detects an obstacle.
  • the obstacle detection unit 110 repeatedly performs an obstacle detection process based on the measurement information of the rider sensors 101 and 102 and the sonar units 103 and 104 in real time, appropriately detects an obstacle such as an object or a person, and avoids collision.
  • the control unit 111 performs collision avoidance control for avoiding collision with an obstacle detected in real time.
  • the obstacle detection unit 110 and the collision avoidance control unit 111 are provided in the on-vehicle electronic control unit 18.
  • the on-vehicle electronic control unit 18 is communicably connected to an electronic control unit for an engine included in the common rail system, the rider sensors 101 and 102, the sonar units 103 and 104, and the like via a CAN (Controller Area Network). ing.
  • CAN Controller Area Network
  • the rider sensors 101 and 102 irradiate the surroundings with laser light (for example, pulsed near-infrared laser light) as measurement light, receive reflected light of the laser light, and reflect the measurement light to a distance measuring point.
  • laser light for example, pulsed near-infrared laser light
  • the distance from the round trip time to return to the ranging point is measured (Time ⁇ Of ⁇ Flight).
  • the rider sensors 101 and 102 scan the laser beam at high speed in the vertical and horizontal directions, and sequentially measure the distance to the ranging point at each scanning angle, thereby three-dimensionally determining the distance to the ranging point. Measuring.
  • the rider sensors 101 and 102 repeatedly measure the distance to the ranging point in the obstacle detection area in real time.
  • the rider sensors 101 and 102 are configured to generate a distance image from measurement information and output the image to the outside.
  • the distance image generated from the measurement information of the rider sensors 101 and 102 is 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 so that a user or the like can visually recognize the presence or absence of an obstacle. Can be.
  • the distance image for example, the distance in the perspective direction can be indicated by using a color or the like.
  • the front sides of the tractor 1 are distance measurement ranges C as the rider sensors 101 and 102, and are used to detect obstacles in front of the tractor 1.
  • a rider sensor 101 and a rear rider sensor 102 used to detect an obstacle behind the tractor 1 with a distance measurement range D on the rear side of the tractor 1 (traveling body 7) are provided.
  • the support structure of the front rider sensor 101, the support structure of the rear rider sensor 102, the distance measurement range C of the front rider sensor 101, and the distance measurement range of the rear rider sensor 102 Description will be made in the order of D.
  • 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 an antenna unit 80 arranged at an upper position on the front side of the cabin 10. First, the support structure of the antenna unit 80 will be described, and then, the mounting structure of the front rider sensor 101 on the bottom of the antenna unit 80 will be described.
  • 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 disposed at a position corresponding to the center of the cabin 10 in the left-right direction of the traveling body 7.
  • the antenna unit support stay 81 is fixedly connected to the left and right mirror mounting portions 45 located on the left and right oblique front sides of the cabin 10.
  • the mirror mounting portion 45 includes a mirror mounting base 46 fixed to the front support 36, a mirror mounting bracket 47 fixed to the mirror mounting base 46, and a hinge 49 provided on the mirror mounting bracket 47. And a mirror mounting arm 48 that is rotatable. As shown in FIG.
  • the antenna unit support stay 81 is formed in a bridge shape with left and right end portions curved downward.
  • the left and right ends of the antenna unit support stay 81 are fixedly connected to the upper end side of the mirror mounting bracket 47 via the first mounting plate 201.
  • a horizontal mounting surface is formed at the upper end portion of the mirror mounting bracket 47, and a horizontal mounting surface is also formed at the lower end portion of the first mounting plate 201.
  • 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 vertically overlapped. Since the antenna unit 80 is supported by the front support 36 constituting the cabin frame 31 via the antenna unit support stay 81 and the mirror mounting portion 45, the antenna unit 80 is prevented from transmitting vibrations to the antenna unit 80 and the like. The unit 80 is firmly supported.
  • the mounting structure of the antenna unit 80 to the antenna unit supporting stay 81 As shown in FIGS. 6 and 7, a second mounting plate 202 fixed to the antenna unit 80 side and a second mounting plate 202 fixed to the antenna unit supporting stay 81 side.
  • the antenna unit 80 is mounted on the antenna unit support stay 81 by fastening the mounting plate 203 to the third mounting plate 203 with a connector 50 such as a bolt and nut.
  • the second mounting plate 202 is provided as a pair of left and right at predetermined intervals in the left and right direction of the traveling machine body 7.
  • the second mounting plate 202 is formed of an L-shaped plate having a stay-side mounting portion 202b extending downward from the outer end of the unit-side mounting portion 202a extending in the left-right direction.
  • the second mounting plate 202 has the unit-side mounting portion 202a fixedly connected to the bottom of the antenna unit 80 by the connecting tool 50 and the like, and the stay-side mounting portion 202b is mounted in a posture extending downward.
  • a pair of front and rear round holes for connection by a connection tool or the like are formed in the stay-side attachment portion 202b of the second attachment plate 202.
  • the third mounting plate 203 is formed of an L-shaped plate-like body having a front portion extending downward from a rear portion. Similarly to the second mounting plate 202, the third mounting plate 203 is provided as a pair of left and right at predetermined intervals in the left-right direction of the traveling machine body 7.
  • the third mounting plate 203 is fixedly connected to the upper portion of the antenna unit support stay 81 by welding or the like at the lower end portion of the rear side portion, and is mounted such that 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 hole 203a extending along the front-rear direction of the traveling body 7 from the front part to the rear part, and a connecting round hole is formed below the front part. 203b are formed.
  • the antenna unit 80 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 disposed above the antenna unit support stay 81 so that the antenna of the communication module 25 It is located in the use position extending to the side.
  • the second mounting plate 202 is set to the third position so that the front and rear round holes of the stay 203 on the stay side mounting portion 202b of the second mounting plate 202 are aligned with the front end and the rear end of the long hole 203a of the third mounting plate 203.
  • the second mounting plate 202 and the third mounting plate 203 are overlapped with each other in a state in which the second mounting plate 202 is located on the inner side of the mounting plate 203.
  • the antenna unit 80 is attached to the antenna unit support stay 81 at the use position by inserting and fastening the connector 50 over the round holes before and after the second mounting plate 202 and the elongated hole 203a of the third mounting plate 203. Can be attached. At this time, the portions corresponding to the front end and the rear end of the elongated hole 203a are set as the connection portions by the connection tool 50, and the left and right pair of the second mounting plate 202 and the third mounting plate 203 respectively. A total of four places, the front part and the rear part, are connected by the connecting tool 50.
  • the antenna unit 80 is located not only in the use position, but also in front of the antenna unit support stay 81 as shown in FIG. It is configured such that it can be attached to the antenna unit support stay 81 even at a non-use position extending therefrom.
  • the antenna unit 80 When the antenna unit 80 is mounted on the antenna unit support stay 81 at the non-use position, as shown in FIG. 8, the antenna unit 80 is positioned at the non-use position and the second mounting plate 202 has the stay side mounting portion 202b.
  • the front and rear round holes are aligned with the round holes 203b of the third mounting plate 203 and the front ends of the long holes 203a.
  • the second mounting plate 202 and the third mounting plate 203 are overlapped in a state where the second mounting plate 202 is located on the inner side of the third mounting plate 203.
  • the connector 50 is inserted between the front round hole of the stay-side mounting portion 202 b of the second mounting plate 202 and the round hole 203 b of the third mounting plate 203.
  • the connector 50 is inserted and fastened over the rear round hole of the stay-side mounting portion 202b of the second mounting plate 202 and the front end of the elongated hole 203a.
  • the antenna unit 80 can be attached to the antenna unit support stay 81 at the non-use position.
  • the antenna unit 80 when the antenna unit 80 is changed from the use position (see FIG. 6) to the non-use position (see FIG. 8), as shown in FIG. 6, the front end of the long hole 203a of the third mounting plate 203 Is removed, the connector 50 located at the rear end of the long hole 203a of the third mounting plate 203 is loosened, and the state where the connector 50 is inserted through the long hole 203a is maintained.
  • the connecting tool 50 By moving the connecting tool 50 forward from the rear end to the front end along the elongated hole 203a, the antenna unit 80 is hung downward and forward with the connecting tool 50 as a pivot. As shown in FIG. 8, the position of the antenna unit 80 is changed to the non-use position.
  • the connecting tool 50 is inserted through the front round hole of the second mounting plate 202 and the round hole 203b of the third mounting plate 203, and the front of the rear round hole and the long hole 203a of the second mounting plate 202.
  • the coupling tool 50 can be inserted and fastened to the side end portion, and the position of the antenna unit 80 can be changed from the use position to the non-use position.
  • the antenna unit 80 When the antenna unit 80 is mounted at the use position, 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, in a state where the antenna unit 80 is attached at the non-use position, the upper end of the antenna unit 80 is located at the same height position as the highest line Z or at the highest position Z as shown in FIG. Are also located at a lower position.
  • the antenna unit 80 does not protrude upward from the highest line Z, and the antenna unit 80 Also, it is possible to prevent the antenna unit 80 from being damaged due to contact with an obstacle or the like.
  • the mounting structure of the front rider sensor 101 to the antenna unit 80 is, as shown in FIG. 7, fastened by a coupling tool 50 such as a bolt and a nut via a fourth mounting plate 204 and a fifth mounting plate 205.
  • 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 surfaces 205a facing each other in the left and right direction, and is formed in a bridge shape in which upper ends of the mounting surfaces 205a are connected to each other.
  • the mounting surface portion 204 a of the fourth mounting plate 204 is fixedly connected to the bottom of the antenna unit 80 by the connecting tool 50.
  • the front part of the fourth mounting plate 204 and the rear part of the fifth mounting plate 205 are fixedly connected by the connecting tool 50.
  • a pair of left and right mounting surfaces 205a of the fifth mounting plate 205 is fixedly connected to both lateral sides of the front rider sensor 101 by the connecting tool 50.
  • the front rider sensor 101 is mounted so as to be sandwiched between the left and right mounting surfaces 205a of the fifth mounting plate 205 in the left-right direction.
  • the front rider sensor 101 is configured to be detachable from the antenna unit 80 via the fourth mounting plate 204 and the fifth mounting plate 205.
  • the front rider sensor 101 can be retrofitted, and only the front rider sensor 101 can be removed.
  • the antenna unit 80 is also configured to be detachable from the mirror mounting portion 45 via the antenna unit support stay 81. Therefore, the front rider sensor 101 can be attached to and detached from the traveling body 7 by the front rider sensor 101 alone, and can also be attached to and detached from the traveling body 7 together with the antenna unit 80.
  • the front rider sensor 101 uses an antenna unit support stay 81 or the like that supports the antenna unit 80 as a common support stay, and prevents transmission of vibration to the front rider sensor 101 and the like, like the antenna unit 80. Strongly supported.
  • the front rider sensor 101 is provided integrally with the antenna unit 80. Therefore, by changing the position of the antenna unit 80 between the use position and the non-use position, the front rider sensor 101 also faces the front side of the traveling body 7 and the front side of the traveling body 7 as shown in FIG. 8, and a non-use position that is directed downward and is not used for obstacle detection as shown in FIG. 8.
  • the front rider sensor 101 When the front rider sensor 101 is located at the use position, as shown in FIGS. 6 and 9 (a), the front rider sensor 101 moves up and down as a part for getting on and off the cabin 10 (driver's seat 39) in the vertical direction. 41 (see FIG. 1), and at a position corresponding to the roof 35.
  • the front rider sensor 101 is mounted in a forward-lowering position that is located on the lower side as the front side part is located.
  • the front rider sensor 101 is provided so as to measure in a state in which the front side of the traveling machine body 7 is looked down obliquely from above.
  • 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 at a position near the front end portion 35b of the roof 35 in the up-down direction. Therefore, the front rider sensor 101 is disposed near the front end portion 35b of the roof 35 on the obliquely upper front side by utilizing the space below the antenna unit 80. As a result, at least a part of the front rider sensor 101 overlaps the front end portion 35b of the roof 35 from the line of sight of the occupant T seated in the driver's seat 39, as shown in FIG.
  • the arrangement position of the front rider sensor 101 is a position where 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 viewable range B1 on the front side of the passenger T seated in the driver seat 39, and the field of view of the rider T seated in the driver seat 39 is Can be prevented from being blocked.
  • the upper end of the front rider sensor 101 is positioned at the highest line Z (FIG. ))). This prevents not only the antenna unit 80 but also the front rider sensor 101 from projecting above the highest line Z when transporting the tractor 1 or storing the tractor 1 in a storage location such as a barn. are doing.
  • the antenna unit 80 is arranged at the center in the left-right direction of the traveling unit 7 in the left-right direction.
  • the antenna unit 80 is disposed at a position corresponding to the center of the cabin 10 in the left-right direction of the traveling body 7. Therefore, the front rider sensor 101 is also disposed at a position corresponding to the center of the cabin 10 in the left-right direction of the traveling machine body 7.
  • a front camera 108 having an imaging range on the front side of the traveling machine body 7 is mounted on the fifth mounting plate 205 by a coupling tool or the like.
  • the front camera 108 is arranged above the front rider sensor 101.
  • the front camera 108 is mounted in a front-down position in which the front part is located on the lower side.
  • the front camera 108 is provided so as to capture an image in a state where the front side of the traveling body 7 is looked down from an obliquely upper side.
  • the image captured by the front camera 108 can be output to the outside.
  • the image captured by the front camera 108 is 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 so that a user or the like can visually recognize the situation around the tractor 1.
  • the rear rider sensor 102 is attached to a pipe-like 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 disposed at a position corresponding to the center of the cabin 10 in the left-right direction of the traveling machine body 7.
  • the sensor support stay 301 is fixedly connected to the left and right rear supports 37 located at the left and right ends of the cabin 10.
  • the sensor support stay 301 is formed in a bridge shape in plan view, with left and right end portions thereof curved obliquely forward.
  • the left and right ends of the sensor support stay 301 are fixedly connected to mounting members provided at upper end portions of the left and right rear supports 37 via a sixth mounting plate 206.
  • a sixth mounting plate 206 is fixedly connected to both left and right ends of the sensor support stay 301 by welding or the like.
  • the mounting structure of the rear rider sensor 102 on the sensor support stay 301 is such that the rear rider sensor 102 is mounted on the sensor support stay 301 via a seventh mounting plate 207 and an 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 and right direction, and is formed in a bridge shape in which 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 surfaces 208a facing each other in the left-right direction, and is formed in a bridge shape in which upper ends of the mounting surfaces 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 part of the seventh mounting plate 207 and the front part of the eighth mounting plate 208 are fixedly connected by the connecting tool 50.
  • a pair of left and right mounting surfaces 208a of the eighth mounting plate 208 is fixedly connected to both lateral sides of the rear rider sensor 102 by the connecting tool 50.
  • the rear rider sensor 102 is mounted so as to be sandwiched between the left and right mounting surfaces 208a of the eighth mounting plate 208 in the left-right direction.
  • a reinforcing plate 302 is fixedly connected to a 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 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 side ends in the left-right direction bent upward, and extends in the front-rear direction, covering the roof 35, the seventh mounting plate 207, and the sensor support stay 301. Provided.
  • the rear rider sensor 102 is disposed at a position higher than the getting on / off step 41 (see FIG. 1) in a vertical direction at a position corresponding to the roof 35.
  • the rear rider sensor 102 is attached to the sensor support stay 301 in a rearwardly lowered posture that is located on the lower side as the rear side part is located.
  • the rear rider sensor 102 is provided so as to measure in a state where the rear side of the traveling machine body 7 is looked down from obliquely above.
  • the sensor support stay 301 is disposed 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 up-down direction. Therefore, the rear rider sensor 102 is disposed at substantially the same height as the rear end portion 35c of the roof 35 or at a position near the rear obliquely upper side thereof. As a result, 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 occupant T sitting on the driver's seat 39, as shown in FIG.
  • the rear rider sensor 102 is disposed 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 occupant T seated in the driver's seat 39, a part of the rear rider sensor 102 is located outside the visible range B2 on the rear side, and the field of view of the occupant T seated in the driver's seat 39 is reduced by the rear rider sensor. Blocking at 102 can be suppressed.
  • the rear rider sensor 102 is detachably attached to the rear support 37 via a sensor support stay 301, a seventh mounting plate 207, and an eighth mounting plate 208, as shown in FIG.
  • 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 transmission of vibration to the rear rider sensor 102 and the like. I have.
  • a rear camera 109 having an imaging range on the rear side of the traveling machine body 7 is mounted on the eighth mounting plate 208 by a coupling tool or the like.
  • the rear camera 109 is arranged above the rear rider sensor 102.
  • the rear camera 109 is mounted in a rear-down position in which the rear part is located on the lower side.
  • the rear camera 109 is provided so as to capture an image in a state in which the rear side of the traveling body 7 is viewed obliquely from above.
  • the image captured by the rear camera 109 can be output to the outside.
  • the image captured by the rear camera 109 is 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 so that a user or the like can visually recognize the situation around the tractor 1.
  • the distance measurement range C of the front rider sensor 101 will be described.
  • the front rider sensor 101 has a left and right distance measurement range C1 in the left and right direction as shown in FIG. 12, and has a vertical distance measurement range C2 in the up and down direction as shown in FIG.
  • the front rider sensor 101 moves up and down, left and right, and front and rear included in the left and right distance measurement ranges C1 and the up and down distance measurement ranges C2 in a range up to a position separated by a first set distance X1 (see FIG. 12) from itself.
  • a quadrangular pyramid-shaped distance measurement range C is set.
  • the left and right distance measurement range C1 of the front rider sensor 101 is a left-right symmetric range having the left-right center line of the traveling body 7 as a symmetric axis in the left-right direction of the traveling body 7.
  • the left and right distance measurement range C1 is set to a range of a first set angle ⁇ 1 between a first boundary line E1 and a second boundary line E2 extending from the front rider sensor 101.
  • the front rider sensor 101 has the left / right distance measurement range C1, but does not use the entire left / right distance measurement range C1 as the obstacle detection range, and uses the center side of the left / right distance measurement range C1 as the obstacle detection range.
  • an obstacle detection area J for detecting an obstacle is set at the center side of the traveling body 7 in the left and right direction, and outside the obstacle detection area J, an undetected obstacle is not detected.
  • An area K is set. Accordingly, the range in which the obstacle detection unit 110 detects an obstacle in the obstacle detection processing based on the measurement information of the front rider sensor 101 is the obstacle detection area J in the left-right direction.
  • the obstacle detection area J is set in a range from the center of the traveling body 7 to the left and right sides by a second set distance X2 in the left-right direction of the traveling body 7.
  • the obstacle detection area J is set in 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 obstacle detection area J can be changed as appropriate. For example, the size of the obstacle detection area J is changed by arbitrarily changing the second set distance X2. can do.
  • the vertical ranging range C2 of the front rider sensor 101 is set to a range of a second set angle ⁇ 2 between a third boundary line E3 and a fourth boundary line E4 extending from the front rider sensor 101.
  • the third boundary line E3 is set as a horizontal line extending along the horizontal direction from the front rider sensor 101 to the front side
  • the fourth boundary line E4 is set from the first tangent G1 from the front rider sensor 101 to the upper front part of the front wheel 5. Is also set to a straight line located on the lower side.
  • the vertical distance measurement range C2 is set such that the first center line F1 between the third boundary line E3 and the fourth boundary line E4 is located above the hood 8 and the upper side of the hood 8 An obstacle detection area of sufficient size is secured.
  • the fourth boundary line E4 below the first tangent line G1
  • a distance measuring point for an object, a person, or the like is positioned near a front end of the traveling body 7 (a front end of the hood 8). Even if there is, the distance measuring point can be measured.
  • a part of the hood 8 and a part of the front wheel 5 enter the vertical ranging range C2 of the front rider sensor 101. Therefore, when the obstacle detection unit 110 performs the obstacle detection processing based on the measurement information of the front rider sensor 101, there is a possibility that a part of the hood 8 or a part of the front wheel 5 is erroneously detected as an obstacle. is there. Therefore, a first masking process for preventing the erroneous detection is performed. In the first masking process, a masking range L (see FIG. 13) in which a part of the hood 8 and a part of the front wheel 5 within the distance measurement range C of the front rider sensor 101 is not detected as an obstacle. ) Is set in advance.
  • the distance image generated from the measurement information at that time is displayed on the display unit of the tractor 1 or in the mobile communication. It is displayed on a display device such as the display unit 51 of the terminal 3.
  • the user or the like operates the display device while checking the distance image of the display device, thereby setting the masking range L in which detection as an obstacle is not performed.
  • a range La where the part of the hood 8 exists and one part of the front wheel 5 are provided.
  • the masking range L is set based on the reference range including the range Lb where the part exists. As shown by the dotted line in 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 is set to include the steering range in which the front wheel 5 is steered left and right. It is preferable to set L.
  • a mountain-shaped range larger by a set range than a reference range including a range La in which a part of the hood 8 exists and a range Lb in which a part of the front wheel 5 exists is set as a masking range L.
  • the masking range L is set to a three-dimensional range of the front-back 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 hood 8 and the front wheel 5 so as to include only the range La where a part of the hood 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.
  • the obstacle detection unit 110 performs the obstacle detection processing based on the measurement information of the front rider sensor 101, so that the obstacle detection unit 110 is included in the obstacle detection area J (see FIG. 12) in the left-right direction, and The presence or absence of an obstacle is detected in a range excluding the masking range L in a range included in the vertical distance measurement range C2 (see FIG. 11) in the vertical direction.
  • the distance 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 distance measurement range D1 in the left-right direction as shown in FIG. 12, and also has a vertical distance measurement range in the up-down direction as shown in FIG. D2. As a result, the rear rider sensor 102 moves up and down, left and right, and front and rear included in the left and right distance measurement range D1 and the up and down distance measurement range D2 in a range up to a position separated by a third set distance X3 (see FIG. 12) from itself.
  • a quadrangular pyramid-shaped distance measurement range D is set. Incidentally, X1 and X3 can be set to the same distance or different distances.
  • the left and right distance measurement range D1 of the rear rider sensor 102 is the third distance 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.
  • the angle is set in the range of the set angle ⁇ 3.
  • an obstacle detection area J is set at the center of the traveling body 7 in the left and right direction, and a non-detection area K is set outside the obstacle detection area J.
  • the range in which the obstacle detection unit 110 detects an obstacle in the obstacle detection processing based on the measurement information of the rear rider sensor 102 is an obstacle detection area J in the left-right direction.
  • the vertical ranging range D2 of the rear rider sensor 102 is set to a range of a fourth set angle ⁇ 4 between a seventh boundary line E7 and an eighth boundary line E8 extending from the rear rider sensor 102.
  • the working device 12 is provided to be able to move up and down between a raised position and a lowered position.
  • the working device 12 located at the lower position is indicated by a solid line
  • the working device 12 located at the upper position is indicated by a dotted line.
  • the seventh boundary line E7 is set as a horizontal line extending along the horizontal direction rearward from the rear rider sensor 102, and the eighth boundary line E8 is located at the rear upper part of the working device 12 located at a lowered position from the rear rider sensor 102. It is set to a straight line located below the second tangent line G2 to which it goes.
  • the vertical distance measurement range D2 is such that the second center line F2 between the seventh boundary line E7 and the eighth boundary line E8 is located above the working device 12 (shown by a dotted line in FIG. 11) at the ascending position. And a sufficiently large obstacle detection area is secured above the working device 12 at the ascending position.
  • a part of the working device 12 enters the vertical ranging range D2 of the rear rider sensor 102. Therefore, when the obstacle detection unit 110 performs the obstacle detection processing based on the measurement information of the rear rider sensor 102, there is a possibility that a part of the work apparatus 12 is erroneously detected as an obstacle. Therefore, a second masking process for preventing the erroneous detection is performed.
  • a range where a part of the working device 12 is present within the distance measurement range D of the rear rider sensor 102 is set as a masking range L (see FIGS. 14 and 15) in which detection as an obstacle is not performed. It is set in advance.
  • the second masking process similarly to the first masking process, as a pre-process using the rear rider sensor 102, measurement is actually performed by the rear rider sensor 102, and a distance image generated from the measurement information at that time is used. It is 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.
  • the user or the like operates the display device while checking the distance image of the display device, thereby setting the masking range L in which no obstacle is detected.
  • the working device 12 is moved up and down between a lowered position and a raised position.
  • the tractor 1 travels while performing the predetermined work by lowering the working device 12 to the lowered position, and performs only the running without performing the predetermined work by raising the working device 12 to the raised position. Therefore, in the second masking process, as the masking range L, a masking range L1 for the descending position as shown in FIG. 14 and a masking range L2 for the ascending position as shown in FIG. 15 are set.
  • a portion of the working device 12 that exists within the distance measurement range D of the rear rider sensor 102 is indicated by a solid line
  • a portion that exists outside the distance measurement range D of the rear rider sensor 102 is indicated by a dotted line.
  • An operation tool for raising and lowering in the cabin 10 is operated.
  • the working device 12 is positioned at the descending position, and the masking range L1 for the descending position is set using the distance image generated from the measurement information of the rear rider sensor 102 at that time.
  • An operation tool for raising and lowering in the cabin 10 is operated.
  • the work apparatus 12 is positioned at the ascending position, and the masking range L2 for the ascending position is set using the distance image generated from the measurement information of the rear rider sensor 102 at that time.
  • the masking range L is set to a three-dimensional range of the front-back direction, the left-right direction, and the up-down direction.
  • the shape according to the shape of the working device 12 it is also possible to set the shape according to the shape of the working device 12 so as to include only the range Lc where the working device 12 exists. Can be changed as appropriate.
  • the obstacle detection unit 110 performs the obstacle detection processing based on the measurement information of the rear rider sensor 102.
  • the obstacle detection unit 110 performs the obstacle detection processing using the masking range L1 for the descending position when the working device 12 is located at the descending position, and performs the obstruction detecting process when the working device 12 is located at the ascending position. Obstacle detection processing is performed using the masking range L2.
  • the sonar units 103 and 104 are configured to measure the distance from the reciprocating time until the projected ultrasonic wave hits and bounces off the ranging point to the ranging point.
  • the right sonar unit 103 having the right side of the tractor 1 (traveling body 7) as an obstacle detection area, and the tractor 1 (traveling body 7) as shown in FIG.
  • a sonar unit 104 on the left side having an obstacle detection area on the left side of ()).
  • the obstacle detection area N of the right sonar unit 103 and the obstacle detection area N of the left sonar unit 104 are different from each other in that the direction extending from the traveling body 7 is opposite to the left and right. The only difference is that the right and left sides are symmetrical obstacle detection areas N.
  • the sonar units 103 and 104 are used as distance measuring points outside the body of the traveling body 7.
  • the sonar units 103 and 104 are attached to the traveling 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.
  • An obstacle detection area N is set.
  • the obstacle detection area N of the sonar units 103 and 104 is a range whose radius is a distance from the sonar units 103 and 104 to a predetermined distance toward the outside of the traveling machine body 7. It is set between the left and right distance measurement range C1 of the front rider sensor 101 and the left and right distance measurement range D1 of the rear rider sensor 102.
  • the obstacle detection unit 110 detects the presence or absence of an obstacle in the left and right obstacle detection areas N by performing the obstacle detection processing based on the measurement information of the sonar units 103 and 104. .
  • the collision avoidance control by the collision avoidance control unit 111 will be described.
  • the collision avoidance control when an obstacle is detected in the obstacle detection processing based on the measurement information of the rider sensors 101 and 102 will be described.
  • the collision avoidance control when an obstacle is detected in the obstacle detection processing based on the measurement information of the sonar units 103 and 104 will be described.
  • the obstacle detection unit 110 switches forward / backward at a forward / backward switch point included in the target traveling path P.
  • the obstacle detection state is switched based on the forward / backward switching by a forward / backward switching reverser lever provided inside the cabin 10.
  • the obstacle detection unit 110 is switched to the reverse detection state in which obstacle detection processing based on the measurement information of the rear rider sensor 102 is performed. As described above, it is switched which one of the front rider sensor 101 and the rear rider sensor 102 to detect an obstacle, depending on whether the tractor 1 is traveling forward or traveling backward. Thus, an obstacle is detected while reducing the processing load.
  • the obstacle detection unit 110 performs an obstacle detection process based on the measurement information of the front rider sensor 101, and is included in the obstacle detection area J (see FIG. 12) in the left-right direction and in the up-down direction. In the range included in the vertical distance measurement range C2 (see FIG. 11), the presence or absence of an obstacle is detected in a range other than the masking range L (see FIG. 13).
  • the obstacle detection unit 110 performs an obstacle detection process based on the measurement information of the rear rider sensor 102. In this obstacle detection processing, the masking for the descending position is included in the range included in the obstacle detection area J (see FIG.
  • the obstacle detection unit 110 performs an obstacle detection process based on the measurement information of the rear rider sensor 102. In this obstacle detection processing, masking for the ascending position is performed in a range included in the obstacle detection area J (see FIG. 12) in the horizontal direction and included in the vertical distance measurement range D2 (see FIG. 11) in the vertical direction. The presence or absence of an obstacle is detected in a range other than the range L2 (see FIG. 15).
  • the control content of the collision avoidance control by the control unit 111 is set to be different.
  • the obstacle detection area J is divided into three areas, a first obstacle detection area J1, a second obstacle detection area J2, and a third obstacle detection area J3, according to the distance from the front rider sensor 101 or the rear rider sensor 102.
  • a range has been set.
  • the first obstacle detection area J1 is a range in which the distance from the front rider sensor 101 or the rear rider sensor 102 is 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.
  • the distance from the front rider sensor 101 or the rear rider sensor 102 is set in a range from the fifth set distance X5 to the fourth set distance X4.
  • the distance from the front rider sensor 101 or the rear rider sensor 102 is set in a range up to a fifth set distance X5. Therefore, for the tractor 1 including the front rider sensor 101, the rear rider sensor 102, and the working device 12, the first obstacle detection region J1, the second obstacle detection region J2, and the third obstacle detection region J3 are provided. They are set to be closer to each other.
  • 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 whether the tractor 1 is traveling forward or backward, so that The case where the tractor 1 is traveling forward will be described.
  • the collision avoidance control unit 111 controls a notification device 26 such as a notification buzzer or a notification lamp to perform first notification control for notifying that an obstacle is present in the first obstacle detection area J1. Do.
  • the collision avoidance control unit 111 controls the notification device 26 such that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color.
  • the collision avoidance control unit 111 controls the notification device 26 such as a notification buzzer or a notification lamp as collision avoidance control, The second notification control for notifying that an obstacle is present in the second obstacle detection area J2 is performed, and the first deceleration control for reducing the vehicle speed of the tractor 1 is performed.
  • the collision avoidance control unit 111 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color.
  • the collision avoidance control unit 111 obtains a collision prediction time until the tractor 1 collides with the obstacle based on the current vehicle speed of the tractor 1 and the distance to the obstacle.
  • the collision avoidance control unit 111 controls the engine 9, the transmission 13, the brake operation mechanism 15, and the like so as to reduce the vehicle speed of the tractor 1 in a state in which the calculated predicted collision time is maintained for a set time (for example, 3 seconds). Controlling.
  • the collision avoidance control unit 111 controls the notification device 26 such as a notification buzzer or a notification lamp as collision avoidance control, The third notification control for notifying that an obstacle is present in the third obstacle detection area J3 is performed, and the stop control for stopping the tractor 1 is performed.
  • the collision avoidance control unit 111 controls the notification device 26 so that the notification buzzer is continuously operated and the notification lamp is turned on in a predetermined color.
  • the stop control for example, the collision avoidance control unit 111 controls the brake operation mechanism 15 and the like so as to stop the tractor 1.
  • the predetermined frequency at which the notification buzzer is intermittent in the first notification control and the second notification control may be the same frequency or different frequencies. Further, the predetermined colors for turning on the notification lamp in the first to third notification controls may be the same color or different colors.
  • the collision avoidance control unit 111 determines that an obstacle exists in any of the first to third obstacle detection areas J1 to J3 in addition to the control of the notification device 26 of the tractor 1.
  • the terminal electronic control unit 52 can be controlled so that the display content indicating is displayed on the display unit 51 of the mobile communication terminal 3.
  • the collision avoidance control unit 111 when an obstacle is detected in the first obstacle detection area J1, the collision avoidance control unit 111 performs the first notification control. Thus, it is possible to notify a user or the like that an obstacle exists in the first obstacle detection area J1.
  • the collision avoidance control unit 111 performs the second notification control in addition to the second notification control. 1 Perform deceleration control. Thus, the vehicle speed of the tractor 1 can be reduced in order to avoid collision between the tractor 1 and an obstacle.
  • the collision avoidance control unit 111 performs the stop control in addition to the third notification control. Do.
  • the tractor 1 can be stopped, and a collision between the tractor 1 and an obstacle can be appropriately avoided.
  • the collision avoidance control unit 111 basically ends the first notification control.
  • the collision avoidance control unit 111 ends the second notification control and increases the vehicle speed of the tractor 1 to the set vehicle speed.
  • the vehicle speed recovery control for controlling the engine 9, the transmission 13, and the like is performed.
  • the collision avoidance control unit 111 ends the third notification control while maintaining the tractor 1 in the traveling stopped state.
  • the automatic driving of the tractor 1 can be restarted by instructing the user to restart the automatic driving of the tractor 1 or the like.
  • the sonar units 103 and 104 are provided on the left and right. However, even when the tractor 1 travels forward or the tractor 1 travels backward, the obstacle detection unit 110 detects all of the sonar units 103 and 104 on both left and right sides. An obstacle detection process is performed based on the measurement information.
  • the collision avoidance control unit 111 controls the notification device 26 such as a notification buzzer and a notification lamp as collision avoidance control. Then, the fourth notification control for notifying that an obstacle is present in any of the obstacle detection areas N of the sonar units 103 and 104 is performed, and the second deceleration control for reducing the vehicle speed of the tractor 1 is performed.
  • the collision avoidance control unit 111 controls the notification device 26 so that the notification buzzer is intermittently operated at a predetermined frequency and the notification lamp is lit in a predetermined color.
  • the collision avoidance control unit 111 controls the engine 9, the transmission 13, the brake operation mechanism 15, and the like so as to reduce the vehicle speed of the tractor 1 to a set vehicle speed.
  • the obstacle detection system 100 detects the presence or absence of an obstacle on the front side and the rear side of the traveling body 7 using the front rider sensor 101 and the rear rider sensor 102, and uses the sonar units 103 and 104.
  • the presence or absence of an obstacle on the left and right sides of the traveling machine body 7 can be detected.
  • the collision avoidance control unit 111 performs collision avoidance control, thereby notifying the user or the like of the presence of an obstacle, and Can be encouraged to avoid collision with the obstacle, and even if there is a possibility that the tractor 1 will collide with the obstacle, the tractor 1 is decelerated or stopped and the tractor 1 Collisions can be properly avoided.
  • the automatic traveling control is performed by the on-vehicle electronic control unit 18. Therefore, the tractor 1 is decelerated or stopped by the obstacle detection system 100, and the tractor 1 is automatically driven while avoiding collision with an obstacle. Can be done.
  • the obstacle detection system 100 In the manual running state, the obstacle detection system 100 notifies the presence of an obstacle to the driving user and the like, and supports driving for avoiding a collision between the tractor 1 and the obstacle. Can be.
  • each ranging point is a minimum unit (pixel) having ranging data in a distance image generated from measurement information of the rider sensors 101 and 102.
  • the distance measurement data of each of the distance measurement points includes data on a linear distance with respect to a linear distance from the lidar sensors 101 and 102, an irradiation direction with respect to an irradiation direction of the measurement light, an intensity of reflected light received by the lidar sensor 101, and the like. include.
  • the coordinate data of each of the above-mentioned distance measuring points is generated (Step # 02 in FIG. 16). Specifically, at each ranging point, the linear distance data and the irradiation direction data included in the ranging data are coordinated in the X direction along the left-right direction of the tractor 1, and in the Y direction along the front-back direction of the tractor 1. And the coordinate data of the tractor 1 in the Z direction along the vertical direction. Note that the coordinate data in the X and Y directions of the ranging point is data indicating the position of the ranging point in plan view, and the coordinate data in the Z direction of the ranging point indicates the height of the ranging point. Data.
  • a non-obstacle determination process for determining whether the ranging point is a non-obstacle a single ranging point deletion process (step # 03 in FIG. 16) and a floating object determination process (step # 04 in FIG. 16) , And a dirt determination process (step # 05 in FIG. 16).
  • the single ranging point deletion process (step # 03 in FIG. 16), the single ranging point from which ranging data due to minute rain, insects, noise, or the like is obtained is deleted.
  • the respective straight-line distances d1 to d8 of a plurality of ranging points around the ranging point are referred to.
  • the number whose difference from the straight-line distance d of the reference distance measurement point is within a predetermined range is measured.
  • the linear distance d of the reference ranging point is caused by minute rain, insects, noise, or the like. Utilizing this fact, in the single ranging point deletion process, it is determined that such a ranging point is the above single ranging point. It should be noted that the ranging points determined to be the single ranging points in this manner are used in order to avoid being determined to be an obstacle in the subsequent obstacle detection, so that the ranging data of the ranging points can be avoided. Is deleted, and is treated as a ranging point without data that is not used for obstacle detection.
  • a predetermined number for example, two
  • the ranging point that emits the reflected light is a floating object such as dust or dust floating in the air.
  • the linear distance measured by the rider sensors 101 and 102 is larger than the first set distance b1 (for example, 30 cm) to a predetermined second set distance b2 (for example, 200 cm) that is larger than the first set distance b1. ),
  • the distance measuring points where the intensity of the reflected light received by the rider sensors 101 and 102 is less than a predetermined set intensity a (for example, 270 digits), are not obstacles but around the tractor 1. It can be said that there is a high possibility that the substance is suspended in the air.
  • such a ranging point is determined to be a floating object.
  • the ranging data of the ranging points is deleted in order to avoid being determined to be an obstacle in the subsequent obstacle detection. It is treated as a ranging point without data that is not used for obstacle detection.
  • the state of suspended matter such as dust and dust around the tractor 1 changes depending on environmental conditions such as temperature, humidity, and weather. From this, it is configured such that whether or not the above-mentioned suspended matter determination processing is performed, and the threshold values such as the set intensity a and the set distances b1 and b2 used when the processing is performed are appropriately changed based on the environmental conditions. It does not matter.
  • step # 05 in FIG. 16 it is determined whether or not the distance measuring point that emits the reflected light is dirt attached to the rider sensors 101 and 102.
  • a distance measurement point at which the distance measured by rider sensors 101 and 102 is less than a predetermined first set distance b1 (for example, 30 cm) may be dirt attached to rider sensors 101 and 102. High in nature. Therefore, in the dirt determination processing, such ranging points are determined to be dirt on the rider sensors 101 and 102.
  • the ratio of the distance measurement points determined to be dirt in the entire distance image generated from the measurement information of the rider sensors 101 and 102 is obtained as the dirt ratio. Then, it is determined whether or not the stain ratio is equal to or greater than a predetermined stain ratio (step # 06 in FIG. 16). Then, when the contamination ratio is equal to or more than the set contamination ratio (Yes in step # 06 in FIG. 16), for example, as shown in FIG. Is output (step # 07 in FIG. 16). This allows the user to recognize that the rider sensors 101 and 102 are dirty and motivate the user to remove the stain. As a result, it is possible to avoid a decrease in accuracy or damage to the rider sensors 101 and 102 due to dirt.
  • a grid map for specifying the presence or absence of an obstacle and its position is created (Step # 08 in FIG. 16).
  • the grid map indicates a range corresponding to left and right distance measurement ranges C1 and D1 (see FIG. 12) between boundary lines E2 and E5 extending from the rider sensors 101 and 102 and boundary lines E1 and E6.
  • a predetermined resolution For example, the resolution of the right and left angles of the rider sensors 101 and 102 is 2 °, and the resolution of the distance from the rider sensors 101 and 102 is 25 cm.
  • Each grid in the grid map is composed of a plurality of ranging points, and the largest height data of the plurality of ranging points included in the same grid is the same as the height data of the grid. Is done. Further, such a grid map is generated at predetermined measurement time intervals (for example, 0.1 sec) of the rider sensors 101 and 102.
  • a reference plane setting process for setting a reference plane corresponding to the ground surface is executed (Step # 09 in FIG. 16).
  • a grid corresponding to the ground surface is detected as an actually measured reference plane.
  • the grid map it is possible to detect a grid lower than the installation level (height) of the rider sensors 101 and 102 by a predetermined width or more as the actual measurement reference plane. That is, as will be described later, if there is a grid lower than the installation level of the rider sensors 101 and 102 by a predetermined width or more among a plurality of grids located around the grid to be determined as an obstacle candidate. Assuming that the height of the grid corresponds to the actually measured reference plane, the actually measured reference plane is detected.
  • the actual measurement reference plane is set as the set reference plane. Specifically, a plurality of (for example, five) distance images generated in a predetermined period up to the present time are referred to, and the frequency of detection of the actually measured reference plane is obtained. If the detection frequency of the actually measured reference plane is equal to or higher than a predetermined set frequency (for example, 3/5), the detected actually measured reference plane is set as the set reference plane.
  • a predetermined set frequency for example, 3/5
  • the obstacle detection unit 110 can always obtain the set reference plane regardless of the state of the ground surface, and can reliably detect an obstacle using the set reference plane.
  • an obstacle detection process using the grid map is executed (Step # 10 in FIG. 16).
  • an obstacle is detected in each grid constituting the grid map based on the height of the grid from the set reference plane. Specifically, a grid whose height from the set reference plane is equal to or greater than a predetermined obstacle determination height is detected as an obstacle.
  • the grid to be determined is an obstacle candidate. Is determined. If there is no grid in front of the grid to be determined, only the two grids on the left and right of the grid to be determined are to be compared.
  • the height data of the grid detected as the measured reference plane before the grid is recognized as the height data of the grid.
  • the height data set as the virtual reference plane is set as a comparison target.
  • the obstacle The candidate is determined to be an obstacle, and the other obstacle candidates are determined not to be obstacles. If the thus determined obstacle is present in the above-described obstacle detection area J, it is determined that the obstacle is in the obstacle detection state, and the collision avoidance control is executed. Specifically, referring to FIG. 12, when the obstacle closest to tractor 1 is in first obstacle detection area J1, collision avoidance control causes an obstacle to exist in area J1. You will be notified. Further, when the obstacle closest to the tractor 1 is in the second obstacle detection area J2, the collision avoidance control notifies that the obstacle is present in the area J2. Vehicle speed is reduced. Further, when the obstacle closest to the tractor 1 is in the third obstacle detection area J3, the collision avoidance control notifies that the obstacle is present in the area J3 and the tractor 1 Is stopped.
  • a predetermined frequency for example, 3/5 in a plurality (for example, 5) of grid maps created within a predetermined period
  • the determination as to whether the obstacles are the same is performed as follows. As shown in FIG. 22, when a plurality of grids determined as obstacles (shaded grids in FIG. 22) are arranged adjacently, the adjacent plurality of grids are the same obstacles O1, O2, It is determined to be O3. Then, the centroid position (centroid position) p of each of the obstacles O1, O2, and O3 in plan view is obtained, and the centroid position p is recognized as the position of each of the obstacles O1, O2, and O3. . Note that a conventional method can be used for obtaining the centroid position p.
  • the centroid position p can be obtained by using the distance.
  • the movement width of the centroid position p of the obstacle is referred to, and when the movement width is equal to or less than a predetermined movement width, these obstacles are the same. Is determined.
  • the centroid position p of the obstacle O is shown on the same grid in the grid maps GM (-4) to GM (0) generated continuously. In such a case, the obstacles O are the same obstacle, and it is determined that the obstacle is stopped. Further, as shown in FIGS.
  • GM (-4) to GM (0) a grid including the obstacle O as an example is shown.
  • the grid map GM (0) is created at the present time.
  • the grid map GM (-1) is created at a point immediately before the grid map GM (0).
  • the grid map GM (-2) is created just before the grid map GM (-1).
  • the grid map GM ( ⁇ 3) is created at a point immediately before the grid map GM ( ⁇ 2).
  • the grid map GM ( ⁇ 4) is created one time before the grid map GM ( ⁇ 3).
  • the obstacle O in the obstacle detection area exists in the grid maps GM ( ⁇ 4) to GM ( ⁇ 1) except for the current one.
  • the obstacle O may not exist in the current grid map GM (0).
  • the obstacle O specified by the grid maps GM (-4) to GM (-1) up to the present time has moved into a blind spot range where the measurement light does not reach. Therefore, in the obstacle detection processing of the present embodiment, a movement determination processing for determining the movement state of the obstacle O is performed.
  • the details of the movement determination processing will be described along the processing flow shown in FIG. Referring to FIG.
  • the blind spot range is closer to the tractor 1 than the third obstacle detection area J3, such as the lower part of the hood, where the measurement light is unreachable and the third obstacle detection area J3, such as the periphery of wheels. Since the range is outside the left and right distance measurement ranges C1 and D2, the measurement light does not reach the range.
  • the moving direction and the moving speed of the obstacle O detected in the grid maps GM ( ⁇ 4) to GM ( ⁇ 1) up to the present time are referred to, and thereby, the current grid map GM (0) is obtained.
  • Is estimated step # 21 in FIG. 17.
  • it is determined whether or not the obstacle O has moved within the blind spot range Step # 22 in FIG. 17. For example, when it is determined that the obstacle O has moved through the third obstacle detection area J3 into the blind area as shown by an arrow T in FIG. 12 (Yes in step # 22 in FIG. 17). Then, the obstacle detection state is maintained (Step # 23 in FIG. 17).
  • the collision avoidance control for avoiding the collision with the obstacle O is continuously executed, the tractor 1 is maintained in the traveling stop state, and the collision of the tractor 1 with the obstacle O that has moved to the blind spot range is avoided. Will be.
  • step # 24 in FIG. 17 it is determined whether the obstacle O has moved within the safe range sufficiently distant from the periphery of the tractor 1. It is determined whether or not it is (step # 24 in FIG. 17). Specifically, the determination of the movement within the safety range can be made based on whether or not the estimated position of the obstacle O at the present time has moved behind the tractor 1. Further, for example, when the elapsed time from the time when the obstacle O moves into the blind spot reaches a predetermined time, it may be determined that the obstacle O has moved into the safe range. Then, when it is determined that the obstacle O has moved into the safe range (Yes in Step # 24 of FIG. 17), the obstacle detection state is released (Step # 25 of FIG. 17). Then, the collision avoidance control is stopped, and the tractor 1 restarts acceleration or running.
  • the configuration of the work vehicle can be variously changed.
  • the work vehicle may be configured to a hybrid specification including an engine 9 and an electric motor for traveling, or may be configured to an electric specification including an electric motor for traveling instead of the engine 9.
  • the work vehicle may be configured as a semi-crawler type including left and right crawlers as the traveling units instead of the left and right rear wheels 6.
  • the work vehicle may be configured to have rear wheel steering specifications in which the left and right rear wheels 6 function as steering wheels.
  • the front rider sensor 101 and the rear rider sensor 102 are arranged at a position corresponding to the roof 35 in the up-down direction, but the arrangement positions can be changed as appropriate.
  • the front rider sensor 101 can be arranged at the front end of the hood 8 and the rear rider sensor 102 can be arranged at a position corresponding to the roof 35.
  • the number of rider sensors, the measurement range of each rider sensor, and the like can be appropriately changed.
  • the obstacle detection unit 110 performs the obstacle detection processing based on the measurement information of the rider sensors 101 and 102.
  • the rider sensors 101 and 102 include a control unit.
  • the control unit can also perform an obstacle detection process. As described above, whether to perform the obstacle detection processing on the sensor side or the work vehicle side can be appropriately changed.
  • the tractor 1 may be provided in another device such as the mobile communication terminal 3. Can also.
  • the present invention can detect an obstacle continuously even when it is mounted on a work vehicle and cannot detect an actual measurement reference plane using a detection result of a distance measuring unit due to wet ground surface or the like. It can be suitably used for a simple obstacle detection system.

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Abstract

La présente invention concerne un système de détection d'obstacle incorporé dans un véhicule de travail, dans lequel il existe une technologie qui permet de détecter de manière continue un obstacle même s'il n'est pas possible de détecter un plan de référence de mesure réel à l'aide de résultats de détection d'une unité de télémétrie pour une raison telle que la surface de sol est humide. Ce système de détection d'obstacle est incorporé dans un véhicule de travail et est pourvu d'une unité de télémétrie qui mesure la distance jusqu'à un point de télémétrie périphérique, et d'une unité de détection d'obstacle qui détecte un obstacle à l'intérieur d'une région de détection d'obstacle prescrite sur la base des résultats de mesure de l'unité de télémétrie. L'unité de détection d'obstacle détecte un obstacle sur la base de la hauteur d'un point de télémétrie à partir d'un plan de référence défini prescrit calculé à l'aide de résultats de mesure de l'unité de télémétrie. Si, dans le traitement de définition de plan de référence, un point de télémétrie correspondant à la surface de sol a pu être détecté comme plan de référence de mesure réel à l'aide de résultats de mesure de l'unité de télémétrie, le plan de référence de mesure réel est défini comme étant le plan de référence défini. Si le plan de référence de mesure réel ne peut pas être détecté, un plan de référence virtuel prédéterminé est défini comme étant le plan de référence défini.
PCT/JP2019/027208 2018-08-28 2019-07-09 Système de détection d'obstacle WO2020044801A1 (fr)

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WO2017033422A1 (fr) * 2015-08-21 2017-03-02 パナソニックＩｐマネジメント株式会社 Dispositif de traitement d'images et procédé de traitement d'images
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JP2017166866A (ja) * 2016-03-14 2017-09-21 オムロン株式会社 路面形状測定装置、測定方法、及び、プログラム

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