Tractor

Abstract

To properly avoid contact between a vehicle body and an obstacle.SOLUTION: A tractor includes: a vehicle body; a lifting device which can attach a work device W to the vehicle body; a cabin which is provided in the vehicle body; an engine hood 4 which is provided on the front side of the cabin; and an obstacle detector 102; and an obstacle searcher 68. The obstacle detector 102 which detects the rear side of the cabin 4 and the rear side of the lifting device is provided, the first obstacle searcher 68 is provided on the lateral side of a door of the cabin 4, and the multiple second obstacle searchers 68 are provided on the front side of the engine hood.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a tractor. [Background technology]

[0002] An example of the above-mentioned work vehicle (tractor) is described in, for example, Patent Document 1 below. The work vehicle described in this document is equipped with an obstacle detection means at the front of the vehicle body that can detect obstacles that exist in front of the vehicle body. When an obstacle is detected by the obstacle detection means, this work vehicle stops automatic driving (autonomous traveling) of the vehicle body, thereby preventing the vehicle body from coming into contact with the obstacle that exists in front of the vehicle body. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-92818 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned conventional technology, the obstacle detection means can only detect obstacles located in front of the vehicle body, and cannot detect obstacles located on the rear side of the vehicle body, so there is a possibility that the obstacle will come into contact with a work device or the like located on the rear side of the vehicle body.

[0005] In view of the above circumstances, it is desirable to be able to appropriately avoid the vehicle body coming into contact with an obstacle. [Means for solving the problem]

[0006] The tractor of the present invention comprises a vehicle body and a lifting device capable of attaching a working device to the vehicle body; a cabin provided in the vehicle body; a hood provided at the front side of the cabin; an obstacle detector and an obstacle probe; A tractor comprising: The obstacle detector is provided at the rear side of the cabin and detects an obstacle behind the lifting device, In the left-right direction of the vehicle body of the cabin door Yokogai Towards , the obstacle detector side An obstacle detector is provided on the front side of the hood. , the obstacle detector Multiple front It is provided on the obstacle detector. In the present invention, it is preferable that the obstacle detector provided in the cabin is provided below the roof of the cabin. In the present invention, it is preferable that the side obstacle detector is provided on a rear fender on the side of the cabin. In the present invention, it is preferable that a second obstacle detector is provided, the second obstacle detector having a detection target area that at least partially overlaps with the detection target areas of the plurality of front obstacle detectors. It is preferable that the first obstacle detector is attached to the rear of the rear fender. Further, the work vehicle of the present invention is The vehicle is equipped with an electronic control system for autonomous driving, the electronic control system is provided with an obstacle detection module that detects the presence or absence of an obstacle, and a travel suppression control unit that suppresses travel of the vehicle body when the obstacle detection module detects the obstacle, The obstacle detection module detects the obstacles having a height equal to or greater than a predetermined height. The work vehicle of the present invention is equipped with an electronic control system for automatic driving that automatically drives the vehicle body, and the electronic control system is equipped with an obstacle detection module that detects the presence or absence of obstacles, and a driving suppression control unit that suppresses the driving of the vehicle body when the obstacle detection module detects an obstacle, and the obstacle detection module is equipped with an obstacle detector that detects obstacles present in an area to be explored, and an obstacle detector that detects obstacles present in a detection area that is at least partially different from the area to be explored. Further, the work vehicle of the present invention is The vehicle is equipped with an electronic control system for autonomous driving, the electronic control system is provided with an obstacle detection module that detects the presence or absence of an obstacle, and a travel suppression control unit that suppresses travel of the vehicle body when the obstacle detection module detects an obstacle, The obstacle detection module is provided with a plurality of obstacle detectors that detect obstacles present in an area to be explored; The obstacle detectors include a pair of first obstacle detectors on the left and right, each of which has a target area to be searched that is on the sides of the rear end of the main body of the vehicle.

[0007] According to the present invention, a pair of left and right first obstacle detectors can detect obstacles present near the rear end of the main body of the vehicle. When an obstacle is detected by the pair of left and right first obstacle detectors, the vehicle is prevented from moving. This makes it possible to prevent the vehicle from transitioning from a stopped state to a moving state when, for example, an obstacle exists between the working device located at the rear end of the vehicle and the main body of the vehicle. This avoids inconveniences such as the working device running over an obstacle, and improves the reliability of autonomous driving.

[0008] In this way, the present invention makes it possible to avoid the rear of the vehicle body coming into contact with an obstacle.

[0009] In the present invention, It is preferable that the first obstacle detector is attached to the rear of the rear fender.

[0010] According to the above configuration, an obstacle present near the rear end of the rear wheel located below the rear fender can be detected with high accuracy by the first obstacle detector.

[0011] In the present invention, Preferably, the obstacle detectors include a pair of second obstacle detectors on the left and right, the search target areas of which are on the sides of the central front-rear part of the vehicle body.

[0012] According to the above configuration, obstacles present on the sides of the central portion of the front and rear of the vehicle body can be detected with high accuracy by the second obstacle detector.

[0013] In the present invention, It is preferable that the second obstacle detector is attached to the front of the rear fender.

[0014] According to the above configuration, an obstacle present near the front end of the rear wheel located below the rear fender can be detected with high accuracy by the second obstacle detector.

[0015] In the present invention, The obstacle detection module is provided with an obstacle detector that detects obstacles present in a detection target area using a detection method different from that of the obstacle detector, It is preferable that the search target area of ​​the obstacle detector includes an area located below the detection target area of ​​the obstacle detector.

[0016] According to the above configuration, by covering the area below the obstacle detector's detection target area with the obstacle detector's detection target area, blind spots where obstacles cannot be detected are reduced, and obstacles around the vehicle that could hinder autonomous driving can be detected without omission.

[0017] In the present invention, The obstacle detector is preferably an ultrasonic sonar.

[0018] According to the above configuration, by using a relatively inexpensive ultrasonic sonar to detect obstacles, it is possible to suppress an increase in overall costs. [Brief explanation of the drawings]

[0019] [Figure 1] FIG. 2 is a left side view of the tractor showing the arrangement of the obstacle detector and obstacle detectors. [Figure 2] FIG. 2 is a top view of the tractor showing the arrangement of obstacle detectors and other obstacle detectors. [Figure 3] FIG. 2 is a perspective view of a tractor showing the arrangement of obstacle detectors and other obstacle detectors. [Figure 4] FIG. 2 is a block diagram showing a schematic configuration of a control system. [Figure 5] 10 is a schematic diagram of a left side view showing an area to be searched by an obstacle detector and an area to be detected by an obstacle detector. FIG. [Figure 6]1 is a schematic diagram of a top view showing an area to be searched by an obstacle detector and an area to be detected by an obstacle detector. [Figure 7] FIG. 2 is a front view schematic diagram showing a detection target area by an obstacle detector. DETAILED DESCRIPTION OF THE INVENTION

[0020] An embodiment of the present invention will be described below with reference to the drawings. The arrow F in Figures 1 and 2 indicates "front," the arrow U in Figure 1 indicates "up," and the arrow R in Figures 1 and 2 indicates "right."

[0021] As shown in Figures 1 to 3, a tractor (an example of a "work vehicle") is equipped with a body frame 1 spanning both the front and rear ends of the body, left and right traveling devices 2 arranged on the left and right sides of the body frame 1, a motor unit 3 arranged on the front side of the body frame 1, a cabin 4 arranged on the rear side of the body frame 1, and a three-point link mechanism 5 for connecting a working device W (see Figures 5 and 6) attached to the rear end of the body frame 1 so that it can be raised and lowered and swingable. As shown in Figures 1 and 2, a weight 1A is attached to the front end of the body frame 1.

[0022] 1 to 3, the body frame 1 is provided with a front frame 7 extending from the lower part of the engine 6 arranged in the power unit 3 toward the front of the vehicle body, and a case unit 8 that also serves as a rear frame extending from the lower rear end of the engine 6 toward the rear of the vehicle body. Although not shown, the case unit 8 is provided inside with a pedal-operated main clutch that interrupts the power from the engine 6, a speed change transmission unit that divides the power that passes through the main clutch into power for traveling and power for working and changes the speed, left and right side brakes that act on the left and right traveling devices 2, etc.

[0023] As shown in Figures 1 to 3, the left and right traveling devices 2 are equipped with left and right front wheels 9 that function as drivable steering wheels, and left and right rear wheels 10 that function as drive wheels. The left and right front wheels 9 are drivably supported in a steerable state at both left and right ends of a wheel support member 11 that is supported on the front frame 7 in a rollable manner. The wheel support member 11 is a front axle case that houses a transmission shaft for front-wheel drive, etc. The left and right rear wheels 10 are drivably supported on a case unit 8, and the upper sides of the rear wheels 10 are covered by left and right rear fenders 12 arranged on the rear side of the vehicle body.

[0024] As shown in FIGS. 1 to 3 , the power unit 3 includes a water-cooled engine 6 located at the rear of the power unit 3, downstream of the power unit 3 in the cooling direction; a cooling fan 13 located at the front of the vehicle, upstream of the engine 6 in the cooling direction; a radiator 14 located further forward of the cooling fan 13; a battery (not shown) located further forward of the radiator 14; an exhaust treatment device (not shown) located above the rear of the engine 6; an air cleaner (not shown) located above the front of the engine 6; and a swing-open hood 16 that covers the engine 6, radiator 14, and the like from above. The engine 6 is an electronically controlled diesel engine equipped with a common rail system. The exhaust treatment device includes a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), and the like.

[0025] As shown in Figures 1 to 3, the cabin 4 forms a driver's section 17 and a passenger space at the rear of the vehicle body. The driver's section 17 is equipped with a clutch pedal 18 that allows operation of the main clutch, left and right brake pedals (not shown) that allow operation of the left and right side brakes, a manual steering wheel 19 that allows manual steering of the left and right front wheels 9, a shuttle lever 20 for switching between forward and reverse, a driver's seat 22 with an armrest 21 for the right arm, and a display unit 23 with a touch-operable LCD panel or the like. The steering wheel 19 is connected to the left and right front wheels 9 via a steering mechanism 25 that has a fully hydraulic power steering unit (hereinafter referred to as a PS unit 24). The armrest 21 is equipped with a main gearshift lever 26 (see Figure 4), a lift lever 27 (see Figure 4) that sets the height position of the working implement W, and a lift switch 28 (see Figure 4) that commands the lifting and lowering of the working implement W.

[0026] The three-point linkage mechanism 5 shown in Figures 1 to 3, etc., is driven to swing up and down by the operation of an electro-hydraulic controlled lifting drive unit 29 provided on the vehicle body, as shown in Figure 4. As shown in Figures 5 and 6, various types of work implements W, such as rotary tillers, plows, disc harrows, cultivators, subsoiler, seed sowing devices, and spreaders, can be connected to the three-point linkage mechanism 5. When the work implement W connected to the three-point linkage mechanism 5 is a rotary tiller or the like that is driven by power from the vehicle body, the work power extracted from the speed change unit is transmitted to the work implement W via an external transmission shaft.

[0027] As shown in FIG. 4 , the vehicle body is equipped with a main electronic control unit (hereinafter referred to as the main ECU 30) and an engine electronic control unit (hereinafter referred to as the engine ECU 31). The main ECU 30 is communicatively connected to the aforementioned electrohydraulic lift drive unit 29, the engine electronic control unit (hereinafter referred to as the engine ECU 31), an electronically controlled main transmission 32, a forward / reverse switching device 33, and a PTO clutch 34 provided in the speed change transmission unit, an electrohydraulic brake operation unit 35 that enables automatic operation of the left and right side brakes, and an in-vehicle information acquisition unit 36 ​​that acquires in-vehicle information including vehicle speed, via an in-vehicle LAN such as a CAN (Controller Area Network) or a communication line. The main ECU 30 and the engine ECU 31 are equipped with microprocessors having a CPU, an EEPROM, and the like. The main ECU 30 is equipped with a travel control unit 30A that controls the travel of the vehicle body, an operation control unit 30B that controls the work implement W, and the like.

[0028] The main transmission 32 employs a hydrostatic continuously variable transmission that continuously changes the speed of the traveling power. The forward / reverse switching device 33 also serves as a traveling clutch that connects and disconnects the traveling power. Although not shown, the speed change transmission unit is equipped with, in addition to the main transmission 32, an auxiliary transmission that continuously changes the speed of the traveling power, and a PTO transmission that continuously changes the speed of the working power.

[0029] As shown in FIG. 4, the in-vehicle information acquisition unit 36 ​​includes various sensors and switches, such as a rotation sensor 37 that detects the output rotation speed of the engine 6, a vehicle speed sensor 38 that detects the output rotation speed of the auxiliary transmission as the vehicle speed, a first lever sensor 39 that detects the operating position of the main shift lever 26, a second lever sensor 41 that detects the operating position of the auxiliary shift lever 40 provided in the driver's section 17, a third lever sensor 42 that detects the operating position of the shuttle lever 20, a fourth lever sensor 43 that detects the operating position of the lift lever 27, the lift switch 28 mentioned above, a swing lift switch 44, a reverse lift switch 45, and a PTO switch 46 that are provided in the driver's section 17, a height sensor 47 that detects the up and down swing angle of the left and right lift arms (not shown) in the lift drive unit 29 as the height position of the working implement W, and a steering angle sensor 48 that detects the steering angle of the front wheels 9.

[0030] The cruise control unit 30A has various control programs and the like that enable control of the vehicle's travel. The cruise control unit 30A performs vehicle speed control by manipulating the trunnion shaft (not shown) of the main transmission 32 based on the output of the rotation sensor 37, the output of the vehicle speed sensor 38, the output of the first lever sensor 39, and the output of the second lever sensor 41 so that the vehicle speed reaches a control target vehicle speed calculated from the engine speed and the operating position of the main shift lever 26 and the operating position of the sub-shift lever 40. This allows the driver to change the vehicle speed to any desired speed by operating the main shift lever 26 to any desired operating position.

[0031] Based on the output of the third lever sensor 42, the traveling control unit 30A performs forward / reverse switching control to switch the forward / reverse switching device 33 to a transmission state that corresponds to the operating position of the shuttle lever 20. This allows the driver to set the traveling direction of the vehicle body in a forward direction by operating the shuttle lever 20 to the forward position. The driver can set the traveling direction of the vehicle body in a reverse direction by operating the shuttle lever 20 to the reverse position.

[0032] The work control unit 30B has various control programs and the like that enable control of the working device W. Based on the output of the fourth lever sensor 43 and the output of the height sensor 47, the work control unit 30B performs position control that controls the operation of the lift drive unit 29 so that the working device W is positioned at a height that corresponds to the operating position of the lift lever 27. This allows the driver to change the height position of the working device W to any height position by operating the lift lever 27 to any operating position.

[0033] When the lift switch 28 is switched to the lift command state by manual operation of the lift switch 28, the work control section 30B performs lift control to control the operation of the lift drive unit 29 so that the working implement W is raised to a preset upper limit position, based on the lift command from the lift switch 28 and the output of the height sensor 47. This allows the driver to automatically raise the working implement W to the upper limit position by switching the lift switch 28 to the lift command state.

[0034] When the lift switch 28 is switched to a lowering command state by manual operation of the lift switch 28, the work control section 30B performs lowering control to control the operation of the lift drive unit 29 so that the working implement W is lowered to the working height position set by the lift lever 27, based on the lowering command from the lift switch 28, the output of the fourth lever sensor 43, and the output of the height sensor 47. This allows the driver to automatically lower the working implement W to the working height position by switching the lift switch 28 to the lowering command state.

[0035] When execution of the turn-linked lift control is selected by manually operating the turn lift switch 44, the work control unit 30B automatically performs the lift control described above when it detects that the steering angle of the front wheels 9 has reached the set angle for turning along the edge of a field, based on the output of the steering angle sensor 48 that detects the steering angle of the front wheels 9. As a result, by selecting execution of the turn-linked lift control, the driver can automatically lift the work implement W to the upper limit position in conjunction with the start of turning along the edge of a field.

[0036] When the execution of the reverse-linked lift control is selected by manual operation of the reverse lift switch 45, the work control unit 30B automatically performs the above-mentioned lift control when it detects manual operation of the shuttle lever 20 to the reverse position based on the output of the third lever sensor 42. As a result, by selecting the execution of the reverse-linked lift control, the driver can automatically lift the working implement W to the upper limit position in conjunction with switching to reverse travel.

[0037] When the operating position of the PTO switch 46 is switched to the ON position by manual operation of the PTO switch 46, the work control unit 30B performs clutch engagement control to switch the PTO clutch 34 to the ON state based on the switch to the ON position so that power for work is transmitted to the work implement W. This allows the driver to operate the work implement W by operating the PTO switch 46 to the ON position.

[0038] When the operating position of the PTO switch 46 is switched to the OFF position by manual operation of the PTO switch 46, the work control unit 30B performs clutch disengagement control, based on the switching to the OFF position, to switch the PTO clutch 34 to a disengaged state so that work power is not transmitted to the work implement W. This allows the driver to stop the work implement W by operating the PTO switch 46 to the OFF position.

[0039] When the operation position of the PTO switch 46 is switched to the automatic position by manual operation of the PTO switch 46, the work control section 30B automatically performs the clutch disengagement control described above in conjunction with the execution of the ascent control described above, and also automatically performs the clutch engagement control described above in conjunction with the execution of the descent control described above. As a result, by operating the PTO switch 46 to the automatic position, the operator can stop the work implement W in conjunction with the automatic ascent of the work implement W to the upper limit position, and can operate the work implement W in conjunction with the automatic descent of the work implement W to the working height position.

[0040] As shown in Figure 4, this tractor is equipped with a selection switch 50 that enables selection of a driving mode such as a manual driving mode or an automatic driving mode, and an automatic driving electronic control system 51 that automatically drives the vehicle body when the automatic driving mode is selected. The electronic control system 51 is equipped with the main ECU 30 described above, an automatic steering unit 52 that enables automatic steering of the left and right front wheels 9, a positioning unit 53 that measures the position and orientation of the vehicle body, and a monitoring unit 54 that monitors the surroundings of the vehicle body.

[0041] 2 to 4, the automatic steering unit 52 is configured by the above-mentioned PS unit 24. When the manual driving mode is selected, the PS unit 24 steers the left and right front wheels 9 based on the rotation operation of the steering wheel 19. When the automatic driving mode is selected, the PS unit 24 steers the left and right front wheels 9 based on a control command from the main ECU 30.

[0042] In other words, the left and right front wheels 9 can be steered automatically without a dedicated steering unit for automatic steering. Also, if a problem occurs in the electrical system of the PS unit 24, the driver can easily switch to manual steering, allowing the vehicle to continue to be driven.

[0043] 1 to 4, the positioning unit 53 is provided with a satellite navigation device 60 that measures the position and orientation of the vehicle body using the well-known Global Positioning System (GPS), which is an example of a Global Navigation Satellite System (GNSS). Positioning methods that use GPS include Differential GPS (DGPS) and Real Time Kinematic GPS (RTK-GPS), but this embodiment employs RTK-GPS, which is suitable for positioning a moving body.

[0044] The satellite navigation device 60 is equipped with a satellite navigation antenna unit 61 that receives radio waves transmitted from GPS satellites (not shown) and positioning data transmitted from a reference station (not shown) installed at a known position. The reference station transmits the positioning data obtained by receiving the radio waves from the GPS satellites to the satellite navigation device 60. The satellite navigation device 60 determines the position and orientation of the vehicle based on the positioning data obtained by receiving the radio waves from the GPS satellites and the positioning data from the reference station.

[0045] The antenna unit 61 is attached to the roof 62 of the cabin 4 located at the top of the vehicle body so as to increase the reception sensitivity of radio waves from GPS satellites. Therefore, the position and orientation of the vehicle body measured using GPS includes positioning errors caused by positional deviations of the antenna unit 61 due to yawing, pitching, or rolling of the vehicle body.

[0046] Therefore, in order to enable correction to remove the above-mentioned positioning error, the vehicle body is provided with an inertial measurement unit (IMU) 63 which has a three-axis gyroscope (not shown) and a three-directional acceleration sensor (not shown) and measures the yaw angle, pitch angle, roll angle, etc. of the vehicle body. The inertial measurement unit 63 is provided inside the antenna unit 61 to make it easier to determine the amount of positional deviation of the antenna unit 61 described above. The antenna unit 61 is attached to the left-right central location on the front upper surface of the roof 62 of the cabin 4 so as to be located at the center of the tread T of the vehicle body and the center of the wheelbase L when viewed from above (see FIG. 2).

[0047] As shown in Fig. 4, the main ECU 30 is equipped with an automatic driving control unit 30C having various control programs and the like that enable automatic driving of the vehicle. The automatic driving control unit 30C transmits various control commands to the driving control unit 30A, the work control unit 30B, and the like at appropriate times based on the target driving route and the positioning results of the positioning unit 53, etc., so that the vehicle automatically drives along a predetermined target driving route in the field at a set speed while appropriately performing work. The driving control unit 30A transmits various control commands to the main transmission 32, the forward / reverse switching device 33, and the like at appropriate times based on the various control commands from the automatic driving control unit 30C and the various pieces of information acquired by the in-vehicle information acquisition unit 36, etc., to control the operation of the main transmission 32, the forward / reverse switching device 33, and the like. The work control unit 30B controls the operation of the lifting drive unit 29, PTO clutch 34, etc. by sending various control commands to the lifting drive unit 29, PTO clutch 34, etc. at appropriate times based on various control commands from the automatic driving control unit 30C and various acquired information from the in-vehicle information acquisition unit 36, etc.

[0048] As shown in Figures 1 to 4, the monitoring unit 54 is equipped with an obstacle detection module 64 that detects the presence or absence of an obstacle, a driving suppression control unit 30D that performs driving suppression control (contact avoidance control that avoids contact with the obstacle) that suppresses the driving of the vehicle body when the obstacle detection module 64 detects an obstacle, four monitoring cameras 66 that capture images of the area around the vehicle body, and an image processing device 67 that processes images captured by the monitoring cameras 66.

[0049] The obstacle detection module 64 shown in FIG. 4 is equipped with multiple obstacle detectors 65 that detect obstacles present in the detection target area Y, multiple obstacle detectors 68 that detect obstacles present in the detection target area X, and two detection information processing devices 69 that perform a determination process to determine whether an obstacle has approached within close range of the vehicle body based on the detection information from each obstacle detector 68. The obstacle detectors 65 detect the approach of an obstacle within close range (e.g., within 10 m) to the vehicle body. Each obstacle detector 68 detects the presence or absence of an obstacle within close range (e.g., within 1 m) to the vehicle body. In other words, the obstacle detection module 64 is equipped with obstacle detectors 65 that detect obstacles present in the detection target area X using a detection method different from that of the obstacle detectors 68.

[0050] 5 to 7 schematically show the detection target area X of the obstacle detector 65 and the search target area Y of the obstacle detector 68. The search target area Y of the obstacle detector 68 includes an area located below the detection target area X of the obstacle detector 65. Note that for convenience of illustration, the detection target area X and the search target area Y are omitted to some extent in FIGS. 5 to 7.

[0051] 5 to 7 are configured to change in accordance with the vehicle speed. Specifically, the detection target area X and the exploration target area Y each become larger as the vehicle speed increases.

[0052] Each obstacle detector 68 employs an ultrasonic sonar, which uses ultrasonic waves for distance measurement as an example of a distance measurement sensor. The eight obstacle detectors 68 are distributed at the front end and both left and right ends of the vehicle body so that the front and both left and right sides of the vehicle body form the detection target area Y. Each obstacle detector 68 has a substantially conical detection target area Y. Each obstacle detector 68 transmits detection information obtained by its detection to a corresponding detection information processing device 69.

[0053] Each detection information processing device 69 performs a determination process to determine whether an obstacle has approached within close range of the vehicle body based on the time from transmission to reception of ultrasonic waves in each corresponding obstacle detector 68, and outputs this determination result to the traveling suppression control unit 30D.

[0054] As a result, if an obstacle approaches abnormally close to the vehicle body in front or on either side of the vehicle body during automatic driving, the obstacle detection module 64 will detect the approach of this obstacle.

[0055] Incidentally, when the vehicle body is driving autonomously toward a ridge or when the vehicle body is driving autonomously along the edge of a ridge, if the ridge comes abnormally close to the vehicle body, the obstacle detection module 64 detects the ridge as an obstacle. Also, if a moving object comes abnormally close to the vehicle body, the obstacle detection module 64 detects the moving object as an obstacle.

[0056] [About obstacle detectors] Each obstacle detector 65 employs a laser scanner having a planar detection target area X and a maximum detection angle of approximately 270 degrees. Each obstacle detector 65 is equipped with a detection unit that detects obstacles and a processing unit that processes detection information from the detection unit. The detection unit irradiates the detection target area X with a laser beam and receives the reflected light. The processing unit determines whether or not an obstacle is approaching at a short distance from the vehicle body based on the time between the irradiation of the laser beam and the reception of the light, and outputs the determination result to the traveling suppression control unit 30D.

[0057] For the front obstacle detectors 65, the area in front of the vehicle body is set as a detection target area X. The area in front and to the sides of the main body of the vehicle body is set as a first detection target area X1, and a pair of left and right obstacle detectors 65 are provided to detect obstacles present in the first detection target area X1. In addition, the area behind the work implement W of the vehicle body is set as a second detection target area X2, and a rear obstacle detector 102 is provided to detect obstacles present in the second detection target area X2.

[0058] As shown in Figure 5, the first detection target area X1 and the second detection target area X2 are set to a range that does not detect the ground of the field, even if the vehicle body rolls or pitches slightly in response to the undulations of the field during work travel, for example.

[0059] 1 to 3, 4, etc., each obstacle detector 65 is attached to a support frame extending in the vertical direction. Here, the support frame is a front pillar 73 provided in the cabin 4.

[0060] 2, each obstacle detector 65 is disposed between the outer edge of the hood 16 and the outermost position M of the vehicle body in the left-right direction. Also, each obstacle detector 65 is disposed between the upper end of the hood 16 and the upper ends of the front wheels 9 in the up-down direction. Also, each obstacle detector 65 is disposed in a central portion of the vehicle body in the front-rear direction. Here, the central portion of the vehicle body in the front-rear direction refers to an area that extends to a certain extent in both the front and rear directions, with the central portion of the vehicle body in the front-rear direction as the center.

[0061] Additionally, each obstacle detector 65 is disposed between the front axle 9A of the front wheel 9 and the rear axle 10A of the rear wheel 10 in the longitudinal direction. This makes it possible to set the first detection target area X1 so that obstacles can be detected well even when the vehicle body is tilted on complex terrain.

[0062] As shown in FIGS. 5 to 7, the first detection target area X1 of each obstacle detector 65 is set to be inclined forward, backward, left, and right with respect to the horizontal plane. To explain further, as shown in FIG. 5, the detection target area X of each obstacle detector 65 is inclined so that the front is downward and the rear is upward. Furthermore, the first detection target area X1 of each obstacle detector 65 is set to pass through the upper front side of the front wheel 9. Furthermore, the first detection target area X1 of each obstacle detector 65 is set to pass through the upper front side of the weight 1A. Furthermore, as shown in FIG. 7, the first detection target area X1 of each obstacle detector 65 is inclined downward from the lateral inner side of the aircraft body to the lateral outer side of the aircraft body.

[0063] 5 and 6, the rear obstacle detector 102 has a second detection target area X2 set to an area on the rear side of the vehicle body rearward of the work implement W. The second detection target area X2 of the rear obstacle detector 102 is set to have a rearward downward inclination angle. The second detection target area X2 is set to be wider in the left-right direction than the width of the work implement W.

[0064] 4 has a control program and the like that enables the execution of traveling suppression control. When the traveling suppression control unit 30D confirms that an obstacle is approaching the vehicle body at a short distance based on the discrimination results of each obstacle detector 65 and the rear obstacle detector 102, the traveling suppression control unit 30D starts traveling suppression control in priority to automatic driving based on the control operation of the automatic driving control unit 30C. Then, the traveling suppression control unit 30D performs traveling suppression control based on the discrimination results of each obstacle detector 65, the rear obstacle detector 102, and each exploration information processing device 69.

[0065] During the travel suppression control, the travel suppression control unit 30D outputs a deceleration command to the travel control unit 30A upon initiation of the travel suppression control. As a result, the travel suppression control unit 30D decelerates the main transmission 32 through control operation of the travel control unit 30A, thereby reducing the vehicle speed from the set speed for normal travel to the set speed for contact avoidance. In this low-speed travel state, when the travel suppression control unit 30D confirms, based on the determination results of any of the exploration information processing devices 69, that an obstacle is approaching within close range of the vehicle body, it outputs an emergency stop command to the travel control unit 30A and the work control unit 30B. As a result, the travel suppression control unit 30D switches the forward / reverse switching device 33 to a neutral state through control operation of the travel control unit 30A, and activates the left and right brakes through operation of the brake operation unit 35 to brake the left and right front wheels 9 and the left and right rear wheels 10. Furthermore, the travel suppression control unit 30D switches the PTO clutch 34 to a disengaged state through operation of the work control unit 30B, thereby stopping the operation of the work device W. As a result, the vehicle body can be quickly stopped from traveling and the working implement W can be quickly stopped from operating based on the approach of an obstacle within close range of the vehicle body, thereby avoiding the risk of the vehicle body coming into contact with the obstacle. When the traveling suppression control unit 30D confirms, in this low-speed traveling state, based on the discrimination results of each obstacle detector 65, that there is no obstacle within close range of the vehicle body, it outputs a speed increase command to the traveling control unit 30A and then terminates the traveling suppression control. As a result, the traveling suppression control unit 30D increases the speed of the main transmission 32 through the control operation of the traveling control unit 30A, increasing the vehicle speed from the set speed for contact avoidance to the set speed for normal traveling, and then resumes automatic driving based on the control operation of the automatic driving control unit 30C.

[0066] Each of the surveillance cameras 66 shown in Figures 1 to 4 employs a wide-angle visible light CCD camera. One of the four surveillance cameras 66 is used to photograph the front of the vehicle body, and is installed in a tilted position so that the camera's shooting direction faces downward and forward, in the center of the left and right at the front end of the upper end of the cabin 4. One of the four surveillance cameras 66 is used to photograph the right of the vehicle body, and is installed in a tilted position so that the camera's shooting direction faces downward and right, at the right end of the upper end of the cabin 4, with a predetermined distance between them. One of the four surveillance cameras 66 is used to photograph the left of the vehicle body, and is installed in a tilted position so that the camera's shooting direction faces downward and left, at the left end of the upper end of the cabin 4, with a predetermined distance between them. One of the four surveillance cameras 66 is used to photograph the rear of the vehicle body, and is installed in a tilted position so that the camera's shooting direction faces downward and rear, in the center of the left and right at the rear end of the upper end of the cabin 4. This allows the entire area around the vehicle to be photographed without any omissions.

[0067] 4 processes the video signals from each monitoring camera 66 to generate an image of the front of the vehicle, an image of the right side of the vehicle, an image of the left side of the vehicle, an image of the rear of the vehicle, and an overhead image as if looking down from directly above the vehicle, and transmits these to the display unit 23, etc. The display unit 23 has a control unit 23B, etc. that switches the image displayed on the liquid crystal panel 23A based on manual operation of various operation switches (not shown) displayed on the liquid crystal panel 23A, etc.

[0068] With the above configuration, during manual driving, the driver can easily visually check the surrounding conditions of the vehicle and the work status while driving by displaying images from the image processing device 67 on the liquid crystal panel 23A. This allows the driver to easily drive the vehicle appropriately according to the type of work, etc. Furthermore, when a manager gets on board the vehicle during automatic driving, the manager can easily visually check the surrounding conditions of the vehicle and the work status while driving automatically by displaying images from the image processing device 67 on the liquid crystal panel 23A. Furthermore, if the manager visually checks an abnormality around the vehicle or the work status while driving automatically, the manager can quickly take appropriate measures according to the type and degree of the abnormality, etc.

[0069] 4, the electronic control system 51 is equipped with a cooperative control unit 70 that causes the vehicle body to automatically travel in cooperation with other vehicles of the same specifications when the cooperative driving mode is selected by manually operating the selection switch 50. The cooperative control unit 70 is equipped with a communication module 71 that wirelessly communicates information regarding cooperative driving with other vehicles, including vehicle body position information, with the other vehicles, and a cooperative driving control unit 30E that performs cooperative driving control based on information from the other vehicles. The cooperative driving control unit 30E has a control program and the like that enables the execution of cooperative driving control, and is provided in the main ECU 30.

[0070] In the cooperative driving mode, the automatic driving control unit 30C transmits various control commands to the driving control unit 30A, the work control unit 30B, etc., at appropriate times based on the target driving route for parallel driving and the positioning results of the positioning unit 53, etc., so that the vehicle body automatically drives along a predetermined target driving route for parallel driving at a set speed while performing work appropriately. The cooperative driving control unit 30E determines whether the inter-vehicle distance between the preceding vehicle and the subject vehicle in the direction of travel and the inter-vehicle distance between the preceding vehicle and the subject vehicle in the direction of parallel driving are appropriate based on the target driving route for parallel driving of the subject vehicle, the positioning results of the positioning unit 53, the target driving route for parallel driving of the other vehicle, and the position information of the other vehicle, etc. If any of the inter-vehicle distances is not appropriate, the cooperative driving control is initiated in preference to automatic driving based on the control operation of the automatic driving control unit 30C so that the inter-vehicle distance becomes appropriate.

[0071] During cooperative driving control, if the inter-vehicle distance in the traveling direction is shorter than the appropriate distance, the cooperative driving control unit 30E outputs a deceleration command to the cruise control unit 30A. As a result, the cooperative driving control unit 30E decelerates the main transmission 32 through the control operation of the cruise control unit 30A, and restores the inter-vehicle distance in the traveling direction to the appropriate distance. Then, as the inter-vehicle distance in the traveling direction returns to the appropriate distance, the cooperative driving control unit 30E resumes automatic driving based on the control operation of the automatic driving control unit 30C, thereby increasing the vehicle speed to the set speed for normal driving and maintaining the inter-vehicle distance in the traveling direction at the appropriate distance.

[0072] If the inter-vehicle distance in the traveling direction is longer than the appropriate distance, the cooperative driving control unit 30E outputs a speed increase command to the cruise control unit 30A. As a result, the cooperative driving control unit 30E increases the speed of the main transmission 32 through the control operation of the cruise control unit 30A, thereby restoring the inter-vehicle distance in the traveling direction to the appropriate distance. Then, as the inter-vehicle distance in the traveling direction returns to the appropriate distance, the cooperative driving control unit 30E resumes automatic driving based on the control operation of the automatic driving control unit 30C, thereby reducing the vehicle speed to the set speed for normal traveling and maintaining the inter-vehicle distance in the traveling direction at the appropriate distance.

[0073] If the inter-vehicle distance in the parallel driving direction is longer than the appropriate distance, the cooperative driving control unit 30E outputs a steering command to the cruise control unit 30A toward the other vehicle. As a result, the cooperative driving control unit 30E steers the left and right front wheels 9 toward the other vehicle through the control operation of the cruise control unit 30A, thereby restoring the inter-vehicle distance in the parallel driving direction to the appropriate distance. Then, as the inter-vehicle distance in the parallel driving direction returns to the appropriate distance, the cooperative driving control unit 30E resumes automatic driving based on the control operation of the automatic driving control unit 30C, thereby returning the traveling direction of the vehicle bodies to the traveling direction for normal driving and maintaining the inter-vehicle distance in the parallel driving direction at the appropriate distance.

[0074] If the inter-vehicle distance in the parallel traveling direction is shorter than the appropriate distance, the cooperative driving control unit 30E outputs a steering command to the cruise control unit 30A to steer away from the other vehicle. As a result, the cooperative driving control unit 30E steers the left and right front wheels 9 away from the other vehicle through the control operation of the cruise control unit 30A, thereby restoring the inter-vehicle distance in the parallel traveling direction to the appropriate distance. Then, as the inter-vehicle distance in the parallel traveling direction returns to the appropriate distance, the cooperative driving control unit 30E resumes automatic driving based on the control operation of the automatic driving control unit 30C, thereby returning the traveling direction of the vehicle bodies to the traveling direction for normal traveling and maintaining the inter-vehicle distance in the parallel traveling direction at the appropriate distance.

[0075] This allows the vehicle to automatically and appropriately run alongside the preceding vehicle while maintaining the correct inter-vehicle distance in the direction of travel and the inter-vehicle distance in the direction of parallel travel.

[0076] As shown in Figures 1 to 4, the cabin 4 is equipped with a roof frame 72 that supports the roof 62, etc., left and right front pillars 73 that support the front end of the roof frame 72, left and right center pillars 74 that support the middle portion of the roof frame 72 between the front and rear, left and right rear pillars 75 that support the rear side of the roof frame 72, a front panel 76 that forms the front of the cabin 4, left and right door panels 77 that are supported on the left and right center pillars 74 so that they can swing open and close, left and right side panels 78 that form the rear side surfaces of the cabin 4, and a rear panel 79 that is supported on the roof frame 72 so that it can swing open and close.

[0077] The left and right front pillars 73 are disposed further forward than the center of the wheelbase L of the main body of the vehicle body. The left and right front pillars 73 are curved in their upper halves so that the upper half is positioned closer to the left-right center of the vehicle body in a front view, and the upper half is positioned closer to the front-rear center of the vehicle body in a side view. Direction indicators 100 (blinkers) are supported on the left and right front pillars 73, respectively. In addition, rearview mirrors 101 that are rotatable about a vertical axis and whose mirror surface can be adjusted forward, backward, left, and right are supported above the direction indicators 100 on the left and right front pillars 73.

[0078] As shown in Figures 1 to 4, the cabin 4 is provided with auxiliary frames 90 that extend rearward from the upper ends of the left and right rear pillars 75. The auxiliary frames 90 support a rear obstacle detector 102, a surveillance camera 66 for capturing rearward images, and the like.

[0079] [About the obstacle detector] 1, 3, and 4, each obstacle detector 68 is installed at a position on the vehicle body at least above the left and right front wheels 9. As a result, even if one of the obstacle detectors 68 approaches the ground of the field as the vehicle body rolls or pitches in response to the undulations of the field during work travel, the distance from the ground of each obstacle detector 68 at this time can be maintained longer than the detection distance of each obstacle detector 68.

[0080] In other words, even if the vehicle body rolls or pitches in response to the undulations of the field while traveling for work, each obstacle detector 68 is positioned at an appropriate height to prevent the ground of the field from coming within the detection distance of each obstacle detector 68. This makes it possible to prevent each obstacle detector 68 from erroneously detecting the ground of the field as an obstacle due to the rolling or pitching of the vehicle body while traveling for work.

[0081] The search target area Y of the obstacle detector 68 includes a first search target area Y1, a second search target area Y2, a third search target area Y3, and a fourth search target area Y4.

[0082] The obstacle detectors 68 are a pair of first obstacle detectors 68A on the left and right, which define a first search target area Y1 on the sides of the rear end of the main body of the vehicle, and a pair of second obstacle detectors 68B on the left and right, which define a second search target area Y2 on the sides of the front-rear center part of the vehicle. (Corresponding to the "side obstacle detector" of this invention) a pair of third obstacle detectors 68C on the left and right, which define a third search target area Y3 on the sides of the front and rear center portion of the vehicle body, the sides being forward of the second obstacle detector 68B; and a pair of fourth obstacle detectors 68D on the left and right, which define a fourth search target area Y4 on the front side of the vehicle body. (This corresponds to the "front obstacle detector" of the present invention.) is provided.

[0083] As shown in FIGS. 1 to 3, the two first obstacle detectors 68A are attached to the rear of the rear fenders 12. More specifically, each first obstacle detector 68A is attached to a location on the left and right rear fenders 12 rearward of the rear axles 10A of the left and right rear wheels 10. Each first obstacle detector 68A is capable of detecting obstacles present in a first detection target area Y1. The first detection target area Y1 is set to extend laterally downward from the first obstacle detector 68A.

[0084] The two second obstacle detectors 68B are attached to the front of the rear fender 12. Each second obstacle detector 68B is capable of detecting obstacles present in a second detection target area Y2. The second detection target area Y2 is set to extend downward laterally from the second obstacle detector 68B.

[0085] The two third obstacle detectors 68C are attached to the left and right front pillars 73 located in the middle of the vehicle body in the cabin 4. Each third obstacle detector 68C is capable of detecting obstacles present in a third search target area Y3. The third search target area Y3 is set to extend downward laterally from the third obstacle detector 68C.

[0086] As shown in Figures 1 to 4, of the eight obstacle detectors 68 mentioned above, a pair of left and right fourth obstacle detectors 68D are attached at a predetermined distance from each other in the left-right direction in the vertical center of the front end of the hood 16. Each fourth obstacle detector 68D is capable of detecting obstacles present in a fourth search target area Y4. The left and right fourth obstacle detectors 68D can widen the search target area Y in front of the vehicle body in the left-right direction. The fourth search target area Y4 is set to extend downward laterally from the fourth obstacle detector 68D.

[0087] As shown in FIG. 1 and other figures, the third obstacle detector 68C and the obstacle detector 65 are disposed below the rearview mirror 101.

[0088] The first detection target area Y1 by the first obstacle detector 68A and the second detection target area X2 by the rear obstacle detector 102 shown in Figures 5 and 6 are each optimally adjusted depending on the type and left-right width of the work implement W.

[0089] Furthermore, limits are set on the outer edges of the detection target area X to prevent detecting the ground instead of an obstacle. Note that in Fig. 6, the left and right edges of the first detection target area X1 are shown as straight lines, but this is shown only schematically for convenience of illustration.

[0090] With the above-described installation, the left and right sides of the rear of the vehicle body where the left and right rear fenders 12 and the like are located become the first search target area Y1 of the left and right first obstacle detectors 68A, the front sides of the rear wheels 10 of the vehicle body where the left and right rear fenders 12 and the like are located become the second search target area Y2 of the left and right second obstacle detectors 68B, and the left and right sides of the center of the vehicle body where the left and right front pillars 73 and the like are located become the third search target area Y3 of the left and right third obstacle detectors 68C. In other words, the left and right first obstacle detectors 68A, the left and right second obstacle detectors 68B, and the left and right third obstacle detectors 68C can make the search target area Y a wide area on the lateral sides of the vehicle body that is wide in the fore-and-aft direction. As a result, obstacles that exist within close range on the lateral sides of the vehicle body can be detected without omission.

[0091] As a result, based on the detection by each obstacle detector 68, it is possible to prevent the vehicle from transitioning to a running state when a moving obstacle (such as an animal or an object rolling in the wind) approaches the vehicle when it is stopped, and it is also possible to more reliably prevent the vehicle from coming into contact with an obstacle during automatic driving.

[0092] As shown in Fig. 2, the left and right first obstacle detectors 68A are attached to the left and right rear fenders 12 via left and right support members. In other words, the left and right first obstacle detectors 68A are disposed above the lateral outer ends of the left and right rear wheels 10, respectively. This allows the left and right first obstacle detectors 68A to smoothly detect obstacles without being obstructed by the left and right rear wheels 10.

[0093] As shown in Figures 1 to 3, the left and right third obstacle detectors 68C are attached to the left and right front pillars 73. That is, the left and right third obstacle detectors 68C are respectively disposed between the left and right front wheels 9 and the left and right rear wheels 10. This allows the areas between the left and right front wheels 9 and the left and right rear wheels 10 to be included in the detection target area Y of the left and right third obstacle detectors 68C, and the presence or absence of an obstacle between the left and right front wheels 9 and the left and right rear wheels 10 can be detected by the left and right third obstacle detectors 68C.

[0094] As shown in Figures 1 to 4, the mounting orientation of the first left obstacle detector 68A is set to a left-downward orientation in which the transmitting and receiving surface faces downward and left. The mounting orientation of the first right obstacle detector 68A is set to a right-downward orientation in which the transmitting and receiving surface faces downward and right. The mounting orientation of the second left obstacle detector 68B is set to a left-facing orientation in which the transmitting and receiving surface faces sideways to the left. The mounting orientation of the second right obstacle detector 68B is set to a right-facing orientation in which the transmitting and receiving surface faces sideways to the right. The mounting orientation of the third left obstacle detector 68C is set to a left-downward orientation in which the transmitting and receiving surface faces downward and left. The mounting orientation of the third right obstacle detector 68C is set to a right-downward orientation in which the transmitting and receiving surface faces downward and right. The mounting orientations of the fourth left and right obstacle detectors 68D are each set to a forward-facing orientation in which the transmitting and receiving surface faces forward.

[0095] The area indicated by the bold dashed line in Fig. 6 indicates an area in which the obstacle detector 65 can detect obstacles that exist at a height lower than a predetermined height. The area indicated by the thin dashed line in Fig. 6 indicates an area in which the obstacle detector 65 cannot detect obstacles that exist at a height lower than a predetermined height.

[0096] As shown in Figures 5 and 6, the first exploration target area Y1 of the first obstacle detector 68A, the second exploration target area Y2 of the second obstacle detector 68B, and the third exploration target area Y3 of the third obstacle detector 68C cover areas on the sides of the vehicle body that are not included in the detection target area X of the obstacle detector 65 (areas that are blind spots of the obstacle detector 65), making it possible to detect obstacles.

[0097] In this way, by covering the area not included in the detection target area X of each obstacle detector 65 with the detection target area Y of each obstacle detector 68, it is possible to reduce blind spots around the vehicle where obstacles are not detected. This makes it possible to accurately detect obstacles around the vehicle while it is moving, and to stop the vehicle before it comes into contact with an obstacle. Furthermore, if a moving obstacle (for example, an animal, something moved by the wind, etc.) moves near the vehicle body while it is stopped, the obstacle can be detected with high accuracy and the vehicle is prevented from transitioning from the stopped state to the running state, thereby avoiding inconveniences such as the traveling device 2 or the working device W stepping over the obstacle.

[0098] [Another embodiment] The following describes other embodiments that are modifications of the above embodiment. Multiple combinations of the above embodiments can be applied to the above embodiment, provided no contradictions arise. The scope of the present invention is not limited to the contents of each embodiment.

[0099] (1) The obstacle detectors 65 do not have to be provided in pairs, one on each side. Specifically, the first detection target area X1 by the left obstacle detector 65 and the first detection target area X1 by the right obstacle detector 65 may be asymmetric. Also, the obstacle detector 65 may be provided on only one side, either the left or the right.

[0100] (2) The obstacle detector 65 does not have to be attached to the front pillar 73. For example, the obstacle detector 65 may be attached to the rearview mirror 101. Also, for example, the obstacle detector 65 may be attached to a frame near the turn signal 100. By locating the obstacle detector 65 near the turn signal 100, the harness for the obstacle detector 65 and the harness for the turn signal 100 can be wired together.

[0101] (3) Instead of the cabin 4, a gate-shaped ROPS frame may be provided, located behind the driver's seat 22, and having a pair of left and right support pillars and a beam connecting the upper ends of the left and right support pillars. In this case, the obstacle detector 65 may be attached to the ROPs frame. Specifically, the obstacle detector 65 can be attached to the support part of the ROPs frame or to the beam part of the ROPs frame.

[0102] (4) An extension frame may be provided in the driver's section 17, extending from the tip of the platform where the passenger's feet are positioned to the hood 16. In this case, the obstacle detector 65 can be attached to the extension frame.

[0103] (5) The first obstacle detector 68A and the second obstacle detector 68B may be attached to a member other than the rear fender 12.

[0104] (6) The obstacle detector 65 may be a device other than a laser scanner.

[0105] (7) The obstacle detector 65 may be disposed at a location that is not between the outer edge of the hood 16 and the outermost position M of the main body of the vehicle in the left-right direction.

[0106] (8) The obstacle detector 65 may be disposed in a location other than the center of the front and rear of the main body of the vehicle.

[0107] (9) The first detection target area X1 of the obstacle detector 65 may be set to be inclined only forward and backward with respect to the horizontal plane, or may be set to be inclined only left and right with respect to the horizontal plane.

[0108] (10) The obstacle detector 68 may be a device other than an ultrasonic sensor. For example, an infrared distance measuring sensor or the like may be used as the obstacle detector 68.

[0109] (11) The left and right first obstacle detectors 68A may be disposed at a position above the headlights 107 at the front end of the hood 16.

[0110] (12) The number of obstacle detectors 68 may be ten or more, and if the overall length of the work vehicle is short, the number of obstacle detectors 68 may be six or less.

[0111] (13) The vehicle may be configured as a semi-crawler vehicle, in which left and right crawlers are provided instead of the left and right rear wheels 10.

[0112] (14) The vehicle may be configured as a full crawler vehicle, in which left and right crawlers are provided in place of the left and right front wheels 9 and the left and right rear wheels 10.

[0113] (15) The vehicle may be a two-wheel drive vehicle in which either the left or right front wheels 9 or the left or right rear wheels 10 are driven.

[0114] (16) The vehicle may be configured as an electric vehicle having an electric motor instead of the engine 6.

[0115] (17) The vehicle may be configured as a hybrid vehicle equipped with the engine 6 and an electric motor. [Industrial Applicability]

[0116] The present invention can be used in work vehicles equipped with an electronic control system for automatic driving that automatically drives the vehicle body, and can be used, for example, in addition to the above-mentioned tractors, also in riding brush cutters, combine harvesters, riding rice transplanters, wheel loaders, etc. [Explanation of symbols]

[0117] 12: Rear fender 30D: Driving suppression control unit 51: Electronic control system 64: Obstacle detection module 65: Obstacle detector 68: Obstacle detector 68A: First obstacle detector 68B: Second obstacle detector X: Detection target area Y: Exploration area

Claims

1. The car body and a lifting device capable of attaching a working device to the vehicle body; a cabin provided in the vehicle body; a hood provided at the front side of the cabin; an obstacle detector and an obstacle probe; A tractor comprising: A tractor in which the obstacle detector is provided at the rear of the cabin to detect the area behind the lifting device, side obstacle detectors which are obstacle detectors are provided to the outside of the cabin door in the left-right direction of the vehicle body, and multiple front obstacle detectors which are obstacle detectors are provided at the front of the hood.

2. 2. The tractor according to claim 1, wherein the obstacle detector provided in the cabin is provided on the underside of the roof of the cabin.

3. 3. The tractor according to claim 1, wherein the side obstacle detector is provided on a rear fender on the side of the cabin.

4. The tractor according to any one of claims 1 to 3, further comprising a second obstacle detector having a detection target area that at least partially overlaps with the detection target areas of the plurality of front obstacle detectors.

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