Construction machine

Abstract

A hydraulic excavator includes a vehicle body control device that controls the operation of the hydraulic excavator, an external operation control device that generates a control signal based on an operation signal received from the outside via a communication terminal, and sends the control signal to the vehicle body control device, thereby performing unmanned control that does not require operation by an operator on a cab, a drive display lamp that indicates that the unmanned operation of the hydraulic excavator is in normal operation, and a proximity permission display lamp that indicates permission for an operator to approach the hydraulic excavator. The external operation control device causes the drive display lamp to light up if it is determined that the hydraulic excavator is in normal operation based on information collected by the vehicle body control device, and causes the proximity permission display lamp to light up if it is determined that the operator can be permitted to approach the hydraulic excavator. This allows the state of operation of the vehicle body to be simply notified to operators and managers in the vicinity, and allows the safety and workability of operators and managers in the vicinity of the vehicle body to be considered.

Description

Technical Field

[0001] This invention relates to an engineering machinery. Background Technology

[0002] In the use of construction machinery, such as hydraulic excavators, in order to prevent nearby workers from accidentally approaching the construction machinery operating on the work site, rotating lights are used to indicate that the construction machinery is in operation and to draw the attention of nearby workers.

[0003] As a technique for actively notifying surrounding workers of the vehicle's status through a light-emitting element to attract their attention, such as the technique described in Patent Document 1, the light-emitting element is arranged along the shape of the construction machinery so that the machinery can be identified even at night. Patent Document 1 discloses a work vehicle comprising: a lower traveling body; an upper rotating body rotatably mounted on the upper part of the lower traveling body and equipped with a cab; and a work machine rotatably mounted on the upper rotating body, wherein a linear light-emitting element is mounted on the outer surface of the upper rotating body.

[0004] Furthermore, as a technology that uses indicator lights on the vehicle body to detect abnormalities in the automatic driving of the vehicle from a distance when the operator is not riding in it, such as through remote operation or automatic driving, the technology described in Patent Document 2 is an example. Patent Document 2 discloses an automatic driving vehicle having: a vehicle frame, an engine mounted on the frame, wheels driven by the engine, a driving operation device, a control device for controlling the driving operation device, a vehicle body mounted on the vehicle, indicator lights mounted on the upper part of the vehicle body, an operation panel with a switch for switching between a manual mode based on human driving and an automatic mode based on unmanned driving, and a remote control for remotely controlling the switching, starting, and stopping of the driving mode.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2002-180503

[0008] Patent Document 2: Japanese Patent Application Publication No. 1996-255019 Summary of the Invention

[0009] The problem that the invention aims to solve

[0010] However, the following situation needs to be considered: when construction machinery is operating unmanned (remote driving, automatic driving), there is a need for operators around the construction machinery to stop approaching the unmanned vehicle and to interrupt the operation of the construction machinery.

[0011] At this point, for example, even if the surrounding operators are able to forcibly stop the unmanned (remote driving, autonomous driving) construction machinery, if the unmanned operation is actually stopped, the unmanned operation will be unexpectedly interrupted or stopped, resulting in an unnecessary reduction in workability.

[0012] Even if the manager of remotely managed construction machinery requests a temporary halt to autonomous driving via some means of communication, if the surrounding workers are not informed that the vehicle is inactive, they cannot confirm safety and therefore cannot approach the construction machinery, leading to reduced workability. Furthermore, consider the following scenario: even if autonomous driving is not interrupted, surrounding workers may mistakenly believe the machinery is inactive and thus inadvertently approach it.

[0013] Furthermore, when construction machinery is operating without human intervention (remote driving, autonomous driving), the manager monitoring the unmanned operation needs to understand the machinery's operational status for safety and operational management. The unmanned construction machinery connects to the control devices operated by the manager via network communication. If the network connection is normal, the manager can monitor the vehicle's status through monitors in the control room. However, if network communication is interrupted, the manager cannot confirm the machinery's operational status through monitors.

[0014] The present invention was made in view of the above circumstances, and its purpose is to provide an engineering machine that can concisely notify the surrounding operators and managers of the vehicle's operating status, while taking into account both the safety and operability of the operators and managers around the vehicle.

[0015] Methods for solving problems

[0016] This application includes several means to solve the above-mentioned problems. For example, in construction machinery operating at a construction site, there are: a vehicle control device that controls the movement of the construction machinery; an external operation control device that generates control signals based on operation signals received from an external source via a communication terminal and sends the control signals to the vehicle control device, thereby enabling unmanned driving control that does not require an operator to be in the cab; a driving indicator light that indicates that the unmanned driving of the construction machinery is in normal operation; and an approach permission indicator light that indicates the operator's permission to approach the construction machinery. The external operation control device, based on information collected from the vehicle control device, controls the driving indicator light to illuminate when it determines that the construction machinery is operating normally, and controls the approach permission indicator light to illuminate when it determines that the operator is permitted to approach the construction machinery.

[0017] Invention Effects

[0018] According to the present invention, the vehicle's operational status can be concisely communicated to nearby operators and managers, taking into account both the safety and operability of operators and managers around the vehicle. Attached Figure Description

[0019] Figure 1 This is a schematic side view showing the appearance of a hydraulic excavator, an example of construction machinery.

[0020] Figure 2 It is a functional block diagram that extracts and represents the hydraulic system, control system and related structures of engineering machinery.

[0021] Figure 3 It is a diagram showing the relationship between the names, colors, and uses (lighting conditions) of each status indicator light.

[0022] Figure 4 It is a diagram representing the state transition of the control state of the vehicle body in a hydraulic excavator.

[0023] Figure 5 This diagram illustrates the relationship between the feasibility of vehicle operation based on the passenger operator and remote (external) commands under various control states.

[0024] Figure 6 This diagram illustrates the switching of control modes for status indicator lights when the vehicle is in a manned driving state.

[0025] Figure 7 This is a diagram of the control table for the status indicator lights under the control mode (lighting control mode 1) when the vehicle is in a manned driving state.

[0026] Figure 8 This is a diagram of the control table for the status indicator lights under the control mode (lighting control mode 2) when the vehicle is in a manned driving state.

[0027] Figure 9 This is a diagram of the control table for the status indicator lights under the control mode (lighting control mode 3) when the vehicle is in a manned driving state.

[0028] Figure 10 This is a diagram showing the control panel in an unmanned driving mode. Detailed Implementation

[0029] The following is for reference Figures 1-10 The embodiments of the present invention will be described.

[0030] Furthermore, in this embodiment, a hydraulic excavator equipped with a front-end machine is used as an example of construction machinery for illustration, but the present invention can also be applied to other construction machinery.

[0031] Figure 1 This is a schematic side view showing the appearance of a hydraulic excavator, an example of the construction machinery described in this embodiment. Additionally, Figure 2 It is a functional block diagram that extracts and represents the hydraulic system, control system and related structures of engineering machinery.

[0032] exist Figure 1 The hydraulic excavator 100 is generally composed of the following parts: a tracked lower traveling body 1, an upper slewing body 2 that is rotatable relative to the lower traveling body 1, a front work machine 3 that is rotatable relative to the upper slewing body 2 in a vertical direction, and a cab 4 for the operator to sit on the upper front of the upper slewing body 2 to perform various operations of the hydraulic excavator 100. The lower traveling body 1 and the upper slewing body 2 constitute the body of the hydraulic excavator 100.

[0033] The lower traveling body 1 has a pair of left and right traveling hydraulic motors 1a as hydraulic actuators and tracks 1b respectively wound around the traveling hydraulic motors 1a in the front-rear direction. The lower traveling body 1 drives each track 1b to rotate independently via a reduction mechanism (not shown) or the like, thereby performing a forward or backward traveling action.

[0034] The upper rotating body 2 has the hydraulic system and related mechanisms of the hydraulic excavator 100, including a prime mover such as an engine 16, a hydraulic pump 18, and a swing hydraulic motor 2a (see reference). Figure 2 The upper rotating body 2 rotates relative to the lower traveling body 1 in the right or left direction via a rotary hydraulic motor 2a, which acts as a hydraulic actuator.

[0035] The front-mounted machine 3 is a multi-joint type consisting of multiple front components (boom 3a, stick 3b, and bucket (working tool) 3c) that rotate vertically. The base end of the boom 3a is supported on the front of the upper rotating body 2 in a manner that allows it to rotate vertically. One end of the stick 3b is supported on a different end (front end) from the base end of the boom 3a in a manner that allows it to rotate vertically. The bucket 3c, which serves as the working tool, is supported on the other end of the stick 3b in a manner that allows it to rotate vertically. The boom 3a, stick 3b, and bucket 3c are driven by the boom cylinder 3d, stick cylinder 3e, and bucket cylinder 3f, which are respectively hydraulic actuators.

[0036] The front workpiece 3 is equipped with an angle sensor 6 (boom angle sensor) for detecting the angle of the boom 3a, an angle sensor 7 (stick angle sensor) for detecting the angle of the stick 3b, and an angle sensor 8 (bucket angle sensor) for detecting the angle of the bucket 3c. Angle sensors 6, 7, and 8 are, for example, IMUs (Inertial Measurement Units), and can calculate the relative angles of the boom 3a, stick 3b, bucket 3c, and upper rotating body 2 based on the detection results from angle sensors 6 to 8.

[0037] Additionally, a tilt sensor 9 is installed on the frame of the upper rotating body 2 to detect the longitudinal angle (pitch angle) and lateral angle (roll angle) of the vehicle body. A rotation angle sensor 10 is installed at the central joint (not shown) connecting the lower traveling body 1 and the upper rotating body 2 to detect the relative angle (rotation angle) of the upper rotating body 2 with respect to the lower traveling body 1. The tilt sensor 9 is, for example, an accelerometer or an IMU.

[0038] Inside the cab 4, there is a display device 5 such as an LCD monitor, which displays various instruments and machine information so that the operator can check the status of the hydraulic excavator 100.

[0039] Inside the cab 4 is a vehicle control device 11 that controls the overall movement of the hydraulic excavator 100. The vehicle control device 11 has signal input functions for various sensors used to determine the movement of the hydraulic excavator, signal output functions for driving pumps, control valves, etc., and communication functions with other on-board control devices such as engine control devices.

[0040] Angle sensors 6, 7, and 8, tilt sensor 9, and slewing angle sensor 10 are electrically connected to the vehicle control device 11. The vehicle control device 11 uses information from these various sensors for posture calculation to calculate the posture of the hydraulic excavator (the ground angles of the boom 3a, stick 3b, and bucket 3c, and the relative angles between the lower traveling body 1 and the upper slewing body 2), for mechanical control functions, area restriction functions, or for remote operation and automatic driving.

[0041] Furthermore, the cab 4 of the hydraulic excavator 100 includes an external operation control device 60, which sends drive requests for pumps, control valves, etc., to the vehicle control device 11 during unmanned operation, such as remote control or automatic driving. When unmanned, the vehicle control device 11, upon receiving the drive request signal, drives the pumps, control valves, etc., thereby enabling the hydraulic actuators (boom cylinder 3d, stick cylinder 3e, bucket cylinder 3f, travel hydraulic motor 1a, swing hydraulic motor 2a, etc.) of the hydraulic excavator 100 to be driven even if the operator does not operate the control device 15.

[0042] Outside the cab 4 of the hydraulic excavator 100, there is a communication terminal 61 for communication with the outside world when the machine is unmanned. This terminal is capable of communicating with a worker's communication terminal (not shown) held by a worker in the vicinity, a remote control device (not shown) operated by a remote operator, and a control room (not shown) that remotely monitors the status of the machine or remotely operates the machine.

[0043] The hydraulic excavator 100 is equipped with status indicator lights 62a, 62b, 62c, 62d, 62e, and 62f, which serve as displays to inform the surrounding environment of the vehicle's status. Status indicator lights 62a, 62b, 62c, 62d, 62e, and 62f are all single-color rotating lights. Hereinafter, multiple status indicator lights 62a, 62b, 62c, 62d, 62e, and 62f will sometimes be collectively referred to as status indicator light 62.

[0044] Figure 3 This is a diagram showing the relationship between the names, colors, and uses (lighting conditions) of each status indicator light. Figure 3 In the table, the names 201, display colors 202, and uses (lighting conditions) 203 of each status indicator light are represented in tabular form according to the names 201a to 201f of each status indicator light.

[0045] The status indicator lights 62 of the hydraulic excavator 100 are composed of

[0046] Status indicator light 62a (hereinafter referred to as work indicator light 62a) with the additional name "Work Indicator Light" (name 201a)

[0047] Status indicator light 62b (hereinafter referred to as warning indicator light 62b) with the additional name "Warning Indicator Light" (name 201b)

[0048] Status indicator light 62c (hereinafter referred to as communication indicator light 62c) with the additional name "communication indicator light" (name 201c)

[0049] Status indicator light 62d (hereinafter referred to as "Driver Indicator Light 62d") with the additional name "Driver Indicator Light" (name 201d)

[0050] Status indicator light 62e (hereinafter referred to as proximity license indicator light 62e) with the additional name "proximity license indicator light" (name 201e)

[0051] A status indicator 62f (hereinafter referred to as "action request indicator 62f") with the name "action request indicator" (name 201f) is provided.

[0052] In the work indicator light 62a, yellow is used to notify the surroundings that the vehicle is in operation and to draw attention.

[0053] In the warning indicator 62b, red is used to notify of abnormalities, malfunctions, or emergency situations.

[0054] In the communication indicator light 62c, blue is used as one of the colors to indicate the normal state.

[0055] In the driving indicator light 62d, green is used as the color to indicate the normal state.

[0056] In the proximity warning light 62e, green is used as the color to indicate the safe status of workers approaching the vehicle body from the surrounding area.

[0057] In the action request indicator light 62f, blue is used as the color to request nearby workers to approach the vehicle (forced action).

[0058] There is a great deal of information that needs to be communicated from the vehicle to the autonomous manager and surrounding operators, as described above. However, if too many colors are used, the ease of recognition will decrease. Therefore, it is best to avoid excessive use of colors that are not necessary.

[0059] In addition, when displaying text on LCD panels or similar devices, it can convey more accurate information. However, there are concerns that it may take time for the operator to recognize the content or that the direction in which visual confirmation is possible may be limited.

[0060] In this embodiment, four colors—red, yellow, blue, and green—that are commonly used in industrial machinery are used as the meanings assigned to each color. Green is assigned to meanings such as "normal" and "permission," while blue is assigned to meanings such as "instructions (approach requests)" to surrounding workers. Therefore, it is difficult to cause misidentification or confusion of meanings.

[0061] Regarding the mounting positions of the status indicator lights 62, they are configured as follows to suppress misidentification and confusion of meaning.

[0062] The work indicator light 62a is positioned on a counterweight near the rear radius of the upper rotating body so that it is easily visible from the surroundings during operation.

[0063] Warning indicator lights 62b, communication indicator lights 62c, and driving indicator lights 62d are primarily intended to notify managers who are remotely controlling or using autonomous driving systems. Therefore, they are positioned on the upper surface of the driver's cab so that they can be easily visually confirmed from locations far from the vehicle body or at locations higher than the vehicle body.

[0064] The proximity permit indicator 62e and the action request indicator 62f are located around the vehicle body, primarily to notify nearby workers. Therefore, they are positioned near the door handle of the cab 4, i.e., the front left side of the cab, so that they can be easily visually confirmed from the location approaching the vehicle body and at the worker's line of sight.

[0065] The three status indicator lights 62—warning indicator light 62b, communication indicator light 62c, and driving indicator light 62d—are configured to be close to each other, i.e., connected as a single unit. Similarly, the two status indicator lights 62—approach permission indicator light 62e and action request indicator light 62f—are configured to be close to each other, i.e., connected as a single unit. Furthermore, the distance between the set of warning indicator lights 62b, communication indicator light 62c, and driving indicator light 62d and the set of approach permission indicator lights 62e and action request indicator light 62f is separated. This configuration ensures that the individual status indicator lights 62 do not cause confusion when the operator, as the recipient of information, visually confirms their meaning.

[0066] Furthermore, to avoid confusion for the autonomous driving manager and surrounding workers who are the recipients of these notifications, the green status indicator lights indicating "normal" vehicle operation and "permission" to approach the vehicle will be arranged at different distances using the same color. In addition, the status indicator light for the autonomous driving manager will be placed above the driver's cab, while the status indicator light for surrounding workers will be placed below the driver's cab, making it easier for the status indicator lights indicating the information needed by each recipient to be seen.

[0067] Furthermore, by configuring the proximity permission indicator 62e and the action request indicator 62f, which are intended to notify surrounding workers, in connected positions, it is easy to identify the content of these two notifications that are directed to surrounding workers.

[0068] Furthermore, safety and workability can be further improved by applying methods such as those described below.

[0069] The driver's indicator light 62d can be configured at a location that the operator cannot visually confirm from the cab while riding in the cab, and the proximity warning indicator light 62e can be configured at a location that the operator can visually confirm from the cab while riding in the cab and at a location that can be visually confirmed by surrounding workers outside the cab near the cab.

[0070] In this case, of the same green indicator lights, namely the driving indicator light 62d and the proximity permit indicator light 62e, only the proximity permit indicator light 62e enters the field of vision of the operator sitting in the cab 4. Therefore, when the operator is in the cab, the ease of identification of the proximity permit state (a state in which the possibility of surrounding workers approaching is high) can be improved, thereby improving safety.

[0071] In addition, the illumination of the proximity warning indicator 62e can be confirmed while the operator is seated, thus allowing confirmation from inside the cab that the proximity warning indicator 62e is functioning correctly.

[0072] Additionally, the proximity warning indicator 62e can be positioned so that workers around the visually confirmed proximity warning indicator 62e enter the field of vision of the operator riding in the cab 4.

[0073] As a rule at the work site, where approach is permitted only when the proximity warning indicator 62e is illuminated, workers in the vicinity must first confirm the illumination status of the proximity warning indicator 62e before approaching the vehicle. Therefore, if the location of the proximity warning indicator 62e is visible within the field of vision of the operator in the cab 4, then when other workers approach the vehicle, those workers can quickly enter the operator's field of vision. This reduces the likelihood of workers approaching from directions such as the right rear of the vehicle that are difficult for the operator in the cab 4 to visually confirm, thus improving safety at the work site.

[0074] As described above, by studying the configuration and display colors of each status indicator light 62, the necessary information can be accurately identified by both operators located around the vehicle body and operators located far from the vehicle body (vehicle body managers / monitors), thereby improving operator safety and workability.

[0075] like Figure 2 As shown, the hydraulic excavator 100 includes: a body control device 11 that controls the overall movement of the machine body; a locking switch 12, which is a lever-type switch used to switch whether the movement of all parts of the machine body can be switched; a display device 5 that displays various instrument and machine information so that the operator can check the status of the hydraulic excavator; a switch box 13 for manually changing the engine speed or operating the display device 5; and a monitor control device 14 that accepts various switch inputs from the switch box 13 and changes the display content of the display device 5. The body control device 11, locking switch 12, display device 5, switch box 13, and monitor control device 14 are installed inside the cab 4.

[0076] In addition, the cab 4 of the hydraulic excavator 100 is equipped with operating devices 15 for performing various operations of the hydraulic excavator. The operating devices 15 include, for example, multiple levers for operating boom raising, boom lowering, stick pushing, stick tilting, bucket pushing, bucket tilting, left slewing, right slewing, right forward travel, right reverse travel, left forward travel, and left reverse travel.

[0077] The hydraulic excavator 100 is equipped with an engine 16 as the prime mover. The engine control device 17, which is electrically connected to the engine 16, monitors the state of the engine 16 based on signals from temperature sensors and pickup sensors assembled on the engine, and controls the speed and torque through control valves, etc.

[0078] The vehicle control unit 11, monitor control unit 14, and engine control unit 17 are connected via CAN communication to send and receive necessary information.

[0079] For example, regarding engine speed control, the vehicle control unit 11 calculates the target engine speed based on the control voltage set and output by the engine control dial, the operating status of the operating device 15, the load status of the hydraulic pump 18, temperature conditions, etc., and sends the calculated target engine speed to the engine control unit 17. The engine control unit 17 controls the engine 16 in a manner that corresponds to the target engine speed calculated by the vehicle control unit 11, and calculates the actual engine speed based on the signals from the pickup sensors built into the engine 16 and sends it to the vehicle control unit 11. The monitor control unit 14 acquires the target engine speed and the actual engine speed on the CAN communication, and displays the acquired target engine speed, actual engine speed, and other information as one of the vehicle status displays on the display device 5.

[0080] Working oil discharged from the variable capacity hydraulic pump 18 driven by the engine 16 is supplied to the travel hydraulic motor 1a, the swing hydraulic motor 2a, the boom cylinder 3d, the stick cylinder 3e, and the bucket cylinder 3f via the control valve 19 that controls the flow of hydraulic oil to each hydraulic actuator 1a, 2a, 3d, 3e, and 3f.

[0081] Furthermore, in this embodiment, a case with one hydraulic pump 18 is illustrated, but it is also possible to equip multiple hydraulic pumps to take into account situations such as operating multiple actuators simultaneously.

[0082] The operating device 15 is an electric operating lever that outputs a PWM output signal (operation signal) corresponding to the operation amount to the vehicle control device 11.

[0083] The pilot pump 20, which serves as the hydraulic power source, is driven by the engine 16. The discharge pressure from the pilot pump 20 is supplied to the pump regulator 21 and the locking valve 22, which serves as the action locking unit. The discharge pressure from the pilot pump 20 is maintained at the pilot primary pressure (e.g., 4 MPa) through a pilot relief valve (not shown).

[0084] The pump regulator 21 has an electromagnetic proportional valve, namely a pump flow control solenoid valve, used to reduce the pilot primary pressure from the pilot pump 20. The pilot primary pressure is reduced based on the command current output from the vehicle control device 11 to generate a pump flow control pressure (secondary pressure). Additionally, the pump regulator 21 has a control mechanism for controlling the tilt (discharge volume) of the hydraulic pump 18, controlling the volume of the hydraulic pump 18, i.e., the discharge flow rate, based on the output (pump flow control pressure) of the pump flow control solenoid valve.

[0085] The pump regulator 21 controls the hydraulic pump 18 to achieve the following characteristics: the pump volume is minimized when the pump flow control pressure is minimum (e.g., 0 MPa), and the pump volume is maximized when the pump flow control pressure is maximum (e.g., 4 MPa). The pump flow control solenoid valve is in the off position (e.g., 0 MPa) in the non-controlled state (e.g., 0 mA) and is controlled such that the pump flow control pressure increases as the command current from the vehicle body control device 11 increases.

[0086] A pump flow control pressure sensor 23 is provided in the pump regulator 21 to detect the pump flow control pressure. The pump flow control pressure detected by the pump flow control pressure sensor 23 is input to the vehicle control device 11 as a detection signal. The vehicle control device 11 uses a pre-established relationship between the pump flow control pressure and the pump volume, estimates the pump volume based on the pump flow control pressure detected by the pump flow control pressure sensor 23, multiplies the estimated pump volume by the engine speed, and thereby calculates the discharge flow rate of the hydraulic pump 18.

[0087] Locking valve 22 is an action locking unit that switches between whether all movements of the vehicle body are possible. Locking valve 22 is switched between the cut-off position and the connected position via a solenoid driven by vehicle body control device 11.

[0088] When the locking lever (not shown) located in the cab 4 is in the locked position, the locking switch 12 is in the open (terminals open) state. The vehicle control device 11 monitors the state of the locking switch 12 and switches the locking valve 22 to the de-energized cut-off position when the locking switch 12 is open.

[0089] Additionally, the locking switch 12 is in the ON (terminal-to-terminal) state when the locking lever is in the OFF position. The vehicle control unit 11 monitors the state of the locking switch 12 and switches to the ON position of the energized state by applying a control voltage (e.g., 24V) to the locking valve 22 when the locking switch 12 is ON.

[0090] A pilot pressure control pressure reducing valve 24 is provided in the pilot circuit between the locking valve 22 and the control valve 19. The vehicle control device 11 drives the pilot pressure control pressure reducing valve 24 according to the magnitude of the lever operation amount, which is the input signal of the operating device 15.

[0091] When the locking valve 22 is in the connected position, a pilot primary pressure is supplied to the pilot pressure control pressure reducing valve 24. When the pilot operating pressure is generated by the pilot pressure control pressure reducing valve 24, the generated pilot operating pressure causes multiple valve cores (direction switching valves) in the control valve 19 to move, thereby adjusting the flow of working oil discharged from the hydraulic pump 18, so as to enable the corresponding hydraulic actuators 1a, 2a, 3d, 3e, and 3f to operate.

[0092] When the locking valve 22 is in the off position, no pilot primary pressure is supplied to the pilot pressure control pressure reducing valve 24, and therefore no pilot operating pressure is generated (e.g., becomes 0 MPa), and the hydraulic actuators 1a, 2a, 3d, 3e, and 3f cannot operate.

[0093] That is, the ability to perform all vehicle movements is controlled by the position of the locking lever (not shown) located in the driver's cab 4. Specifically, all vehicle movements are prohibited when the locking lever is in the locked position, and permitted when the lever is in the released position.

[0094] An operating pressure sensor 25 for detecting the pilot operating pressure is provided in the pilot circuit between the pilot pressure control pressure reducing valve 24 and the control valve 19.

[0095] The detection signal from the operating pressure sensor 25 is input to the vehicle control device 11. Based on the pilot operating pressure detected by the operating pressure sensor 25, the vehicle control device 11 can monitor the operating status of the hydraulic excavator 100 and whether the pilot pressure control pressure reducing valve 24 is working properly.

[0096] A pump discharge pressure sensor 26 for detecting pump discharge pressure is installed in the delivery circuit between the hydraulic pump 18 and the control valve 19. The vehicle control unit 11 can determine the pump load of the hydraulic pump 18 of the hydraulic excavator 100 based on the pump discharge pressure detected by the pump discharge pressure sensor 26.

[0097] The vehicle control unit 11 calculates the target pump flow rate based on the engine speed and the input from the operating device 15. Additionally, the vehicle control unit 11 calculates the horsepower limit based on the engine speed, operating conditions, and other vehicle conditions (temperature, etc.), and calculates the upper limit pump flow rate based on the horsepower limit based on the input from the pump discharge pressure sensor 26 and the horsepower limit. The vehicle control unit 11 selects the smaller of the target pump flow rate based on the operation and the upper limit pump flow rate based on the horsepower limit as the target pump flow rate, and drives the pump flow control solenoid valve to make the discharge flow rate of the hydraulic pump 18 the target pump flow rate.

[0098] The communication terminal 61 receives command signals from outside the vehicle body for remote control, autonomous driving, and other unmanned driving functions. In addition, it sends the vehicle body's posture and various status information to the outside.

[0099] The communication terminal 61 is connected to the external operation control device 60 via CAN communication. Additionally, the external operation control device 60 is also connected to the vehicle control device 11 via CAN communication. When the hydraulic excavator 100 is in unmanned driving (remote driving, automatic driving) mode, the external operation control device 60 transmits the operation commands received from the outside via the communication terminal 61 to the vehicle control device 11, thereby executing the actuator actions and pump / valve operations during unmanned driving.

[0100] In addition, the external operation control device 60 can monitor the status of various switches and sensors connected to the vehicle control device 11 by communicating with the vehicle control device 11 via CAN.

[0101] In addition to the external operation control device 60, the communication terminal 61 is also connected to the vehicle control device 11 via CAN communication, and can send various status information of the vehicle (temperature, engine speed, attitude information, etc.) received from the vehicle control device 11 to the remote operation device and control room via the network.

[0102] In addition, the communication terminal 61 can also send instructions to the monitor control device 14 via the vehicle control device 11, and can make the monitor (display device 5) display specific messages, icons, etc. according to the instructions from the remote location.

[0103] In addition, the communication terminal 61 is connected to multiple cameras 63 on the vehicle via Ethernet communication. The communication terminal sends the image signal through the network, so that the surrounding image of the vehicle can be confirmed even from a distance.

[0104] The external operation control device 60 is electrically connected to six rotating lights: a work indicator light 62a, a warning indicator light 62b, a communication indicator light 62c, a driving indicator light 62d, an approach permission indicator light 62e, and an action request indicator light 62f. These lights serve as status indicators to notify the surroundings of the vehicle's status and are switched on (on) and off (off) according to the instructions of the external operation control device 60.

[0105] In addition, an external speaker 66 (notification device) is connected to the external operation control device 60 for notifying surrounding operators of voice messages and alarm sounds related to autonomous driving, and outputs notification sounds according to the instructions of the external operation control device 60.

[0106] The hydraulic excavator 100 has a driving state switching switch 64 installed in the cab 4 for switching between manned and unmanned driving, and is electrically connected to the vehicle control device 11. The driving state switching switch 64 is a so-called momentary switch, and the vehicle control device 11 can determine whether the driving state switching switch 64 is pressed (on) or not pressed (off).

[0107] Additionally, the operator's cab 4 of the hydraulic excavator 100 is equipped with an illumination condition switching switch 65 for changing (switching) the illumination conditions of the status indicator light 62, which is electrically connected to the vehicle control device 11. The illumination condition switching switch 65 is a so-called momentary switch, and the vehicle control device 11 can determine whether the illumination condition switching switch 65 is pressed (on) or not pressed (off).

[0108] Although not illustrated here, the vehicle control device 11, monitor control device 14, engine control device 17, and external operation control device 60 are respectively composed of a central processing unit (CPU), a memory, and an interface. The central processing unit (CPU) executes the program pre-stored in the memory. The central processing unit (CPU) processes the set values ​​stored in the memory and the signals input from the interface, and outputs signals from the interface.

[0109] Figure 4 This is a state transition diagram representing the control states of the vehicle body in a hydraulic excavator. Additionally, Figure 5 It means in Figure 4 The diagram illustrates the relationship between the feasibility of vehicle operation based on the operator and remote (external) commands under each control state. Figure 5 In the table, the relationship between the control status 211, the feasibility of vehicle operation by the operator 212, and the feasibility of vehicle operation by remote (external) commands 213 is represented in tabular form.

[0110] Here, vehicle operation refers to all operations other than the operation of turning the start button of the hydraulic excavator 100 on / off and the operation of pressing the driving state switching switch 64. These include starting and stopping the engine 16, turning off and releasing the locking valve 22, operating the hydraulic actuators 1a, 2a, 3d, 3e, and 3f, operating other electrical components, and changing the vehicle's settings.

[0111] When the hydraulic excavator 100 is in the button-off (power off) state 300, when the button is turned on by the operator sitting in the cab 4, the vehicle control device 11 and the external operation control device 60 switch to the manned driving state 310.

[0112] The manned driving mode 310 refers to the state in which the hydraulic excavator 100 is operated manually. For example... Figure 5 As shown, in manned driving mode 310, the vehicle can be operated by an operator sitting in the driver's cab 4; however, vehicle operation based on remote (external) commands is not possible.

[0113] In the manned driving state 310, when the locking valve 22 is in the off state, when the operator sitting in the driver's cab 4 presses the driving state switching switch 64, the vehicle control device 11 and the external operation control device 60 will transition to the unmanned driving temporary deactivation state 321, which is one of the unmanned driving states 320.

[0114] In addition, in the temporary deactivation state 321 of the driverless state 320, when the locking valve 22 is in the cut-off state, if the operator in the driver's cab 4 presses the driving state switching switch 64, the vehicle control device 11 and the external operation control device 60 will switch to the manned driving state 310.

[0115] Here, the condition for the state change between manned driving state 310 and unmanned driving state 320 includes the shut-off state of locking valve 22 in order to switch between manned and unmanned driving control states when the vehicle body must stop (i.e., the hydraulic actuators 1a, 2a, 3d, 3e, 3f are not activated), so as to prevent the vehicle body from moving unexpectedly and suddenly during the control state switch.

[0116] In this embodiment, at the work site where the unmanned construction machinery (hydraulic excavator 100) is operating, all operators possess a communication terminal capable of network connectivity (operator communication terminal: for example, a watch-type wearable terminal). The operator communication terminal, the construction machinery (hydraulic excavator 100), and the control room for managing and monitoring unmanned operation are connected to the same network, enabling data transmission and reception based on mutual communication through each device.

[0117] like Figure 5 As shown, in the state of temporary deactivation of driverless operation 321, the vehicle can be operated by an operator sitting in the driver's cab 4, but vehicle operation based on remote (external) commands is not allowed.

[0118] In the temporary deactivation state 321, the operator in the cab 4 (the operator who pressed the driving state switch 64), after moving outside the vehicle's working area and confirming the safety around the vehicle, sends a driverless start permission signal to the vehicle and control room via a communication terminal. In the temporary deactivation state 321, when the hydraulic excavator 100 receives the driverless start permission signal, the vehicle control device 11 and the external operation control device 60 switch to driverless standby state 322.

[0119] The unmanned standby state 322 is a state in which remote operation can be initiated at any time based on the judgment of the control room. For example... Figure 5 As shown, in the unmanned standby state 322, the vehicle operation (operation of levers and switches within the driver's cab 4) by the operator in the cab 4 is switched off. Furthermore, vehicle operation based on remote (external) commands is also prohibited.

[0120] In the unmanned standby state 322, if the unmanned state 320 is cancelled and the system returns to the manned state 310, an unmanned stop signal is sent from the operator's communication terminal or the control room to the hydraulic excavator 100. If the hydraulic excavator 100 receives the unmanned stop signal in the unmanned standby state 322, the vehicle control device 11 and the external operation control device 60 are switched to the unmanned temporary deactivation state 321. Therefore, when the locking valve 22 is in the off state, the operator in the cab 4 presses the driving state switching switch 64, thereby enabling the vehicle control device 11 and the external operation control device 60 to switch to the manned state 310.

[0121] In the unmanned standby state 322, the control room sends an unmanned start signal to the hydraulic excavator 100. When the hydraulic excavator 100 receives the unmanned start signal, the vehicle control device 11 and the external operation control device 60 switch to the unmanned operation state 323.

[0122] like Figure 5 As shown, in the unmanned operation state 323, the operator sitting in the cab 4 cannot operate the vehicle body (operations such as levers and switches in the cab). All operations can only be performed through remote (external) commands.

[0123] Thus, in this embodiment, the transition from the temporarily deactivated autonomous driving state 321 to the autonomous driving standby state 322 is configured to proceed to the autonomous driving operation state 323. Specifically, in order to transition to the autonomous driving operation state 323, which enables vehicle operation based on remote (external) commands, a confirmation process is required between the operators around the vehicle and the control room, starting with the transmission of an autonomous driving start authorization signal via the operator's communication terminal. By defining this state transition process, unintended, timed autonomous driving operations (vehicle movements) that are not permitted for surrounding operators and for which safety confirmation of the surrounding area cannot be obtained can be prevented, thereby improving safety.

[0124] During operation in unmanned operation state 323, when the operator sitting in the cab 4 temporarily operates the vehicle or returns to manned operation state 310, the control room sends an unmanned stop signal to the hydraulic excavator 100. When the hydraulic excavator 100 receives the unmanned stop signal, the vehicle control device 11 and the external operation control device 60 switch to the unmanned temporary deactivation state 321.

[0125] Furthermore, in the preferred unmanned operation state 323, the unmanned stop signal cannot be sent from the operator's communication terminal (or, in the vehicle control device 11 and external operation control device 60 on the vehicle side, the unmanned stop signal from the operator's communication terminal is not accepted in the unmanned operation state 323). Therefore, unmanned operation will not unexpectedly stop, improving the operability of unmanned driving.

[0126] In unmanned operation state 323, when a nearby operator temporarily requests an unmanned stop, the operator sends a stop request to the control room via their communication terminal. Upon receiving the stop request, the administrator and monitor in the control room instructs the vehicle to move until the task is assigned. After aligning the vehicle's posture with the appropriate stopping posture, an unmanned stop signal is sent to the vehicle. Upon receiving the stop signal, the vehicle transitions to the temporary de-enabled state 321. This allows for a normal stop of the unmanned operation, thus enabling management of the unmanned operation process, safe operation termination, and improved safety and workability at the work site.

[0127] In the states of temporary deactivation of autonomous driving (321), standby autonomous driving (322), and operation autonomous driving (323), when the vehicle receives an emergency stop signal sent due to the pressing of an emergency stop switch (not shown) or via a network, the vehicle control device 11 and the external operation control device 60 transition to the forced autonomous driving stop state (324). Similarly, in the states of temporary deactivation of autonomous driving (321), standby autonomous driving (322), and operation autonomous driving (323), when the vehicle control device 11 and the external operation control device 60 determine that an anomaly has occurred that hinders continued autonomous driving, they also transition to the forced autonomous driving stop state (324).

[0128] The behavior of the vehicle under the forced stop state 324 can be set according to the severity of the event.

[0129] For example, if a situation is determined to be dangerous by continuously running engine 16, consider automatically stopping engine 16. Alternatively, if the forward posture deviates from the normal range, only the operation of hydraulic actuators 1a, 2a, 3d, 3e, and 3f may be stopped.

[0130] Regarding methods for stopping hydraulic actuators 1a, 2a, 3d, 3e, and 3f, for example, if the emergency stop switch is pressed, consider stopping hydraulic actuators 1a, 2a, 3d, 3e, and 3f immediately. Alternatively, if the situation is a network connection interruption, control on the vehicle side can gradually stop hydraulic actuators 1a, 2a, 3d, 3e, and 3f. This reduces the impact of significant shaking of the vehicle body and cargo due to an emergency stop, thus improving safety.

[0131] In addition, regarding the locking valve 22, if it automatically switches to the locked state when the vehicle body is stopped, it can prevent accidental operation such as the operator accidentally contacting the lever and causing the vehicle body to move when riding in it.

[0132] like Figure 5 As shown, in the driverless forced stop state 324, the driverless vehicle is stopped. Therefore, vehicle operation can only be performed by the operator (lever, switch, etc. inside the driver's cab 4) sitting in the cab 4.

[0133] In the unmanned forced stop state 324, with the locking valve 22 in the off state, if the operator in the cab 4 presses the driving state switching switch 64, the vehicle control device 11 and the external operation control device 60 will switch to the manned driving state 310. Thus, for example, even if network connectivity problems prevent unmanned driving, the operator can still move the vehicle body backward from the cab 4 of the hydraulic excavator 100.

[0134] In addition, under the unmanned forced stop state 324, if the vehicle control device 11 and the external operation control device 60 determine that the abnormal state has been eliminated, the system will automatically transition to the unmanned temporary deactivation state 321.

[0135] Next, the control of the status indicator lights based on the external operation control device will be explained.

[0136] Figure 6 This diagram illustrates the switching of control modes for the status indicator lights when the vehicle is in a manned driving situation. Figures 7-9 This is a diagram showing the control tables for each control mode. Additionally, Figure 10 This is a diagram showing the control panel in an unmanned driving mode.

[0137] exist Figures 7-10 In the control table shown, the relationship between the name 221, display color 222, and illumination condition (the state of the vehicle body when illuminated) 223 of the status indicator lamps is set according to the status indicator lamps (more specifically, according to the names 221a to 221f of the status indicator lamps) and stored in the external operation control device 60.

[0138] The external operation control device 60 controls the illumination of the status indicator light 62. The illumination control of the status indicator light 62 is roughly divided into switching between manned driving mode 310 and unmanned driving mode 320. Furthermore, the illumination control in manned driving mode 310 switches between "illumination control mode 1" and "illumination control mode 3" each time the illumination condition switching switch 65 is pressed.

[0139] First, the lighting control for vehicle 310 in manned driving mode will be explained.

[0140] External operation control device 60 maintains "lighting control mode 1" (refer to...) Figure 7 "Light-up Control Mode 2" (refer to) Figure 8 "Light-up Control Mode 3" (refer to) Figure 9 These three control tables serve as the illumination control modes for the status indicator light 62 in manned driving mode 310. Whenever the operator in the cab 4 presses the illumination condition switching switch 65, the control mode switches in the sequence of "Illumination Control Mode 1", "Illumination Control Mode 2", "Illumination Control Mode 3", and back to "Illumination Control Mode 1". Furthermore, the external operation control device 60 stores the illumination control mode selected when the button is closed, and reads and uses the previously selected illumination control mode when the button is next opened.

[0141] like Figure 7 As shown, in the "Light-up Control Mode 1" of the manned driving state 310, the work indicator light 62a illuminates when the engine is running. This is to notify the surroundings that the hydraulic excavator 100 is in operation.

[0142] The proximity warning indicator 62e illuminates when the engine is stopped or when the locking valve 22 is in the off position. That is, it illuminates when it is ensured that the vehicle body is not moving.

[0143] Therefore, when nearby workers need to stop approaching the vehicle, they can visually confirm whether the operator in the cab 4 has reliably brought the vehicle to a stop, thus improving the safety of the work site.

[0144] Warning indicator 62b, communication indicator 62c, driving indicator 62d, and action request indicator 62f are status indicator 62 used to notify information associated with the autonomous driving state 320, and therefore are always off.

[0145] Therefore, by not notifying surrounding operators of unnecessary information, the visual confirmation of whether the information is truly needed, i.e., the proximity permission, can be improved. Furthermore, for operators who manage and monitor unmanned vehicles, by confirming that the status indicator light 62 of these unmanned vehicle states is turned off, it can also be determined that it is not an unmanned state 320 (becoming a state that does not accept external commands).

[0146] like Figure 8 As shown, in the "Lighting Control Mode 2" of the manned driving state 310, the work indicator light 62a is illuminated when the engine 16 is running, just like in "Lighting Control Mode 1," but all other status indicator lights remain off. That is, it becomes the same lighting mode as the hydraulic excavator with only a manned driving state.

[0147] The ability to provide a notification indicating proximity permission, such as in "Light-up Control Mode 1", can improve safety for nearby workers. However, since the proximity permission indicator 62e is located in the field of vision of the operator sitting in the cab 4, it is possible to feel annoyed by the continuous illumination of the proximity permission indicator 62e during work interruptions, engine stops, or when the locking valve is cut off.

[0148] In such cases, the notification of approach permission to surrounding workers is used in the same way as before (based on gestures, voice, and sound), prioritizing the work of the operator in the cab 4, and can select a mode that keeps the approach permission indicator 62e always off (i.e., "light control mode 2").

[0149] like Figure 9 As shown, the difference between "lighting control mode 3" and "lighting control mode 1" in the manned driving state 310 is that the status indicator light 62 that is illuminated when the engine is stopped or when the locking valve 22 is in the cut-off position, that is, when the vehicle body is in a state of ensuring that it is not moving, is set to driving indicator light 62d instead of approach permission indicator light 62e.

[0150] This eliminates the concern in "Light-up Control Mode 1," namely, the annoyance caused by the status indicator 62, which illuminates when the vehicle is manned, entering the operator's field of vision in the cab 4. In unmanned mode 320, when the driving indicator 62d is illuminated, the communication indicator 62c will also be illuminated. Therefore, for operators managing and monitoring unmanned operation, by confirming that the communication indicator 62c is off, even if the driving indicator 62d is illuminated, it can be determined that it is not unmanned mode 320 (i.e., a state where external commands are not accepted).

[0151] Next, the illumination control in autonomous driving mode 320 will be explained. The external operation control device 60 maintains the prescribed illumination control mode for the status indicator light 62 in autonomous driving mode 320 (see...). Figure 10 ) control table.

[0152] like Figure 10 As shown, in the unmanned driving state 320, the operation indicator light 62a is illuminated when the engine is running.

[0153] Warning indicator 62b illuminates when the control state is in the unmanned forced stop state 324. The red indicator light notifies the administrator and monitor that an abnormal state has occurred, preventing continued unmanned operation.

[0154] The communication indicator light 62c illuminates when the control state is any of the following: unmanned temporary deactivation state 321, unmanned standby state 322, unmanned operation state 323, or unmanned forced stop state 324 (i.e., not in a manned state) and the network connection between the vehicle and the control room is normal. During actual operation, it is turned off in manned state 310. Therefore, when the operator in the cab 4 presses the driving state switch 64 to switch to the unmanned temporary deactivation state 321, the light switches from off to on if the network connection is normal. The operator confirms that the communication indicator light 62c is on and the warning indicator light 62b is off, thus recognizing that the vehicle is in an unmanned state.

[0155] The driving indicator light 62d illuminates when the control state is unmanned operation state 323. When the driving indicator light 62d is illuminated, vehicle operation based on the operator sitting in the cab 4 is not allowed, but vehicle operation based on remote (external) commands is possible.

[0156] The proximity warning indicator 62e illuminates when the control state is in any of the following: unmanned temporary deactivation state 321, unmanned standby state 322, or unmanned forced stop state 324 (i.e., not unmanned operation state 323 in unmanned state 320) and the engine is stopped or the locking valve 22 is in the off state (i.e., ensuring the vehicle body is not moving). Even when the engine is stopped or the locking valve 22 is off, it will not illuminate (is off) if it is unmanned operation state 323. This is to account for the possibility that even if the locking valve 22 is off, the vehicle body may be able to start moving by remotely (externally) commanding the locking valve 22 to the deactivation state in unmanned operation state 323. The proximity warning is only notified to nearby operators when the system reliably becomes unresponsive to remote (external) commands, thereby further improving safety.

[0157] The action request indicator 62f illuminates when an abnormal state occurs in the vehicle body in the unmanned state 320, requesting the operator to board the driver's cab to perform a specific action (this is one of the transition conditions to the unmanned forced stop state 324), or when the vehicle body receives an illumination signal for the action request indicator 62f. Here, the illumination signal for the action request indicator 62f is sent from the control room managing and monitoring unmanned operation via a network.

[0158] For example, during remote operation in driverless state 320 (i.e., driverless operation state 323), when the network connection between the vehicle and the control room is cut off, the driving state transitions from driverless operation state 323 in driverless state 320 to driverless forced stop state 324. The external operation control device 60 stops the operation of hydraulic actuators 1a, 2a, 3d, 3e, and 3f, and shuts off the locking valve 22. Although the vehicle in this state (driverless forced stop state 324) cannot be operated based on remote (external) commands, leaving the vehicle in an abnormal state for an extended period will hinder operations. Therefore, to resume operations, it is necessary to change the vehicle's posture or move the vehicle to a safe location or a specific refuge area. However, it is conceivable that if the manager and monitor need to travel from the control room, which is located far from the vehicle, to the vehicle, it will take time, or if there is only one manager and monitor without an operator in the control room to confirm information, the efficiency of resuming operations will decrease.

[0159] In this case, the operation rules of the work site, which are the premise, are shared in advance: "When the action request indicator light 62f is lit, sit in the driver's cab 4 of the vehicle and assist in resuming the operation". Thus, when the vehicle is in an unmanned forced stop state 324, the action request indicator light 62f is lit, thereby enabling the operator near the vehicle to request assistance.

[0160] Furthermore, when the action request indicator 62f is lit, if the monitor (display device 5) in the driver's cab 4 displays the contact information (telephone number) of the control room and the management monitor, as well as the operations and actions requested by the operator, the recovery operation can be carried out smoothly.

[0161] In other scenarios, such as when operating normally in an unmanned state and needing to visually confirm the surroundings of the vehicle, an action request indicator can be sent from the control room to the vehicle simultaneously with a stop signal. In this case, by involving nearby workers in the cab, the vehicle's stopping time can be reduced, thereby improving the overall workability of the work site.

[0162] Furthermore, when the action request indicator 62f is lit, if sound guidance is output from the external speaker 66 connected to the external operation control device 60, the surrounding operators will be able to more easily notice the status of the vehicle.

[0163] Furthermore, workability can be further improved by using the extinguishing of the action request indicator 62f as follows: For example, when the action request indicator 62f is illuminated, in the case of requesting the operator to ride on the hydraulic excavator 100 to carry out a recovery response, the external operation control device 60 and the remote control room monitor the status of the vehicle at this time (e.g., abnormal conditions, vehicle posture, etc.). At this time, if the external operation control device 60 and the control room determine that the extinguishing conditions are met, the external operation control device 60 extinguishes the action request indicator 62f. The extinguishing conditions include that the work requiring the operator to ride on the excavator and carry out the response has been completed (e.g., the abnormal condition has been eliminated, or the vehicle posture has been changed to a specified position).

[0164] With this configuration, the operator riding on the hydraulic excavator 100 can more clearly know that the action request indicator 62f has been completed by observing the illumination of the indicator light 62f. Therefore, the operator can quickly and accurately judge the completion of the work and further improve the workability of the work site.

[0165] Furthermore, at this time, if the operator riding the hydraulic excavator 100 and the vehicle manager and monitor can exchange information through communication via the operator's communication terminal, the communication terminal 61 in the cab 4, etc., the operation can be carried out more quickly and accurately.

[0166] The effects of this embodiment, configured as described above, will be explained.

[0167] Consider the following scenario: When construction machinery is operating unmanned (remote driving, automatic driving), workers around the machinery may need to stop approaching the unmanned vehicle or interrupt the operation of the machinery.

[0168] At this point, for example, even if the surrounding operators are able to forcibly stop the unmanned (remote driving, autonomous driving) construction machinery, if the unmanned operation is actually stopped, the unmanned operation will be unexpectedly interrupted or stopped, resulting in an unnecessary reduction in workability.

[0169] Even when a manager of remotely managed construction machinery requests a temporary halt to autonomous driving via some means of communication, if the surrounding workers are not informed that the vehicle is inactive, they cannot confirm safety and therefore cannot approach the machinery, leading to reduced workability. Furthermore, consider the following scenario: even if autonomous driving is not interrupted, surrounding workers may mistakenly believe the machinery is inactive and thus become indifferent to its operation.

[0170] Furthermore, when construction machinery is operating without human intervention (remote driving, autonomous driving), the manager monitoring the unmanned operation needs to understand the machinery's operational status for safety and operational management. The unmanned construction machinery connects to the control devices operated by the manager via network communication. If the network connection is normal, the manager can monitor the vehicle's status through monitors in the control room. However, if network communication is interrupted, the manager cannot confirm the machinery's operational status through monitors.

[0171] In contrast, in this embodiment, the hydraulic excavator 100 operating at the construction site includes: a vehicle control device 11 that controls the movement of the hydraulic excavator 100; an external operation control device 60 that generates control signals based on operation signals received from the outside via a communication terminal 61 and sends the control signals to the vehicle control device 11, thereby enabling unmanned driving control that does not require an operator to sit in the cab 4; a driving indicator light 62d that indicates that the unmanned driving of the hydraulic excavator 100 is in normal operation; and a proximity clearance indicator light 62e. This indicates the operator's permission to approach the hydraulic excavator 100. Based on information collected by the vehicle control device 11, the external operation control device 60 controls the driver's license indicator 62d to illuminate when it is determined that the hydraulic excavator 100 is operating normally, and controls the approach permission indicator 62e to illuminate when it is determined that the operator is allowed to approach the hydraulic excavator 100. Therefore, the vehicle's operating status can be concisely communicated to the surrounding operators and managers, thereby taking into account both the safety and workability of the operators and managers around the vehicle.

[0172] <Postscript>

[0173] Furthermore, the present invention is not limited to the embodiments described above, and includes various modifications and combinations of embodiments without departing from its spirit. Additionally, the present invention is not limited to having all the structures described in the above embodiments, and also includes structures in which a portion of the structure has been modified or deleted.

[0174] For example, in the above embodiment, it was described that the information assigned to the information display lights 62 was transmitted to the operators around the hydraulic excavator 100 and the managers and monitors in the control room by illuminating the status indicator lights 62, but it is not limited to this. For example, the information can also be transmitted by flashing the status indicator lights 62.

[0175] Furthermore, the aforementioned structures and functions can also be implemented, for example, by designing part or all of them in an integrated circuit. Alternatively, the aforementioned structures and functions can be implemented in software by a processor interpreting and executing programs that implement each function.

[0176] Explanation of reference numerals in the attached figures

[0177] 1…Lower traveling body, 1a…Traveling hydraulic motor, 1b…Tracks, 2…Upper slewing body, 2a…Slewing hydraulic motor, 3…Front work machine, 3a…Boom, 3b…Stick, 3c…Bucket, 3d…Boom cylinder, 3e…Stick cylinder, 3f…Bucket cylinder, 4…Cab, 5…Display device, 6-8…Angle sensor, 9…Tilt sensor, 10…Slewing angle sensor, 11…Vehicle control device, 12…Lock switch, 13…Switch box, 14…Monitor control device, 15…Operating device, 16…Engine, 17…Engine control device, 18…Hydraulic pump, 19…Control valve, 20…Pilot pump, 21…Pump regulator, 22…Lock valve, 23…Pump flow control pressure sensor, 24…Pilot pressure control pressure reducing valve, 25…Operating pressure sensor, 26…Pump discharge Pressure sensor, 60…external operation control device, 61…communication terminal, 62…status indicator light, 62a…work indicator light, 62b…warning indicator light, 62c…communication indicator light, 62d…driving indicator light, 62e…proximity permission indicator light, 62f…action request indicator light, 63…camera, 64…driving status switch, 65…illumination condition switch, 66…external speaker, 100…hydraulic excavator, 221a~221f…names of status indicator lights, 222…display color, 223…illumination condition, 300…status, 310…manned driving status, 320…unmanned driving status, 321…unmanned driving temporarily deactivated status, 322…unmanned driving standby status, 323…unmanned driving operation status, 324…unmanned driving forced stop status.

Claims

1. An engineering machine equipped with an engine and operating on a construction site, characterized in that, The engineering machinery has the following features: A vehicle control device that controls the movement of the construction machinery; An external operation control device generates control signals based on operation signals received from the outside via a communication terminal, and sends the control signals to the vehicle control device, thereby enabling unmanned driving control that does not require an operator to sit in the driver's cab. The driving indicator light indicates that the unmanned driving of the construction machinery is in normal operation; The proximity warning indicator light indicates that the operator has given permission to approach the construction machinery. The external operation control device, based on information collected by the vehicle control device, controls the driver indicator light to illuminate when the construction machinery is determined to be operating normally. This applies when the construction machinery is in any of the following states: an unmanned standby state where neither the operator in the cab nor the operator receiving external operation signals is permitted; or an unmanned forced stop state where the construction machinery receives an emergency stop signal from the outside. Furthermore, the device controls the proximity permit indicator light to illuminate when the engine is stopped or the locking valve for switching the construction machinery's operation is in the off position.

2. The engineering machinery according to claim 1, characterized in that, The driver indicator light and the proximity warning light are respectively configured in different positions.

3. The engineering machinery according to claim 2, characterized in that, The driving indicator light and the proximity warning light are illuminated in the same color.

4. The engineering machinery according to claim 2, characterized in that, The driver indicator light is positioned above the driver's cab where the operator sits. The proximity warning indicator is positioned below the cab.

5. The engineering machinery according to claim 2, characterized in that, The driving indicator light is positioned on the upper part of the vehicle body of the construction machinery. The proximity warning light is positioned on the vehicle body below the driver's license indicator light.

6. The engineering machinery according to claim 2, characterized in that, The driver indicator lights are positioned in a location that the operator in the driver's cab cannot visually confirm. The proximity warning indicator is positioned in a location that can be visually confirmed by the operator in the cab and by workers around the cab.

Images