Surveillance system

Abstract

To prevent a working vehicle in a monitoring mode from being stolen.SOLUTION: The monitoring system 100 includes the remote communications apparatus 50 and the work machine 1 having the monitoring mode in which the monitoring operation by the remote communications apparatus 50 can be performed and the manual mode in which the manual operation can be performed, and the work machine 1 includes the control device 60 that sets the allowance mode in which the monitoring mode can be shifted to the manual mode when the allowance signal is received from the remote communications apparatus 50 in the monitoring mode.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a monitoring system for monitoring a work vehicle. [Background technology]

[0002] Patent Document 1 describes a monitoring system in which an agricultural work vehicle, a management server, and terminal devices of related parties (users, dealers, etc.) are able to communicate via a communication device, in which the agricultural work vehicle is equipped with a positioning device, a battery voltage sensor, a timing means, and a control device, and the control device automatically starts up at set intervals when in power-saving standby mode with the key switch turned off, and transmits the current position of the agricultural work vehicle, battery voltage, and date and time to the management server via the communication device, and the remote monitoring means equipped in the management server determines that the vehicle has been stolen if it does not receive data from the control device at the set time, and notifies the terminal devices of the related parties of the theft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2016-76801 Summary of the Invention [Problem to be solved by the invention]

[0004] The system described in Patent Document 1 is merely configured to notify relevant parties in a remote location that a work vehicle under surveillance has been stolen, and is unable to prevent the theft of the work vehicle itself.

[0005] SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to provide a monitoring system that can prevent theft of a work vehicle in monitoring mode. [Means for solving the problem]

[0006] A monitoring system according to one aspect of the present invention comprises a remote communication terminal and a work vehicle having a monitoring mode in which monitoring operation can be performed using the remote communication terminal and a manual mode in which manual operation can be performed, and the work vehicle is equipped with a control device that, when an authorization signal is received from the remote communication terminal in the monitoring mode, switches to an authorization mode in which the work vehicle can transition from the monitoring mode to the manual mode. [Effects of the Invention]

[0007] According to the present invention, it is possible to prevent theft of a work vehicle in monitoring mode. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a configuration diagram of a monitoring system according to an embodiment. [Figure 2] FIG. [Figure 3] FIG. 2 is a diagram showing an example of a travel route. [Figure 4] FIG. 10 is a diagram showing an example of a driving control screen. [Figure 5A] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5B] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5C] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 5D] FIG. 1 is a diagram for explaining automatic driving of a work vehicle. [Figure 6] FIG. 1 is a diagram illustrating an example of a short-distance communication terminal. [Figure 7] 10 is a flowchart showing the theft prevention process for a work vehicle in a monitoring mode. [Figure 8] 8 is a flowchart showing an anti-theft process different from that shown in FIG. 7. [Figure 9] 9 is a flowchart showing an anti-theft process different from that shown in FIG. 8. [Figure 10] 8 is a flowchart showing an anti-theft process different from that shown in FIG. 7. [Figure 11]11 is a flowchart showing an anti-theft process different from that shown in FIG. 10. [Figure 12] 10 is a flowchart showing the theft prevention process for a work vehicle in a monitoring mode. [Figure 13] 13 is a flowchart showing an anti-theft process different from that shown in FIG. 12. [Figure 14] 14 is a flowchart showing an anti-theft process different from that shown in FIG. 13. [Figure 15] FIG. 10 is a configuration diagram of a monitoring system according to a modified example. [Figure 16] FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] Next, the work vehicle 1 and monitoring system 100 of this embodiment will be described. FIG. 1 is a configuration diagram of the monitoring system of this embodiment. The monitoring system 100 includes a work vehicle 1 and a remote communication terminal 50 for remotely driving the work vehicle 1. The monitoring system 100 may also include a short-range communication terminal 90. The monitoring system 100 monitors the work vehicle 1 in monitoring mode. The remote communication terminal 50 assists the work vehicle 1 in performing agricultural work using the work implement 2 while traveling in a field under remote monitoring.

[0011] First, a work vehicle (agricultural machine) 1 of this embodiment will be described. Fig. 16 is a side view of the work vehicle. In this example, the work vehicle 1 is, for example, a tractor. Note that the work vehicle 1 is not limited to a tractor, and may be, for example, other agricultural machinery such as a rice transplanter or a combine harvester, or agricultural machinery other than a tractor that performs agricultural work.

[0012] The work vehicle 1 includes a traveling body 3, a prime mover 4, a transmission 5, and a traveling unit 7. The front wheels 7F of the traveling unit 7 may be either tire-type or crawler-type. The rear wheels 7R of the traveling unit 7 may also be either tire-type or crawler-type. The prime mover 4 is configured with a diesel engine, an electric motor, or the like. In this embodiment, the prime mover 4 is configured with a diesel engine. The transmission 5 is capable of switching the propulsion force of the traveling unit 7 by changing gears, and can also switch the traveling unit 7 between forward and reverse motion. The driving force of the prime mover 4 is transmitted to the traveling unit 7 by the transmission 5, driving the traveling unit 7, causing the traveling body 3 to travel forward and backward. In FIG. 16 , the left side is the front of the traveling body 3, and the right side is the rear of the traveling body 3. Furthermore, as you face FIG. 16 , the back side is the right side of the traveling body 3, and the front side is the left side of the traveling body 3.

[0013] A cabin 9 is provided in the traveling vehicle body 3. A driver's seat 10 is provided inside the cabin 9. A door 11 for getting in and out is provided on at least one of the left and right sides of the cabin 9. A user (driver, worker, etc.) opens the door 11, gets into the cabin 9, and sits in the driver's seat 10 to drive the work vehicle 1 and perform work operations on the work equipment 2.

[0014] A coupling device 8 configured with a three-point linkage or the like is provided at the rear of the traveling body 3. The coupling device 8 couples a work implement 2 for performing agricultural work to the traveling body 3. More specifically, by coupling the work implement 2 to coupling parts 8g and 8h provided on the coupling device 8, the work implement 2 and the traveling body 3 are coupled together, making it possible for the work vehicle 1 to tow the work implement 2. In other words, the work vehicle 1 can be equipped with the work implement 2.

[0015] The work implement 2 performs ground work on the field. In this example, the work implement 2 includes, for example, a tillage implement (rotary tiller) that tills the field, a rough tillage implement (stubble cultivator) that performs rough tillage, a puddling implement (drive harrow) that puddles, a spraying implement that sprays fertilizer or pesticides, a sowing implement that sows seeds, a transplanting implement that transplants seedlings, and a harvesting implement that harvests.

[0016] 1, the work vehicle 1 is equipped with an operating device 62, a prime mover 4, a transmission 5, a braking device 6, a steering device 29, a coupling device 8, a positioning device 40, an alarm device 63, a detection device 64, a storage device 65, and a communication device 66. The communication device 66 is composed of a communication circuit that wirelessly communicates with a remote communication terminal 50. The communication device 66 is, for example, a communication interface, a communication module, or the like that wirelessly communicates with the communication device 54 of the remote communication terminal 50 via a communication network such as the Internet, a mobile phone communication network, or another data communication network.

[0017] The work vehicle 1 is equipped with a control device 60 (processing circuit) that includes one or more processors. The control device 60 is a controller for the work vehicle 1, and performs various controls related to the work vehicle 1. The control device 60 is communicably connected to multiple devices mounted on the work vehicle 1 via an on-board network N1 such as CAN, ISOBUS, LIN, or FlexRay. For example, the control device 60 performs various control processes (operations) such as driving, gear changes, braking, and steering of the work vehicle 1, and operation of the work implement 2, based on signals (operation signals) input from the operating device 62, steering device 29, etc.

[0018] The control device 60 includes one or more memories, various analog circuits, various digital circuits, etc. The one or more memories store (memorize) software programs and various data to be executed by one or more processors. The control device 60 can read software programs from one or more memories using one or more processors and execute various processes based on the software programs. Note that the control device 60 may also be able to execute various processes based on predetermined logic circuits using one or more processors.

[0019] The processor is, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), an ASIC (Application Specific Integrated Circuit), etc. The software program may be stored in a recording medium (a non-volatile memory such as an HDD, SSD, CD-ROM, or DVD-ROM) communicably connected to the control device 60, or in an external server device connected via the network, and may be installed from there into the memory.

[0020] The operating device 62 is made up of switches, levers, pedals, other keys, etc. that can be operated by a user (operator) such as a driver seated in the driver's seat 10 or a worker in the vicinity of the work vehicle 1.

[0021] The storage device 65 is a storage device such as a nonvolatile memory, and stores various control programs, various data, etc. The storage device 65 is, for example, a hard disk drive (HDD), a solid state drive (SSD), etc.

[0022] The operating device 62 includes a mode switch 62a and a lifting / lowering operation lever 62b. The mode switch 62a is an operating member for switching the mode of the work vehicle 1. The lifting / lowering operation lever 62b is an operating member operated by the driver to change the lifting height as the attitude of the work device 2, and holds an operating position corresponding to the operation.

[0023] The work vehicle 1 has a monitoring mode that allows monitoring and driving via the remote communication terminal 50, and a manual mode that allows manual driving. The monitoring mode includes a remote mode that allows automatic driving with remote monitoring via the remote communication terminal 50 or remote driving. In more detail, the modes of the work vehicle 1 include a monitoring mode, an automatic steering work mode, and a manual mode, which can be selected using the mode switch 62a. The monitoring mode is a mode for monitoring and driving the work vehicle 1, and is broadly divided into an automatic driving mode (in other words, an automatic driving work mode) and a remote driving mode. The remote mode includes an automatic driving mode and a remote driving mode. Furthermore, the control device 60 of the work vehicle 1 can be set to the monitoring mode based on a command signal for the monitoring mode from the remote communication terminal 50, to the automatic steering work mode based on a command signal for the automatic steering work mode, or to the manual mode based on a command signal for the manual mode.

[0024] The autonomous driving work mode is a mode in which the work vehicle 1 (traveling body 3) travels autonomously while performing agricultural work (ground work) using the work implement 2. Autonomous driving of the work vehicle 1 means automatically changing the travel speed of the traveling body 3 and automatically steering the traveling body 3. The remote driving mode will be described later.

[0025] The automatic steering work mode is a mode in which agricultural work (ground work) is performed by the work device 2 while the traveling body 3 is automatically steered. When the work vehicle 1 is in the automatic steering work mode, the driver of the work vehicle 1 operates the accelerator member or brake member included in the operation device 62, and the traveling speed of the traveling body 3 is changed in accordance with the operation. In other words, in the automatic steering work mode, the traveling speed of the traveling body 3 is changed based on manual operation.

[0026] Furthermore, in manual mode, the work vehicle 1 can be driven manually and, while driving, can perform ground work using the work implement 2. Manual driving of the work vehicle 1 means that the driver operates the accelerator member or brake member of the operating device 62 to change the traveling speed of the traveling body 3, and operates the steering wheel 30 to steer the traveling body 3.

[0027] The drive, stop, and rotation speed of the prime mover 4 (engine) are controlled by the control device 60. The transmission 5 is connected to a control valve 37. The control valve 37 is an electromagnetic valve that operates based on a control signal sent from the control device 60. The control valve 37 is supplied with hydraulic oil discharged from the hydraulic pump 33. Although the control valve 37 is shown as one block in FIG. 1, an appropriate number of control valves 37 are provided according to the number of hydraulic devices, such as hydraulic clutches or hydraulic cylinders, provided in the transmission 5.

[0028] The braking device 6 is connected to a control valve 38. The control valve 38 is an electromagnetic valve that operates based on a control signal transmitted from a control device 60. The control valve 38 is supplied with hydraulic oil discharged from the hydraulic pump 33. The control device 60 electrically controls the switching position and opening degree of the control valve 38, thereby operating the braking device 6 and applying the brakes to the traveling vehicle body 3.

[0029] The control device 60 electrically controls the switching position (opening degree) of the control valve 37 to control the drive of the transmission 5. The transmission 5 transmits the driving force of the prime mover 4 to the traveling device 7, which operates the traveling device 7 and causes the traveling vehicle body 3 to travel forward and backward. Furthermore, for example, when the working device 2 performs ground work, the transmission 5 transmits the driving force of the prime mover 4 to the working device 2. This increases the operating force of the working device 2.

[0030] The control device 60 also communicates with the work apparatus 2 via the in-vehicle network N1. Specifically, the work apparatus 2 is equipped with a control unit 21 and a communication unit 22. The control device 60 transmits a work command to the work apparatus 2 via the in-vehicle network N1. When the control unit 21 of the work apparatus 2 receives the work command via the communication unit 22, it controls the operation of each unit of the work apparatus 2 based on the work command to perform agricultural work (ground work). The control unit 21 of the work apparatus 2 also transmits information or data indicating the work status, etc. to the control device 60 via the in-vehicle network N1 using the communication unit 22. The control device 60 detects the work status, etc. of the work apparatus 2 based on the information or data received from the work apparatus 2 via the in-vehicle network N1.

[0031] It should be noted that there is also a working device 2 that does not include the control unit 21 and the communication unit 22. When using the in-vehicle network N1, the control device 60 does not communicate with the working device 2 via the in-vehicle network N1, but controls the operation of the working device 2 and detects the working state of the working device 2 by raising and lowering the working device 2 using the coupling device 8, as will be described later, to change the position of the working device 2.

[0032] The steering device 29 has a handle (steering wheel) 30, a steering shaft (rotating shaft) 31, and an assist mechanism (power steering mechanism) 32. The handle 30 is provided inside the cabin 9 (FIG. 16). The steering shaft 31 rotates in conjunction with the rotation of the handle 30. The assist mechanism 32 assists steering by the handle 30.

[0033] The assist mechanism 32 includes a control valve 34 and a steering cylinder 35. The control valve 34 is an electromagnetic valve that operates based on a control signal sent from the control device 60. More specifically, the control valve 34 is configured as a three-position switching valve that can be switched by moving a spool or the like. The control valve 34 is supplied with hydraulic oil discharged from the hydraulic pump 33. The control device 60 electrically controls the switching position and opening of the control valve 34 to adjust the hydraulic pressure supplied to the steering cylinder 35, thereby extending and retracting the steering cylinder 35. The steering cylinder 35 is connected to a knuckle arm 39 that changes the direction of the front wheels 7F.

[0034] The control valve 34 can also be switched by steering the steering shaft 31. Specifically, by operating the steering wheel 30, the steering shaft 31 rotates in accordance with the operating state, and the switching position and opening degree of the control valve 34 are switched. The steering cylinder 35 extends and contracts to the left or right of the traveling vehicle body 3 in accordance with the switching position and opening degree of the control valve 34. This extension and contraction movement of the steering cylinder 35 changes the steering direction of the front wheels 7F. Note that the above-described steering device 29 is an example, and is not limited to the above-described configuration.

[0035] The work vehicle 1 is capable of manual steering by manually operating the steering wheel 30, and automatic steering by the control device 60. Furthermore, the traveling body 3 can travel and stop by operating the transmission 5 or the brake device 6 in response to manual operation of the accelerator member or brake pedal provided on the operation device 62. Furthermore, the traveling body 3 can travel and stop automatically in response to control of the transmission 5 and the brake device 6 by the control device 60. Furthermore, the control device 60 controls the control valve 34 to extend and retract the steering cylinder 35, and the steering direction of the front wheels 7F is changed by the knuckle arm 39. In other words, the work vehicle 1 is capable of manual driving in which the driver performs driving and steering operations, automatic driving in which the control device 60 automatically performs driving and steering, and auto-steer control (also referred to as automatic steering control or semi-automatic driving) in which the control device 60 automatically performs steering and the driver performs driving operations.

[0036] FIG. 2 is a perspective view of the coupling device 8. The coupling device 8 has a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d, and a lift cylinder 8e. The front end of the lift arm 8a is supported on the upper rear part of the case (transmission case) that houses the transmission 5 so that it can swing upward or downward. The lift arm 8a swings (lifts up and down) when driven by the lift cylinder 8e. The lift cylinder 8e is composed of a hydraulic cylinder. The lift cylinder 8e is connected to a control valve 36 (FIG. 1). The control valve 36 is an electromagnetic valve that operates based on a control signal sent from the control device 60. The control valve 36 is supplied with hydraulic oil discharged from the hydraulic pump 33.

[0037] The front end of the lower link 8b shown in FIG. 2 is supported at the rear lower part of the transmission 5 (FIGS. 1 and 16) so as to be swingable upward or downward. The front end of the top link 8c is supported at a position higher than the lower link 8b at the rear part of the transmission 5 so as to be swingable upward or downward. The lift rod 8d connects the lift arm 8a and the lower link 8b. The lower link 8b and At the rear end of the top link 8c, connecting portions 8g and 8h to which the working device 2 can be connected are provided.

[0038] The control valve 36 shown in FIG. 1 includes a control valve 36a and a control valve 36b shown in FIG. 2. The control device 60 (FIG. 1) electrically controls the switching position or opening of the control valve 36a to adjust the hydraulic pressure supplied to the lift cylinder 8e, thereby extending or retracting the lift cylinder 8e. The extension and retraction of the lift cylinder 8e raises and lowers the lift arm 8a, and also raises and lowers the lower link 8b connected to the lift arm 8a via the lift rod 8d. As a result, the working device 2 swings (lifts and lowers) upward or downward, with the front part of the lower link 8b (the side opposite the connecting parts 8g and 8h) as a fulcrum.

[0039] The control device 60 controls the prime mover 4, transmission 5, braking device 6, traveling device 7, steering device 29, and coupling device 8 to automatically drive or steer the work vehicle 1 while performing agricultural work in the field using the work device 2. In particular, the control device 60 performs automatic driving, in which the work vehicle 1 travels automatically while performing agricultural work using the work device 2. The control device 60 also automatically steers the work vehicle 1, while leaving changes in the travel speed of the work vehicle 1 to manual operation, and performs automatic steering (auto-steer), in which the work device 2 performs agricultural work in the field.

[0040] The positioning device 40 shown in FIG. 1 includes a receiving device 40a and an inertial measurement unit (IMU) 40b. The receiving device 40a receives satellite signals (position of the positioning satellite, transmission time, correction information, etc.) transmitted from satellite positioning systems (positioning satellites) such as D-GPS, GPS, GLONASS, Beidou, Galileo, and Michibiki. The positioning device 40 detects the current position (e.g., latitude and longitude) based on the satellite signals received by the receiving device 40a. In other words, the positioning device 40 is a position detection unit that detects the position of the work vehicle 1 (traveling body 3). The inertial measurement unit 40b includes an acceleration sensor and a gyro sensor, etc. The inertial measurement unit 40b detects the roll angle, pitch angle, yaw angle, etc. of the traveling body 3. The alarm device 63 is composed of a buzzer, speaker, warning light, etc. provided on the traveling body 3. The alarm device 63 outputs alarms and warnings around the traveling body 3 by sound or light.

[0041] The detection device 64 also includes sensors and cameras installed in various parts of the work vehicle 1 and the work implement 2, as well as electrical circuits that process output signals from the sensors or cameras. Based on output signals from these sensors, the detection device 64 detects the operating status (drive and stop states, operating positions, etc.) of various parts of the work vehicle 1, such as the transmission 5, braking device 6, traveling device 7, coupling device 8, steering device 29, and operation device 62. The detection device 64 also detects the operating status of the work implement 2 based on output signals from the sensors. The detection device 64 also includes an object detection unit 64a (object detection sensor) such as a LiDAR or ultrasonic sensor. The object detection unit 64a is installed at the front, rear, and left and right sides of the traveling body 3. The object detection unit 64a detects the presence or absence of objects around the work vehicle 1, the distance to the objects, etc.

[0042] When monitoring operation (automated driving or remote driving) is performed by the remote communication terminal 50, the communication device 66 transmits various information about the work vehicle 1, the work implement 2, etc. to the remote communication terminal 50. The various information includes position information (e.g., latitude, longitude) of at least one of the work vehicle 1 and the work implement 2, equipment information about the work vehicle 1 and the work implement 2, and various information detected by the detection device 64. The equipment information about the work vehicle 1 and the work implement 2 includes information such as dimensional information (working width) of the work vehicle 1 and the work implement 2 and the type of work performed by the work implement 2. The information detected by the detection device 64 includes information about the operating state of the work vehicle 1 detected by a sensor serving as the detection device 64, captured images of the surroundings of the work vehicle 1 and the work implement 2 captured by one or more cameras (imaging devices) serving as the detection device 64, and obstacle detection information detected by the object detection unit 64a (LiDAR, ultrasonic sensor, etc.) serving as the detection device 64.

[0043] Next, the remote communication terminal 50 will be described. For example, the remote communication terminal 50 is a terminal that communicates with the work vehicle 1 via the Internet and monitors and operates the work vehicle 1. The remote communication terminal 50 is a fixed computer such as a server or a personal computer.

[0044] The remote communication terminal 50 may be a mobile terminal such as a smartphone, tablet, or PDA. In this case, the remote communication terminal 50 is carried by a remote user (remote monitor, remote operator, etc.) and moved to the outside of the work vehicle 1, or installed at a predetermined position inside the cabin 9 of the work vehicle 1. In other words, the remote communication terminal 50 can be operated outside the work vehicle 1, and can also be operated inside the work vehicle 1. Note that the outside of the work vehicle 1 is not limited to the outside of the cabin 9, but means a position, device, or equipment other than the work vehicle 1, and the position, device, or equipment other than the work vehicle 1 may be near the work vehicle 1 or far away.

[0045] The remote communication terminal 50 includes a control unit 51, a display operation unit 52, a storage device 53, a communication device 54, and a display device 55. The control unit 51 includes an electric / electronic circuit, a processor, a memory, etc. The processor may be, for example, a CPU, a GPU, a DSP, an FPGA, or an ASIC. The memory of the control unit 51 includes a volatile memory and a non-volatile memory. The control unit 51 controls each unit of the remote communication terminal 50. The control unit 51 includes an area setting unit 51b and a route generation unit 51c. For example, the processor of the control unit 51 executes control programs (area setting program, route generation program) stored in the storage device 53 to function as the area setting unit 51b and the route generation unit 51c. In this example, the area setting unit 51b and the route generation unit 51c are configured as software programs, but may also be configured as hardware such as electrical circuits.

[0046] The display device 55 is, for example, a liquid crystal display or an organic EL display, and displays various types of information on the screen.

[0047] The display operation unit 52 is composed of a touch panel arranged in front of the display screen of the display device 55. Various inputs can be made by performing predetermined operations on the display screen of the display device 55. The display operation unit 52 is made up of a display unit, an operation unit, and an input unit. Information indicating a predetermined warning is displayed on the display device 55 to notify the remote operator, etc. Alternatively, a sound, voice, or light indicating the predetermined warning may be output from the alarm device 63.

[0048] The storage device 53 is configured from a non-volatile memory, etc. Information or data that supports the travel of the work vehicle 1 and the agricultural work performed by the work implement 2 is stored in the storage device 53 in a readable and writable manner.

[0049] The communication device 54 is composed of an electric circuit or semiconductor element for communicating with the communication device 66 or the control device 60. The communication device 54 is capable of transmitting, for example, control data related to the autonomous driving of the work vehicle 1, or more precisely, control data related to the autonomous driving operation of the work vehicle 1 and the work device 2, to the work vehicle 1. The communication device 54 is, for example, a communication interface, a communication module, or the like that performs wireless communication with the communication device 66 of the work vehicle 1 via a communication network such as the Internet, a mobile phone communication network, or another data communication network. In particular, when the remote communication terminal 50 is outside the work vehicle 1, the communication device 54 and the communication device 66 communicate with each other wirelessly via the Internet, rather than short-range wireless communication such as Bluetooth (registered trademark). Furthermore, when the remote communication terminal 50 is installed inside the cabin 9 (inside the vehicle) of the work vehicle 1 and electrically connected to the on-board network N1 by a cable or the like, the communication device 54 and the control device 60 can also communicate with each other via a wired connection.

[0050] After starting up the remote communication terminal 50, the remote user performs a predetermined operation on the screen displayed on the display operation unit 52, thereby inputting information about the field H, the work vehicle 1, or the work implement 2, work conditions for performing agricultural work in the field H using the work vehicle 1 and the work implement 2, or information for automatic driving of the work vehicle 1, etc., into the remote communication terminal 50. Thereafter, when the remote user performs a predetermined operation on the display operation unit 52 and confirms the input contents, the area setting unit 51b sets a predetermined area on a map showing the field H. In addition, the route generation unit 51c creates a travel route for the work vehicle 1 to travel on the map.

[0051] FIG. 3 is a diagram showing an example of a travel route L1 created by the path generation unit 51c. The area setting unit 51b (FIG. 1) sets a central area C1 and a headland area E1 in the field map MP2 as shown in FIG. 3 based on, for example, position information (e.g., latitude and longitude information) of the field H, dimensional information of the work implement 2, and working conditions. More specifically, for example, the area setting unit 51b calculates contours Hc, Hb, and Ha formed by offsetting the contour H1 of the field H inward a number of times equal to the number of headlands (in FIG. 3, the number of headlands is set to "3," for example) using a width obtained by subtracting the headland overlap from the working width of the work implement 2. Then, the area setting unit 51b sets the area (central portion) surrounded by the innermost contour Ha as the central area C1. The area setting unit 51b also sets the frame-shaped area (outer frame portion) outside the central area C1 and inside the contour H1 of the field H as the headland area E1. In addition, the area setting unit 51b sets the areas between adjacent contours of the contour H1 of the field H and the contours Hc, Hb, and Ha obtained by offsetting the contour H1 in the headland area E1 as headland E2a, E2b, and E2c. In other words, the area between the contour H1 and the contour Hc is the headland E2c, the area between the contour Hb and the contour Hc is the headland E2b, and the area between the contour Ha and the contour Hb is the headland E2a. Note that if the number of headlands is set to "1," for example, the headland area E1 is composed of only the headland E2c, and the area (central portion) surrounded by the contour Hc is set as the central area C1.

[0052] The path generation unit 51c (FIG. 1) creates a travel route L1 on the field map MP2 based on information such as the position of the field H, the central area C1, the headland area E1, dimensional information about the work vehicle 1 and work implement 2, work conditions, and automatic driving information. Specifically, the path generation unit 51c creates multiple unit work sections within the central area C1 by dividing the central area C1 from one end (the right end in FIG. 3) of the central area C1 parallel to the work direction (the up-down direction in FIG. 3) by a width calculated by subtracting the overlapping space at the center, which is included in the work conditions, from the working width of the work implement 2. Then, the path generation unit 51c creates a straight route L1a along which the traveling vehicle body 3 travels straight, along the center line of the width of each unit work section (the left-right direction in FIG. 3). Next, the path generation unit 51c creates a turning route L1b in the headland area E1 that connects adjacent straight routes L1a. The turning route L1b is a route that goes from one of the two adjacent straight routes L1a to the other. When creating the turning route L1b, the path generating unit 51c ensures a turning space in the headland area E1 for turning the work vehicle 1 and the work implement 2.

[0053] 3 shows a simple semicircular turning route L1b as an example, but this shape is for convenience, such as making it easier to display on the display screen of the display operation unit 52 and making the traveling route L1 easier to visually recognize on the display screen. In reality, when the traveling body 3 and working implement 2 of the work vehicle 1 travel based on one straight route L1a and then turn toward the other straight route L1a, the traveling body 3 and the like may not only move forward but also move backward or turn around, drawing a trajectory with a shape more complex than a semicircle. In other words, the turning route L1b is a route for display on the display operation unit 52, and the work vehicle 1 may not always turn based on the turning route L1b.

[0054] The control device 60 (FIG. 1) of the work vehicle 1 controls the traveling vehicle body 3 to travel along the straight route L1a. While the traveling body 3 is being driven, the coupling device 8 (FIG. 2) is used to lower the working implement 2 to a working position P1, and ground work is performed by the working implement 2. Furthermore, when the traveling body 3 is turned at a location corresponding to the turning route L1b, that is, when the traveling body 3 is turned from one straight route L1a to the other straight route L1a, the control device 60 uses the coupling device 8 to raise the working implement 2 to a non-working position P2, and stops ground work by the working implement 2. In other words, the straight route L1a is a work route where ground work is performed by the working implement 2 while the traveling body 3 of the work vehicle 1 is driven automatically. Furthermore, the central area C1, for which multiple straight routes L1a have been created, is a work area where ground work is performed by the working implement 2 while the traveling body 3 is driven automatically back and forth while traveling straight.

[0055] Furthermore, for example, if the work conditions input are to work in the central area C1 and the innermost headland E2a, the path generation unit 51c will create a circular route L1c in the headland area E1 that circles around the outside of the central area C1, in addition to the straight route L1a and the turning route L1b. The circular route L1c is a work route on which ground work is performed using the work implement 2 while the traveling body 3 of the work vehicle 1 is traveling in automatic driving mode. The circular route L1c includes multiple substantially straight straight routes L1s and turning routes L1r that curve with a predetermined radius of curvature or greater. Multiple straight routes L1s are created on the center line in the width direction of the headland E2a to correspond to each straight section of the contour H2a of the central area C1.

[0056] The turning route L1r is a route that runs from one straight route L1s to another straight route L1s that is adjacent to the extension direction of the one straight route L1s. One straight route L1s and the other straight route L1s extend in different directions, but the end of one straight route L1s and the start of the other straight route L1s are connected by the turning route L1r. When creating the turning route L1r, the path generation unit 51c also ensures a turning space in the headland area E1 for turning the traveling body 3 and work implement 2 of the work vehicle 1.

[0057] For convenience, Figure 3 illustrates a simple arc-shaped turning route L1b. However, when the work vehicle 1 or the like actually turns from one straight route L1s to the other straight route L1s, it may not only move forward but also move backward or turn around, tracing a trajectory with a shape more complex than an arc. In other words, the turning route L1r is a route for display on the display operation unit 52, and the work vehicle 1 may not always turn based on the turning route L1r.

[0058] After creating the circular route L1c, the route generation unit 51c sets a start position Ps at one end of the straight route L1a at either end (the left and right ends in FIG. 3) of the central area C1, which is not connected to the turning route L1b, and connects the circular route L1c to the other end of the straight route L1a (the lower end of the straight route L1a at the left end in FIG. 3). The route generation unit 51c also sets a goal position Pg at the end of the circular route L1c that is not connected to the straight route L1a. The route generation unit 51c then stores information indicating the central area C1, headland area E1, traveling route L1, start position Ps, goal position Pg, and turning space in an internal memory as route information.

[0059] When the path generation unit 51c has completed creation of the travel route L1, the control unit 51 causes the display operation unit 52 to display route information such as the field map MP2, central area C1, headland area E1, travel route L1, start position Ps, and goal position Pg. Thereafter, when a remote user performs a predetermined operation on the display operation unit 52, the control unit 51 causes the display operation unit 52 to display a travel control screen D8 shown in Fig. 4. The control unit 51 also generates automatic travel data based on the setting information stored in the internal memory, and transmits (outputs) the automatic travel data to the control device 60 of the work vehicle 1 via the communication device 54.

[0060] The autonomous driving data includes route information, setting information for the work vehicle 1, setting information for the work device 2, and autonomous driving information. Of these, the information on the driving route L1 included in the route information includes information indicating the positions of the work routes L1a and L1s, but does not necessarily include information indicating the positions of the turning routes L1b and L1r. Furthermore, the setting information for the work vehicle 1 and the work device 2 includes dimensional information for the work vehicle 1 and the work device 2, the type of agricultural work to be performed, and the like.

[0061] The travel control screen D8 shown in FIG. 4 displays the travel status of the work vehicle 1 and the work status of the work implement 2 in the autonomous travel work mode. Note that in FIG. 4, the travel control screen D8 displays the travel status and work status of the work vehicle 1 some time after the autonomous travel work mode is initiated. The travel control screen D8 displays a field map MP2, travel route L1, start position Ps, goal position Pg, agricultural machine mark X2, the travel status of the work vehicle 1, a setting change key B20, a status display key B21, a work trajectory key B22, and a trajectory clear key B23. The control unit 51 periodically acquires the actual position of the traveling body 3 detected by the positioning device 40 via the communication device 54 and displays the agricultural machine mark X2 at the corresponding location on the field map MP2 corresponding to the position of the traveling body 3. In other words, the agricultural machine mark X2 on the travel control screen D8 indicates the actual position of the traveling body 3 of the work vehicle 1.

[0062] For example, while viewing the driving control screen D8, the remote user manually drives the work vehicle 1 to the start position Ps, and then performs a predetermined operation on the mode switch 62a (Fig. 1) to switch to the automatic driving work mode. This causes the control device 60 to switch to the automatic driving work mode, and based on the automatic driving data received from the remote communication terminal 50 and the position of the traveling body 3 detected by the positioning device 40, the control device 60 starts automatic driving of the work vehicle 1, and performs ground work using the work device 2 while the traveling body 3 travels in automatic driving.

[0063] In more detail, the control device 60 first reads the route information included in the automatic traveling data and ascertains the central area C1, headland area E1, traveling route L1 (work routes L1a, L1s), start position Ps, and goal position Pg. The control device 60 then performs ground work using the work implement 2 while automatically driving the traveling body 3 based on the straight route L1a of the traveling route L1 from the start position Ps. When the traveling body 3 (work vehicle 1) reaches the end of one straight route L1a, the control device 60 temporarily stops the ground work using the work implement 2, raises the work implement 2, and turns the traveling body 3 toward the start of the other adjacent straight route L1a. In other words, the control device 60 turns the work vehicle 1 and the work implement 2 at a point corresponding to the turning route L1b. At this time, the control device 60 turns the work vehicle 1 and the work implement 2 based on the position information of the central area C1 and the headland area E1, the position information of the straight route L1a, the dimensional information of the work vehicle 1 and the work implement 2, the position of the traveling body 3 detected by the positioning device 40, and the detection results of the detection device 64.

[0064] Then, when the traveling body 3 reaches the start of the other straight route L1a, the control device 60 lowers the work implement 2, and when the traveling body 3 starts to travel in automatic driving based on the other straight route L1a, the control device 60 resumes ground work by the work implement 2. As a result, the traveling body 3 travels in an automatic driving manner back and forth in the central area C1, and the work implement 2 performs ground work in the central area C1.

[0065] Thereafter, the control device 60 performs ground work with the work implement 2 while causing the traveling vehicle body 3 to travel in automatic driving mode based on the circular route L1c and the position of the traveling vehicle body 3. At this time, the control device 60 performs ground work with the work implement 2 while causing the traveling vehicle body 3 to travel in automatic driving mode based on the straight route L1s, and when turning the traveling vehicle body 3 at a location corresponding to the turning route L1r, the control device 60 raises the work implement 2 and stops the ground work by the work implement 2. During this turning, the control device 60 turns the work vehicle 1 and the work implement 2 based on position information of the central area C1 and headland area E1, position information of the straight route L1s, dimensional information of the work vehicle 1 and the work implement 2, the position of the traveling vehicle body 3 detected by the positioning device 40, and the detection results of the detection device 64, etc. As a result, the traveling vehicle body 3 travels in automatic driving mode outside the central area C1, and the work implement 2 performs ground work on the headland E2a ( FIG. 3 ) that surrounds the central area C1.

[0066] 5A to 5D are diagrams illustrating automatic steering of the work vehicle 1. In the automatic driving work mode, the control device 60 calculates the deviation between the position of the traveling body 3 detected by the positioning device 40 and the traveling route L1 (work routes L1a, L1s) while automatically driving the traveling body 3. If the deviation is less than a threshold (e.g., FIG. 5A), the control device 60 maintains the rotation angle of the steering shaft 31 (FIG. 1). If the deviation between the position of the traveling body 3 and the traveling route L1 is equal to or greater than the threshold and the traveling body 3 is located on the left side of the traveling route L1 (e.g., FIG. 5B), the control device 60 rotates the steering shaft 31 so that the steering direction of the traveling body 3 is rightward. If the deviation between the position of the traveling body 3 and the traveling route L1 is equal to or greater than the threshold and the traveling body 3 is located on the right side of the traveling route L1 (e.g., FIG. 5C), the control device 60 rotates the steering shaft 31 so that the steering direction of the traveling body 3 is leftward. The above is one example of an automatic steering method for the work vehicle 1, and the automatic steering method for the work vehicle 1 is not limited to the above method.

[0067] When the traveling vehicle body 3 is automatically traveling based on the traveling route L1, the control device 60 calculates the actual vehicle speed of the traveling vehicle body 3 based on changes in the position of the traveling vehicle body 3. Then, the control device 60 controls the driving of the transmission 5, the braking device 6, and the prime mover 4 so that the actual vehicle speed matches (or approximately matches) the vehicle speed associated with the straight route L1a, the turning route L1b, or the circular route L1c.

[0068] As described above, in the automatic traveling work mode of the work vehicle 1, the control device 60 automatically changes the traveling speed of the traveling body 3 based on the traveling route L1 and the position of the traveling body 3 (work vehicle 1), while automatically steering the traveling body 3. The control device 60 also automatically starts and stops agricultural work (ground work) by the work implement 2.

[0069] Furthermore, the work vehicle 1 can be remotely driven based on the operation of the short-distance communication terminal 90 by a short-distance user (a remote operator located at a short distance outside the work vehicle 1). That is, when the work vehicle 1 is in remote driving mode, the control device 60 controls the transmission 5 and the braking device 6 based on control signals from the short-distance communication terminal 90 to remotely drive and stop the traveling body 3, controls the control valve 34 to extend and retract the steering cylinder 35, and changes the steering direction of the front wheels 7F with the knuckle arm 39. That is, the work vehicle 1 can be remotely driven by remotely controlling driving and steering based on control signals from the short-distance communication terminal 90 in response to the operation of the short-distance user.

[0070] As shown in Fig. 6, the short-distance communication terminal 90 is a small operating device that is capable of short-distance communication with the communication device 66 of the work vehicle 1 and can be held by a short-distance user. For example, the short-distance communication terminal 90 is a remote controller and has a communication unit 91. The communication unit 91 is a communication device that performs short-distance communication with the communication device 66 of the work vehicle 1 via Bluetooth (registered trademark) or the like. In other words, the short-distance communication terminal 90 is capable of autonomous driving or remote driving with short-distance monitoring (visual observation) that does not go via the Internet, and performs autonomous driving with nearby visual monitoring when monitoring autonomous driving from a remote location is not possible.

[0071] The short-distance communication terminal 90 includes, for example, six buttons (first button 90a to sixth button 90f) and three indicators (first indicator 90g to third indicator 90i). The numbers of the buttons and indicators may be other than those listed above.

[0072] The sixth button 90f is a function button. When the sixth button 90f is pressed and held down, the power of the short-range communication terminal 90 is turned ON. When the sixth button 90f is pressed twice, the short-range communication terminal 90 outputs a remote driving start signal, and the work vehicle 1 enters remote driving mode. When the sixth button 90f is pressed twice while the power of the short-range communication terminal 90 is ON, the short-range communication terminal 90 outputs a remote driving end signal, and if the work vehicle 1 is in remote driving mode, the remote driving mode ends. When the sixth button 90f is pressed and held down while the power of the short-range communication terminal 90 is ON, the power of the short-range communication terminal 90 is turned OFF.

[0073] The first button 90a is a button that, when pressed simultaneously with the sixth button 90f, moves the work vehicle 1 forward. When this operation is performed, the short-range communication terminal 90 transmits a forward movement signal to the work vehicle 1, and the work vehicle 1 in remote operation mode moves forward under remote control.

[0074] The second button 90b is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to move in reverse. When this operation is performed, the short-range communication terminal 90 transmits a reverse signal to the work vehicle 1, and the work vehicle 1 in remote driving mode moves in reverse under remote driving.

[0075] The third button 90c is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to turn left. When this operation is performed, the short-range communication terminal 90 transmits a left turn signal to the work vehicle 1, and the work vehicle 1 in remote driving mode turns left by remote driving. Furthermore, when the pressing of the third button 90c is stopped, the short-range communication terminal 90 transmits a left turn end signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops turning left.

[0076] The fourth button 90d is a button that, when pressed simultaneously with the sixth button 90f, causes the work vehicle 1 to turn right. When this operation is performed, the short-range communication terminal 90 transmits a right turn signal to the work vehicle 1, and the work vehicle 1 in remote driving mode turns right by remote driving. Furthermore, when the pressing of the fourth button 90d is stopped, the short-range communication terminal 90 transmits a right turn end signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops turning right.

[0077] The fifth button 90e is a button that, when pressed simultaneously with the sixth button 90f, stops the work vehicle 1. When this operation is performed, the short-range communication terminal 90 transmits a stop signal to the work vehicle 1, and the work vehicle 1 in remote driving mode stops. For example, the work vehicle 1 in remote driving mode stops moving forward and backward.

[0078] Furthermore, when the first button 90a, the third button 90c, and the sixth button 90f are pressed simultaneously, the short-range communication terminal 90 transmits a work start signal to the work vehicle 1, and the work vehicle 1 in remote operation mode begins remotely operating the work device 2. On the other hand, when the second button 90b, the fourth button 90d, and the sixth button 90f are pressed simultaneously, the short-range communication terminal 90 transmits a work end signal to the work vehicle 1, and the work vehicle 1 in remote operation mode ends remotely operating the work device 2.

[0079] The first indicator 90g shows the remaining battery charge when the short-distance communication terminal 90 is powered on, and changes color from green to red when the remaining battery charge becomes low. The second indicator 90h shows the communication status with the work vehicle 1, showing green when communication is good and red when communication is not possible. The third indicator 90i shows green when the work vehicle 1 is in remote operation mode, is off when not in remote operation mode, and shows red when there is an abnormality with the work vehicle 1.

[0080] The above-described operation contents of the first button 90a to the sixth button 90f are merely examples, and are not limited to these contents, and may be other contents than those described above. The number of indicators may be other than three. Furthermore, the display contents of the first indicator 90g to the third indicator 90i are only examples, and are not limited to these contents, and may be other than those described above. The number of indicators may also be other than three.

[0081] The monitoring system 100 has a configuration for preventing theft of the work vehicle 1 in monitoring mode. This configuration will be described below.

[0082] When the control device 60 receives an authorization signal from the remote communication terminal 50 while the work vehicle 1 is in monitoring mode, it switches to an authorization mode that allows transition from monitoring mode to manual mode. The authorization mode is a state in which the work vehicle 1 is in monitoring mode and can accept an instruction to transition to manual mode.

[0083] The work vehicle 1 is equipped with a switching operation device 62c that can be operated to turn on and off. The switching operation device 62c is an operating switch such as a push button switch, a selector switch, or a toggle switch. The switching operation device 62c is disposed at a predetermined location inside the cabin 9. The predetermined location is, for example, a location within reach of the driver seated in the driver's seat 10. When the work vehicle 1 is in the permitted mode, and the switching operation device 62c is turned on, that is, when an instruction to transition to manual mode is received, the control device 60 transitions the work vehicle 1 to manual mode.

[0084] The anti-theft processing of the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 7. Fig. 7 is a flowchart showing the anti-theft processing of the work vehicle in monitoring mode.

[0085] 7, it is assumed that the work vehicle 1 is in a monitoring mode in which monitoring operation by the remote communication terminal 50 is possible (S1). If the control unit 51 of the remote communication terminal 50 receives an instruction for permission mode from the remote user, it determines that permission has been determined (S2: YES). If the control unit 51 has not received an instruction for permission mode, it determines that permission has not been determined (S2: NO), and waits to process S2 until an instruction for permission mode is received.

[0086] If the control unit 51 determines that permission is granted (S2: YES), it transmits a permission signal to the work vehicle 1 via the communication device 54 (S3).

[0087] The control device 60 of the work vehicle 1 determines whether or not an authorization signal has been received by the communication device 66 (S4). If the communication device 66 has received the authorization signal (S4: YES), the control device 60 sets the work vehicle 1 to authorization mode (S5). On the other hand, if the communication device 66 has not received the authorization signal (S4: NO), the control device 60 waits to execute the process of S4 until the authorization signal is received.

[0088] After S5, the control device 60 of the work vehicle 1 determines whether the switching operation device 62c has been operated (S6). When the work vehicle 1 is in the permission mode, if the switching operation device 62c is turned on (S6: YES), that is, if there is an instruction to transition to manual mode, the control device 60 transitions the work vehicle 1 to manual mode (S7).

[0089] On the other hand, if the switching operation device 62c is not turned on (S6: NO), for example, if the switching operation device 62c remains off, the control device 60 waits to execute the process of S6 until the switching operation device 62c is turned on.

[0090] As described above, when the work vehicle 1 is in the manual mode, the occupant can manually operate the work vehicle 1. On the other hand, when the work vehicle 1 is in the monitoring mode or the permission mode, the occupant cannot manually operate the work vehicle 1. For this reason, the monitoring system 100 of the embodiment For example, it is possible to prevent a work vehicle 1 in monitoring mode from being illegally changed to manual mode, and it is possible to prevent theft of a work vehicle 1 in monitoring mode.

[0091] 1, the work vehicle 1 may also be equipped with a detection device 64b that detects the entry of a person. The detection device 64b is a sensor that detects a person entering the cabin 9. Here, the detection device 64b is a human presence sensor, but it may also be an occupancy sensor that detects the entry of a person into the driver's seat 10.

[0092] When the detector 64b detects boarding, the communication device 66 transmits a boarding detection signal to the remote communication terminal 50.

[0093] The remote communication terminal 50 may include a determination unit 51d that determines whether to switch to the permission mode when the work vehicle 1 is in the remote mode and has received a boarding detection signal. For example, the determination unit 51d determines to switch to the permission mode when the remote operator of the remote communication terminal 50 has input an instruction to switch to the permission mode, and determines not to switch to the permission mode when the remote operator of the remote communication terminal 50 has input an instruction not to switch to the permission mode. Furthermore, the determination unit 51d may determine to switch to the permission mode when the boarding detection signal is received during a work time slot for manual operation in a work plan stored in advance in the storage device 53, based on the work plan, and may determine not to switch to the permission mode when the boarding detection signal is received outside the work time slot for manual operation in the work plan.

[0094] The theft prevention process for the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 8. Fig. 8 is a flowchart showing the theft prevention process that is different from that shown in Fig. 7. The theft prevention process shown in Fig. 8 adds the processes of S11 and S12 to the theft prevention process shown in Fig. 7, and also has S2A instead of S2. Therefore, S11, S12, and S2A shown in Fig. 8 will be described in detail.

[0095] As shown in Fig. 8, the work vehicle 1 is assumed to be in a monitoring mode in which monitoring operation by the remote communication terminal 50 is possible (S1). The control device 60 of the work vehicle 1 determines whether or not a passenger is on board (S11). Specifically, when the detection device 64b detects that a passenger is on board (S11: YES), the control device 60 transmits a passenger detection signal to the remote communication terminal 50 via the communication device 66 (S12).

[0096] On the other hand, if the detection device 64b does not detect boarding (S11: NO), the control device 60 waits for the process of S11 until the detection device 64b detects boarding.

[0097] When the work vehicle 1 is in remote mode and has received a boarding detection signal, the determination unit 51d of the remote communication terminal 50 determines whether to switch to permission mode (S2A). For example, when the remote operator of the remote communication terminal 50 inputs an instruction to switch to permission mode, the determination unit 51d determines to switch to permission mode (S2A: YES). On the other hand, when the remote operator of the remote communication terminal 50 inputs an instruction not to switch to permission mode, the determination unit 51d determines not to switch to permission mode (S2A: NO).

[0098] In addition, the judgment unit 51d may determine, based on a work plan previously stored in the memory device 53, that the permission mode should be set when an entry detection signal is received during the work time period for manual operation in the work plan (S2A: YES), and may determine not to set the permission mode when an entry detection signal is received outside the work time period for manual operation in the work plan (S2A: NO).

[0099] Note that S3 to S7 in FIG. 8 are the same as those in FIG. 7, and therefore the description thereof will be omitted.

[0100] According to the above-described configuration, when a person gets into the work vehicle 1 in remote mode, it is determined whether to switch to permission mode, and if it is determined not to switch to permission mode, the vehicle does not transition to manual mode, thereby preventing theft of the work vehicle 1 in remote mode.

[0101] Furthermore, as shown in FIG. 1, the work vehicle 1 may be equipped with an imaging device 64c (see FIG. 1) that captures an image of a person riding in the vehicle when the detection device 64b detects that the person has boarded the vehicle. The imaging device 64c is, for example, an interior camera that is arranged inside the cabin 9 and captures an image of the driver's seat 10. The imaging device 64c may capture either still images or videos. When the detection device 64b detects that the person has boarded the vehicle, the communication device 66 transmits an entry detection signal and the image of the person captured by the imaging device 64c to the remote communication terminal 50.

[0102] The determination unit 51d determines whether to switch to the permission mode based on the boarding detection signal and the captured image. For example, the remote operator of the remote communication terminal 50 views the image captured by the imaging device 64c (indoor camera) and determines that the person in the captured image is an authorized user. The determination unit 51d determines to switch to the permission mode when an instruction to switch to the permission mode is input. On the other hand, the remote operator of the remote communication terminal 50 views the image captured by the imaging device 64c (indoor camera) and determines that the person in the captured image is not an authorized user. The determination unit 51d determines not to switch to the permission mode when an instruction not to switch to the permission mode is input. The determination unit 51d may also perform image processing for facial recognition on the image captured by the imaging device 64c (indoor camera), and determine to switch to the permission mode when the person in the captured image matches the authorized user, and determine not to switch to the permission mode when the person in the captured image does not match the authorized user.

[0103] The theft prevention process for the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 9. Fig. 9 is a flowchart showing the theft prevention process that is different from that shown in Fig. 8. The theft prevention process shown in Fig. 9 adds the processes of S13 and S14 to the theft prevention process shown in Fig. 8, and has S2B instead of S2A. Therefore, S13, S14, and S2B shown in Fig. 9 will be described in detail.

[0104] As shown in FIG. 9, it is assumed that a ride detection signal is transmitted from the work vehicle 1 to the remote communication terminal 50 in S12.

[0105] After S12, the imaging device 64c captures an image of a person who has entered the cabin 9, for example, a person who is seated in the driver's seat 10 (S13). After S14, the control device 60 of the work vehicle 1 transmits the image captured by the imaging device 64c to the remote communication terminal 50 via the communication device 66 (S12). The communication device 66 may sequentially transmit multiple captured images (still images) captured by the imaging device 64c, may transmit a single captured image (still image), or may continuously transmit captured images (video) captured by the imaging device 64c.

[0106] When the work vehicle 1 is in remote mode and a ride detection signal and an image have been received, the determination unit 51d of the remote communication terminal 50 determines whether to switch to permission mode (S2B). For example, when the remote operator of the remote communication terminal 50 views an image captured by the imaging device 64c (indoor camera), determines that the person in the image is an authorized user, and inputs an instruction to switch to permission mode, the determination unit 51d determines to switch to permission mode (S2B: YES). On the other hand, when the remote operator of the remote communication terminal 50 views an image captured by the imaging device 64c (indoor camera), determines that the person in the image is not an authorized user, and inputs an instruction not to switch to permission mode, the determination unit 51d determines not to switch to permission mode (S2B: NO).

[0107] Furthermore, the determination unit 51d performs image processing for face authentication on the image captured by the imaging device 64c (indoor camera), and determines to enter the permission mode if the person in the captured image matches the authorized user (S2B: YES). If not, it may be determined that the permission mode is not to be set (S2B: NO).

[0108] Note that S3 to S7 in FIG. 8 are the same as those in FIG. 7, and therefore the description thereof will be omitted.

[0109] According to the above configuration, when a person gets on the work vehicle 1 in remote mode, it is determined whether to switch to permission mode based on the image of the person captured by the imaging device 64c, and if it is determined not to switch to permission mode, the vehicle does not transition to manual mode. This makes it possible to prevent theft of the work vehicle 1 in remote mode.

[0110] 1, the remote communication terminal 50 may also include a user authentication unit 51a. The user authentication unit 51a authenticates whether or not a person riding in the work vehicle 1 is an authorized user. For example, the aforementioned processor of the control unit 51 executes a user authentication program stored in the storage device 53, thereby functioning as the user authentication unit 51a.

[0111] The user authentication unit 51a determines that the person on board the work vehicle 1 is an authorized user if the password entered by the person matches the password of an authorized user stored in the storage device 53, and determines that the person is not an authorized user if they do not match.

[0112] Furthermore, the user authentication unit 51a may be configured to perform biometric authentication such as facial authentication, fingerprint authentication, voice authentication, etc. For example, in the case of facial authentication, the user authentication unit 51a determines that the person riding in the work vehicle 1 is an authorized user if the facial image of the person matches the facial image of a legitimate user already stored in the storage device 53, and determines that the person is not an authorized user if they do not match.

[0113] The theft prevention process for the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 10. Fig. 10 is a flowchart showing the theft prevention process that is different from that shown in Fig. 7. The theft prevention process shown in Fig. 10 adds processing of S31 to the theft prevention process shown in Fig. 7, and also has S2C instead of S2. Therefore, S31 and S2C shown in Fig. 10 will be described in detail.

[0114] 10, it is assumed that the work vehicle 1 is in a monitoring mode in which monitoring operation is possible using the remote communication terminal 50 (S1). The user authentication unit 51a of the remote communication terminal 50 authenticates whether or not the person riding in the work vehicle 1 is an authorized user (S31).

[0115] For example, if the password entered by the person riding in the work vehicle 1 matches the password of a legitimate user stored in the storage device 53, the user authentication unit 51a determines that the person is a legitimate user (S31: YES), and if they do not match, it determines that the person is not a legitimate user (S31: NO). The user authentication unit 51a may authenticate whether or not the user is an authorized user by biometric authentication such as face authentication, fingerprint authentication, or voice authentication.

[0116] On the other hand, if no operation (for example, password entry) by the person on board the work vehicle 1 has been performed or detected (S31: NO), the user authentication unit 51a waits for the processing of S31 until such an operation or detection is performed.

[0117] When the work vehicle 1 is in remote mode and the user is authenticated as an authorized user, the determination unit 51d of the remote communication terminal 50 determines whether to switch to the permission mode (S2C). For example, when the remote operator of the remote communication terminal 50 inputs an instruction to switch to the permission mode, the determination unit 51d determines to switch to the permission mode (S2C: YES). On the other hand, when the remote operator of the remote communication terminal 50 inputs an instruction not to switch to the permission mode, the determination unit 51d determines not to switch to the permission mode (S2C: NO).

[0118] Furthermore, the determination unit 51d determines to switch to the permission mode when it receives a boarding detection signal during a work time period for manual operation in the work plan based on a work plan previously stored in the storage device 53 (S2C: YES). On the other hand, the determination unit 51d may determine not to switch to the permission mode when it receives a boarding detection signal outside the work time period for manual operation in the work plan (S2C: NO).

[0119] Note that S3 to S7 in FIG. 10 are the same as those in FIG. 7, and therefore the explanation will be omitted.

[0120] According to the above-described configuration, remote communication terminal 50 can be operated only when the authorized user has been authenticated, which prevents unauthorized persons from operating remote communication terminal 50 and prevents transition to manual mode through unauthorized operation of remote communication terminal 50. This makes it possible to prevent theft of work vehicle 1 through unauthorized operation of remote communication terminal 50.

[0121] Also, as shown in FIG. 1, the work vehicle 1 may be provided with a locking mechanism 67 that locks the door 11, and the control device 60 may control the locking mechanism 67 to lock (lock) the door 11 based on the transition of the remote mode by the remote communication terminal 50.

[0122] The locking mechanism 67 is a mechanical or electromagnetic door locking mechanism that maintains the door 11 in a closed state. The locking mechanism 67 can be changed between a locked state and an unlocked state by operation by a person in the work vehicle 1. In other words, by setting the locking mechanism 67 to a locked state or an unlocked state, the door 11 is locked or unlocked. Furthermore, the locking mechanism 67 is set to a locked state based on a lock signal from the remote communication terminal 50 or the control device 60, thereby locking the door 11, and is set to an unlocked state based on an unlock signal from the remote communication terminal 50 or the control device 60, thereby unlocking the door 11.

[0123] The control device 60 of the work vehicle 1 controls the locking mechanism 67 to lock the door 11 based on a remote mode transition by the remote communication terminal 50, for example, a monitoring mode instruction signal. Furthermore, when the detection device 64b detects entry of a passenger, the control device 60 does not lock the door 11 using the locking mechanism 67 even if the remote communication terminal 50 issues an instruction to transition to the remote mode (for example, a monitoring mode instruction signal).

[0124] Furthermore, the control device 60 unlocks the door 11 by the locking mechanism 67 based on the unlocking signal from the remote communication terminal 50 .

[0125] The theft prevention process for the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Figure 11. Figure 11 is a flowchart showing the theft prevention process that is different from that shown in Figure 10. The theft prevention process shown in Figure 11 adds processes S32 to S37 to the theft prevention process shown in Figure 10, and has S2D instead of S2C. Therefore, S32 to S37 and S2D shown in Figure 11 will be described in detail.

[0126] As shown in FIG. 11, in S31, if the user authentication unit 51a of the remote communication terminal 50 determines that the person riding in the work vehicle 1 is a legitimate user (S31: YES), the control unit 51 of the remote communication terminal 50 transmits a monitoring mode instruction signal to the work vehicle 1 via the communication device 66 (S32).

[0127] The control device 60 of the work vehicle 1 determines whether or not a ride has been detected by the detection device 64b based on the monitoring mode instruction signal from the remote communication terminal 50 (S33).

[0128] When the detection device 64b does not detect a passenger getting on the vehicle (S33: NO), the control device 60 outputs a lock signal to the lock mechanism 67. When the lock mechanism 67 receives the lock signal, state, and the door is locked (S34). That is, the door 11 is locked. Note that the door 11 cannot be locked unless it is closed, so the control device 60 may transmit information that the door 11 is open to the remote communication terminal 50 via the communication device 66. Also, if the work vehicle 1 is equipped with an automatic opening and closing mechanism for the door 11, the door 11 may be automatically closed.

[0129] After S34, the control device 60 of the work vehicle 1 is set to monitoring mode (remote mode) (S35), and the communication device 66 transmits a status signal (monitoring mode) indicating that the work vehicle 1 is in monitoring mode.

[0130] On the other hand, if the detection device 64b detects boarding (S33: YES), that is, if there is a person in the cabin 9, the control device 60 waits to execute the process of S33 until boarding is no longer detected by the detection device 64b. Alternatively, if the detection device 64b detects boarding (S33: YES), the control device 60 may transmit to the remote communication terminal 50 via the communication device 66 that there is a person in the cabin 9. When the remote communication terminal 50 receives a dismount notification instruction from a remote user (remote driving monitor or remote operator), it transmits a dismount notification instruction signal to the work vehicle 1 via the communication device 54. Based on the dismount notification instruction signal, the control device 60 of the work vehicle 1 may cause the display device 55 to display and output a notification sound encouraging the person in the cabin 9 to dismount.

[0131] The determination unit 51d of the remote communication terminal 50 determines that the work vehicle 1 is in remote mode based on the status signal (monitoring mode) from the work vehicle 1, and when it has authenticated that the user is an authorized user, it determines whether to switch to permission mode (S2D). For example, the determination unit 51d determines to switch to permission mode when the remote operator of the remote communication terminal 50 has input an instruction to switch to permission mode (S2D: YES). On the other hand, the determination unit 51d determines not to switch to permission mode when the remote operator of the remote communication terminal 50 has input an instruction not to switch to permission mode (S2D: NO).

[0132] Furthermore, the determination unit 51d determines to switch to the permission mode when it receives the boarding detection signal during a work time period for manual operation in the work plan based on a work plan previously stored in the storage device 53 (S2D: YES). On the other hand, the determination unit 51d may determine not to switch to the permission mode when it receives the boarding detection signal outside the work time period for manual operation in the work plan (S2D: NO).

[0133] Note that S3 to S7 in FIG. 10 are the same as those in FIG. 10, and therefore the description thereof will be omitted.

[0134] After S3, when an unlock command is received from the remote operator of the remote communication terminal 50, the control unit 51 of the remote communication terminal 50 transmits an unlock signal to the work vehicle 1 via the communication device 54 (S36). Based on the unlock signal, the control device 60 of the work vehicle 1 unlocks the door 11 by the lock mechanism 67 (S37).

[0135] According to the above-described configuration, when the work vehicle 1 transitions to the remote mode, the boarding / exiting door 11 is locked, thereby preventing unauthorized entry into the work vehicle 1 in the remote mode. This prevents unauthorized entry and switching to manual mode. This further prevents theft of the work vehicle 1 in the remote mode.

[0136] Furthermore, since the door 11 of the work vehicle 1 needs to be unlocked using the remote communication terminal 50, theft of the work vehicle 1 in remote mode can be prevented. Furthermore, since the doors are not locked when a person is inside the work vehicle 1, it is possible to prevent the person from being trapped inside the work vehicle 1.

[0137] Furthermore, the monitoring system 100 shown in FIG. 1 can transition the work vehicle 1 from the remote mode to the manual mode based on an operation signal from the short-distance communication terminal 90.

[0138] The short-distance communication terminal 90 is capable of operating the work vehicle 1 within a predetermined range (for example, a range of several meters or several tens of meters) of the work vehicle 1. The communication device 66 of the work vehicle 1 is equipped with a short-distance communication module that communicates with the short-distance communication terminal 90.

[0139] When the control device 60 receives an operation signal from the short-distance communication terminal 90 at the communication device 66, it transitions from the remote mode to the manual mode even if it has not received an authorization signal from the remote communication terminal 50.

[0140] The short-distance communication terminal 90 includes a user authentication unit 92. The user authentication unit 92 has the same configuration as the user authentication unit 51a (for example, password authentication, biometric authentication), and therefore a detailed description thereof will be omitted here.

[0141] When the user authentication unit 92 has authenticated the user as an authorized user, the short-distance communication terminal 90 transmits an operation signal corresponding to the operation of the short-distance communication terminal 90 to the work vehicle 1.

[0142] The anti-theft processing of the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 12. Fig. 12 is a flowchart showing the anti-theft processing of the work vehicle in monitoring mode.

[0143] 12, it is assumed that the work vehicle 1 is in a monitoring mode in which monitoring operation by the remote communication terminal 50 is possible (S41). The user authentication unit 92 of the short-distance communication terminal 90 authenticates whether or not the person operating the short-distance communication terminal 90 is an authorized user (S42).

[0144] For example, if the password entered by the person operating the short-range communication terminal 90 matches the password of an authorized user stored in the short-range communication terminal 90, the user authentication unit 92 determines that the user is authorized (S42: YES). On the other hand, if they do not match, the user authentication unit 92 determines that the user is not authorized (S42: NO). Note that the user authentication unit 92 may authenticate whether or not the user is authorized by biometric authentication such as face authentication, fingerprint authentication, or voice authentication.

[0145] On the other hand, if no operation (e.g., password entry) by the person operating the short-range communication terminal 90 is performed or detected (S42: NO), the user authentication unit 92 waits for the processing of S42 until such operation or detection is performed.

[0146] The short-distance communication terminal 90 determines whether or not an operation has been performed by an authorized user (S43). If an operation by an authorized user has been received (S43: YES), the short-distance communication terminal 90 transmits an operation signal corresponding to the operation to the work vehicle 1 (S44).

[0147] On the other hand, if the short-distance communication terminal 90 has not received an operation from an authorized user (S43: NO), the short-distance communication terminal 90 waits for the process of S43 until an operation is received.

[0148] The control device 60 of the work vehicle 1 determines whether or not an operation signal has been received from the short-distance communication terminal 90 (S45). If an operation signal has been received from the short-distance communication terminal 90 (S45: YES), the control device 60 transitions to manual mode even if an authorization signal has not been received from the remote communication terminal 50. On the other hand, if an operation signal has not been received (S45: NO), the control device 60 waits to execute the processing of S45 until an operation signal is received.

[0149] According to the above-described configuration, the work vehicle 1 can be quickly and effortlessly shifted to the manual mode. This allows the work vehicle 1 to be smoothly operated using the short-distance communication terminal 90. Furthermore, it is possible to prevent the short-distance communication terminal 90 from being operated by a fraudulent person, and it is possible to prevent the short-distance communication terminal 90 from being changed to manual mode due to fraudulent operation.

[0150] In addition, when the communication device 66 of the work vehicle 1 receives an operation signal from the short-range communication terminal 90, it may transmit to the remote communication terminal 50 that it is being operated by the short-range communication terminal 90, and the remote communication terminal 50 may notify it that it is being operated by the short-range communication terminal 90.

[0151] The theft prevention processing of the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 13. Fig. 13 is a flowchart showing the theft prevention processing different from that shown in Fig. 12. The theft prevention processing shown in Fig. 13 adds the processing of S47 and S48 to the theft prevention processing shown in Fig. 12. Therefore, S47 and S48 shown in Fig. 13 will be described in detail.

[0152] After S46, the communication device 66 of the work vehicle 1 transmits a manual operation in progress signal to the remote communication terminal 50, indicating that operation is being performed by the short-distance communication terminal 90 (S47).

[0153] When the control unit 51 of the long-distance communication terminal 50 receives the manual operation in-progress signal at the communication device 54, it causes the display device 55 to display a notification display indicating that operation is being performed by the short-distance communication terminal 90 (S48).

[0154] According to the above-described configuration, a remote monitor or remote operator using the remote communication terminal 50 can know that the work vehicle 1 is being operated using the short-distance communication terminal 90.

[0155] Furthermore, when the control device 60 of the work vehicle 1 receives an operation signal from the short-range communication terminal 90, it may unlock the door 11 locked by the lock mechanism 67.

[0156] The theft prevention processing of the work vehicle 1 in monitoring mode by the monitoring system 100 will now be described with reference to Fig. 14. Fig. 14 is a flowchart showing the theft prevention processing different from that shown in Fig. 13. The theft prevention processing shown in Fig. 14 adds the processing of S44A and S44B to the theft prevention processing shown in Fig. 13. Therefore, S44A and S44B shown in Fig. 14 will be described in detail.

[0157] After S45, when the communication device 66 of the work vehicle 1 receives an operation signal from the short-range communication terminal 90 (S45: YES), the control device 60 determines whether the locking mechanism 67 is in a locked state, i.e., whether the door is locked (the door 11 is locked) (S44A). If the locking mechanism 67 is in a locked state (S44A: YES), the control device 60 controls the locking mechanism 67 to an unlocked state and releases the door lock, i.e., unlocks the door 11 (S44B).

[0158] On the other hand, in S44A, when it is determined that the door is not locked (the door 11 is not locked) (S44A: NO), the control device 60 proceeds to the process of S46.

[0159] Note that S46 to S48 in FIG. 14 are the same as those in FIG. 13, and therefore the explanation will be omitted.

[0160] According to the above-described configuration, when the short-range communication terminal 90 is operated within a predetermined range of the work vehicle 1, the door 11 of the work vehicle 1 is unlocked, allowing the person to board the work vehicle 1. Furthermore, since the person carrying the short-range communication terminal 90 is assumed to be an authorized user, even if the person is permitted to board the work vehicle 1, the possibility of the work vehicle 1 being stolen is extremely low.

[0161] Furthermore, control device 60 may permit starting of engine 4 when user authentication unit 61a has authenticated the authorized user, and may not permit starting of engine 4 when the authorized user has not been authenticated.

[0162] According to the above-described configuration, the work vehicle 1 is only permitted to start the engine 4 if the authorized user is authenticated, which prevents a fraudster from forcibly stopping and then restarting the engine 4 of the work vehicle 1, thereby preventing theft of the work vehicle 1 through fraudulent operation.

[0163] <Modification> In the embodiment described above, the work vehicle 1 is equipped with a switching operation device 62c, but may further be equipped with a switching detection unit 62d, as shown in Fig. 15. Fig. 15 is a configuration diagram of a monitoring system according to a modified example. The switching detection unit 62d may be, for example, a detection switch such as a microswitch or limit switch, or a detection sensor such as a proximity sensor or contact sensor.

[0164] A holder 68 for holding the remote communication terminal 50 is provided at a predetermined location around the driver's seat 10 inside the cabin 9. The holder 68 is equipped with a switching detector 62d. The switching detector 62d is turned on when the remote communication terminal 50 is accommodated in the holder 68 (i.e., it detects that the remote communication terminal 50 is accommodated), and is turned off when the remote communication terminal 50 is not accommodated in the holder 68 (i.e., it does not detect that the remote communication terminal 50 is accommodated). In this case, S6 in FIGS. 7 to 11 proceeds to S7 if the switching device is operated or the switching detector 62d is turned on, and returns to S6 if the switching device is not operated and the switching detector 62d is off.

[0165] The work vehicle 1 may be equipped with a switching detection unit 62d instead of the switching operation device 62c. In this case, S6 in Figures 7 to 11 is changed from "whether the switching operation device is being operated" to a process in which it is determined whether the switching detection unit 62d is on, and if it is on, the process proceeds to S7, and if it is off, the process returns to S6.

[0166] In addition, instead of the holding section 68, the cabin 9 may be provided with one of a storage section for storing the remote communication terminal 50, a support section for supporting the remote communication terminal 50, or a placement section on which the remote communication terminal 50 is placed, and the switching detection section 62d provided therein may detect whether the remote communication terminal 50 is being held, supported, or placed.

[0167] The main characteristic features and effects of the monitoring system 100 in the above-described embodiment are as follows.

[0168] (Item A1) A monitoring system 100 comprising a remote communication terminal 50, a work vehicle 1 having a monitoring mode in which monitoring operation is possible using the remote communication terminal 50, and a manual mode in which manual operation is possible, wherein the work vehicle 1 is equipped with a control device 60 that, when an authorization signal is received from the remote communication terminal 50 in the monitoring mode, switches to an authorization mode in which the work vehicle 1 can transition from the monitoring mode to the manual mode.

[0169] This configuration makes it possible to prevent the work vehicle 1 in monitoring mode from being fraudulently changed to manual mode, and to prevent theft of the work vehicle 1 in monitoring mode.

[0170] (Item A2) The monitoring system 100 according to item A1, wherein the monitoring mode includes a remote mode in which automatic or remote operation of remote monitoring by the remote communication terminal 50 is possible.

[0171] This configuration makes it possible to prevent the work vehicle 1 in the remote mode from being illegally changed to the manual mode, and to prevent theft of the work vehicle 1 in the remote mode.

[0172] (Item A3) The monitoring system 100 according to item A1 or A2, wherein the control device 60 transitions the work vehicle 1 to the manual mode when an operation to transition to the manual mode is performed or detected while the work vehicle 1 is in the permission mode.

[0173] According to this configuration, in order to transition the work vehicle 1 to manual mode, the work vehicle 1 must receive an authorization signal from the remote communication terminal 50 and enter authorization mode, and a transition operation to manual mode (e.g., operation of the switching operation device 62c) or detection (e.g., detection of the switching detection unit 62d) is required.This further prevents the work vehicle 1 from being changed to manual mode fraudulently, and prevents theft of the work vehicle 1 in remote mode.

[0174] (Item A4) The work vehicle 1 is equipped with a detection device 64b that detects the entry of a person, and a communication device 66 that transmits an entry detection signal to the remote communication terminal 50 when the detection device 64b detects entry, and the remote communication terminal 50 is equipped with a judgment unit 51d that determines whether to switch to the permission mode when the work vehicle 1 is in the remote mode and receives the entry detection signal, in a monitoring system 100 described in any one of items A1 to A3.

[0175] According to this configuration, when a person gets into the work vehicle 1 in remote mode, it is determined whether to switch to permission mode, and if it is determined not to switch to permission mode, the vehicle does not transition to manual mode, thereby preventing theft of the work vehicle 1 in remote mode.

[0176] (Item A5) The work vehicle 1 is equipped with an imaging device 64c that captures an image of a person riding in the work vehicle 1 when the detection device 64b detects that the person has boarded the work vehicle 1, and when the detection device 64b detects that the person has boarded the work vehicle 1, the communication device 66 transmits the boarding detection signal and an image of the person captured by the imaging device 64c to the remote communication terminal 50, and the judgment unit 51d judges whether to enter the permission mode based on the boarding detection signal and the image. This is the monitoring system 100 described in item A4.

[0177] According to this configuration, when a person gets on the work vehicle 1 in remote mode, it is determined whether to switch to permission mode based on the image of the person captured by the imaging device 64c, and if it is determined not to switch to permission mode, the vehicle does not transition to manual mode. This makes it possible to prevent theft of the work vehicle 1 in remote mode.

[0178] (Item A6) A monitoring system described in Item A5, wherein the remote communication terminal 50 is equipped with a display device 55 that displays the captured image, and the judgment unit 51d judges whether to switch to the permission mode in accordance with a selection instruction by a user of the remote communication terminal 50 who has confirmed the captured image.

[0179] According to this configuration, when a person gets on board the work vehicle 1 in remote mode, the remote user can check the captured image of the person displayed on the display device 55 and determine whether to switch to permission mode. If the remote user who checked the captured image of the person issues a disallowance instruction (that is, if it is determined that the permission mode should not be switched to), the determination unit 51d does not switch to permission mode, and therefore does not transition to manual mode. Therefore, because the remote user receives a permission / disallowance instruction after checking the captured image of the person, theft of the work vehicle 1 in remote mode can be prevented.

[0180] (Item A7) The monitoring system according to item A5, wherein the determining unit 51d determines whether to set the permission mode based on an image recognition result of the captured image.

[0181] According to this configuration, if the image recognition result of the captured image of a person, that is, the image analysis of the captured image, determines that the person in the captured image is not a legitimate user, the device will not enter the permitted mode. Therefore, the work vehicle 1 does not transition to the manual mode. Therefore, the permission mode is set only when the user is determined to be an authorized user by automatic determination by the determination unit 51d, so that theft of the work vehicle 1 in the remote mode can be prevented.

[0182] (Item A8) The remote communication terminal 50 is provided with a user authentication unit 51a, and the monitoring system 100 described in any one of items A1 to A7 is operable when the user is authenticated as a legitimate user by the user authentication unit 51a.

[0183] According to this configuration, remote communication terminal 50 can be operated only when the authorized user has been authenticated, which prevents unauthorized persons from operating remote communication terminal 50 and prevents transition to manual mode through unauthorized operation of remote communication terminal 50. This makes it possible to prevent theft of work vehicle 1 through unauthorized operation of remote communication terminal 50.

[0184] (Item A9) A monitoring system 100 as described in Item A2, which is equipped with a short-range communication terminal 90 for operating the work vehicle 1 within a predetermined range of the work vehicle 1, the work vehicle 1 being equipped with a communication device 66 that communicates with the short-range communication terminal 90, and the control device 60, when receiving an operation signal from the short-range communication terminal 90 via the communication device 66, transitions from the remote mode to the manual mode even if the permission signal from the remote communication terminal 50 has not been received.

[0185] According to this configuration, when the short-range communication terminal 90 is operated within a predetermined range of the work vehicle 1, the work vehicle 1 is transitioned from remote mode to manual mode even if an authorization signal has not been received from the remote communication terminal 50. As a result, the work vehicle 1 can be quickly and effortlessly transitioned to manual mode, allowing the work vehicle 1 to be smoothly operated using the short-range communication terminal 90. Furthermore, since people who possess the short-range communication terminal 90 are assumed to be authorized users, theft of the work vehicle 1 can be prevented.

[0186] (Item A10) The short-range communication terminal 90 is equipped with a user authentication unit 92, and when the user authentication unit 92 authenticates the authorized user, the monitoring system 100 described in Item A9 transmits an operation signal corresponding to the operation of the short-range communication terminal 90 to the work vehicle 1.

[0187] According to this configuration, when the short-distance communication terminal 90 is authenticated as a legitimate user, it transmits an operation signal corresponding to the operation to the work vehicle 1. In other words, when the short-distance communication terminal 90 is not authenticated as a legitimate user, it does not transmit an operation signal to the work vehicle 1. This makes it possible to prevent unauthorized persons from operating the short-distance communication terminal 90, and to prevent the short-distance communication terminal 90 from being rigged to shift to manual mode. This makes it possible to prevent theft of the work vehicle 1 through unauthorized operation of the short-distance communication terminal 90.

[0188] (Item A11) When the communication device 66 receives an operation signal from the short-range communication terminal 90, it transmits to the long-distance communication terminal 50 that it is being operated by the short-distance communication terminal 90, and the long-distance communication terminal 50 notifies the monitoring system 100 described in item A9 or A10 that it is being operated by the short-distance communication terminal 90.

[0189] According to this configuration, the remote communication terminal 50 notifies that it is being operated by the short-range communication terminal 90, so that the remote monitor or remote operator using the remote communication terminal 50 can understand that the work vehicle 1 is being operated by the short-range communication terminal 90.

[0190] (Item A12) The work vehicle 1 is equipped with a door 11 for boarding and disembarking and a locking mechanism 67 for locking the door 11, and the control device 60 controls the locking mechanism 67 to lock the door 11 based on the transition of the remote mode by the remote communication terminal 50. A monitoring system 100 as described in Item A2.

[0191] According to this configuration, when the work vehicle 1 transitions to the remote mode, the boarding / exiting door 11 is locked, thereby preventing unauthorized entry into the work vehicle 1 in the remote mode. This prevents unauthorized entry and switching to manual mode. This further prevents theft of the work vehicle 1 in the remote mode.

[0192] (Item A13) The monitoring system 100 according to item A12, wherein the control device 60 unlocks the door 11 by the locking mechanism 67 based on an unlocking signal from the remote communication terminal 50.

[0193] According to this configuration, the door 11 of the work vehicle 1 needs to be unlocked by the remote communication terminal 50, so that the work vehicle 1 in the remote mode can be prevented from being stolen.

[0194] (Item A14) The work vehicle 1 is equipped with a detection device 64b that detects the entry of a person, and the control device 60, when the detection device 64b detects the entry of a person, does not lock the door 11 using the locking mechanism 67 even if the remote communication terminal 50 instructs the transition to the remote mode, in the monitoring system 100 described in Item A12.

[0195] According to this configuration, when a person is inside the work vehicle 1, the doors are not locked, so that the person can be prevented from being trapped inside the work vehicle 1.

[0196] (Item A15) A monitoring system 100 described in item A12 or A13, which is provided with a short-range communication terminal 90 for operating the work vehicle 1 within a specified range of the work vehicle 1, and the control device 60 unlocks the door 11 by the locking mechanism 67 when it receives an operation signal from the short-range communication terminal 90.

[0197] According to this configuration, when the short-range communication terminal 90 is operated within a predetermined range of the work vehicle 1, the door 11 of the work vehicle 1 is unlocked, allowing the person to board the work vehicle 1. Furthermore, since the person carrying the short-range communication terminal 90 is assumed to be an authorized user, even if the person is permitted to board the work vehicle 1, the possibility of the work vehicle 1 being stolen is extremely low.

[0198] (Item A16) The work vehicle 1 is equipped with a prime mover 4 and a user authentication unit 61a, and the control device 60 allows the prime mover 4 to start if the user authentication unit 61a authenticates the authorized user, and does not allow the prime mover 4 to start if the authorized user is not authenticated. This is a monitoring system 100 described in any one of items A1 to A15.

[0199] According to this configuration, the work vehicle 1 is only permitted to start the engine 4 if the authorized user is authenticated, which prevents a fraudster from forcibly stopping and then restarting the engine 4 of the work vehicle 1, thereby preventing theft of the work vehicle 1 through fraudulent operation.

[0200] In the above-described embodiment, the short-distance communication terminal 90 is, for example, a remote control, but is not limited to this. For example, the short-distance communication terminal 90 may be a tablet terminal device or a smartphone.

[0201] Although the present invention has been described above, the embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0202] 1 Work vehicle 2. Work equipment 4. Prime Mover 50 Telecommunications Terminal 51a User authentication section 51d Judgment section 60 Control device 61a User authentication section 62c Switching operation tool 64b Detection Device 64c Imaging device 66 Communication Equipment 67 Locking mechanism 90 Short-distance communication terminal 92 User authentication section 100 Surveillance System

Claims

1. a remote communication terminal; a work vehicle having a monitoring mode in which monitoring operation can be performed using the remote communication terminal and a manual mode in which manual operation can be performed; The monitoring system includes a control device that, when the work vehicle receives an authorization signal from the remote communication terminal in the monitoring mode, switches the work vehicle to an authorization mode that allows the work vehicle to transition from the monitoring mode to the manual mode.

2. The monitoring system according to claim 1 , wherein the monitoring modes include a remote mode in which automatic or remote operation of remote monitoring by the remote communication terminal is possible.

3. The monitoring system according to claim 2 , wherein the control device transitions the work vehicle to the manual mode when an operation to transition to the manual mode is performed or detected while the work vehicle is in the permitted mode.

4. The work vehicle includes a detection device that detects whether a person is riding in the work vehicle; a communication device that transmits a boarding detection signal to the remote communication terminal when the detection device detects boarding; 4. The monitoring system according to claim 2, wherein the remote communication terminal includes a determination unit that determines whether to switch the work vehicle to the permission mode when the work vehicle is in the remote mode and the boarding detection signal is received.

5. the work vehicle is equipped with an imaging device that captures an image of a person riding in the work vehicle when the detection device detects that the person is riding in the work vehicle; When the detection device detects a person getting on the vehicle, the communication device transmits the ride detection signal and the captured image of the person captured by the imaging device to the remote communication terminal; The monitoring system according to claim 4 , wherein the determination unit determines whether to enter the permission mode based on the boarding detection signal and the captured image.

6. the remote communication terminal includes a display device for displaying the captured image; 6. The monitoring system according to claim 5, wherein the determining unit determines whether to set the permission mode in response to a selection instruction from a user of the remote communication terminal who has confirmed the captured image.

7. The monitoring system according to claim 5 , wherein the determination unit determines whether to set the permission mode based on an image recognition result of the captured image.

8. 2. The monitoring system according to claim 1, wherein said remote communication terminal comprises a user authentication unit, and is operable when said user authentication unit authenticates that said remote communication terminal is a legitimate user.

9. a short-distance communication terminal for operating the work vehicle within a predetermined range of the work vehicle; the work vehicle is equipped with a communication device that communicates with the short-distance communication terminal, The monitoring system of claim 2, wherein the control device transitions from the remote mode to the manual mode when the control device receives an operation signal from the short-range communication terminal at the communication device, even if the permission signal from the long-distance communication terminal is not received.

10. The monitoring system according to claim 9, wherein the short-distance communication terminal is provided with a user authentication unit, and when the user authentication unit authenticates the authorized user, an operation signal corresponding to an operation of the short-distance communication terminal is transmitted to the work vehicle.

11. When the communication device receives an operation signal from the short-distance communication terminal, the communication device transmits to the long-distance communication terminal a message indicating that the communication device is being operated by the short-distance communication terminal; 11. The monitoring system according to claim 9, wherein the remote communication terminal notifies that the remote communication terminal is being operated by the short-distance communication terminal.

12. The work vehicle includes a door for getting on and off and a locking mechanism for locking the door, 3. The monitoring system according to claim 2, wherein the control device controls the locking mechanism to lock the door based on the transition of the remote mode by the remote communication terminal.

13. 13. The monitoring system of claim 12, wherein the control device unlocks the door with the locking mechanism based on an unlock signal from the remote communication terminal.

14. The work vehicle is equipped with a detection device that detects whether a person is riding in the work vehicle, 13. The monitoring system according to claim 12, wherein the control device does not lock the door with the locking mechanism even if the remote communication terminal issues an instruction to switch to the remote mode when the detection device detects entry of a vehicle.

15. a short-distance communication terminal for operating the work vehicle within a predetermined range of the work vehicle; 14. The monitoring system according to claim 12, wherein the control device unlocks the door by the locking mechanism when receiving an operation signal from the short-range communication terminal.

16. the work vehicle includes a prime mover and a user authentication unit; The monitoring system according to any one of claims 1 to 3, wherein the control device permits the start of the engine if the authorized user is authenticated by the user authentication unit, and does not permit the start of the engine if the authorized user is not authenticated.

Images