Work vehicles

Abstract

To improve visibility of a state display part while enabling simplification of attachment work of the state display part and preventing a damage of the state display part.SOLUTION: A work vehicle includes: a work vehicle body that has a cabin 9 and can travel automatically; a state detection part that detects a state of the work vehicle body; a state display part 35 that performs state display according to the state of the work vehicle body detected by the state detection part; and a mirror 59 that is attached to the cabin 9. The state display part 35 is arranged at a position corresponding to the same corner part as the mirror 59 in the cabin 9 in plan view, and having a lower end of the state display part 35 higher than a lower end of the mirror 59.SELECTED DRAWING: Figure 8

Description

Technical Field

[0001] The present invention relates to a work vehicle capable of autonomous driving.

Background Art

[0002] Such a work vehicle acquires the current position of the work vehicle using a satellite positioning system and autonomously drives along a preset target travel route (see, for example, Patent Document 1).

[0003] In such a work vehicle, it is desirable to provide a status display unit that displays the status of the work vehicle so that the user, people around the work area, etc. can grasp the status of the work vehicle. Therefore, in the work vehicle described in Patent Document 1, a status display unit having a plurality of lamps, speakers, etc. is provided on the upper part of the cab. On the upper part of the cab, an antenna unit having a GPS antenna, a data reception antenna, etc. of a satellite positioning system is arranged, and the status display unit is provided in the antenna unit.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] The status display unit is preferably arranged at a location in the work vehicle that is easily visible to the user, people around the work area, etc. In that regard, in the work vehicle described in Patent Document 1, since the status display unit is provided on the upper part of the cab, the status display unit is arranged at a location where the user, people around the work area, etc. can easily view the status display unit.

[0006] However, when mounting the status indicator unit on top of the cabin, the high mounting position makes the installation process time-consuming. Furthermore, since the status indicator unit protrudes upward from the top of the cabin, the vehicle's height increases, and there is a possibility that the status indicator unit may come into contact with something and be damaged when transporting the work vehicle or storing it in a barn or similar structure.

[0007] In light of these circumstances, the main objective of the present invention is to provide a work vehicle that can improve the visibility of the status indicator while simplifying the installation work of the status indicator and preventing damage to the status indicator. [Means for solving the problem]

[0008] A work vehicle according to one aspect of the present invention comprises a work vehicle body, a state detection unit, a state display unit, and a mirror. The work vehicle body has a cabin and is capable of automatic driving. The state detection unit detects the state of the work vehicle body. The state display unit displays the state according to the state of the work vehicle body detected by the state detection unit. The mirror is mounted on the cabin. The state display unit is positioned at the same corner of the cabin as the mirror in a plan view, and the lower end of the state display unit is higher than the lower end of the mirror. [Brief explanation of the drawing]

[0009] [Figure 1] Diagram showing the schematic configuration of an automated driving system. [Figure 2] Block diagram showing the schematic configuration of the automated driving system. [Figure 3] Diagram showing the target driving route [Figure 4] Diagram showing a tractor from a front view. [Figure 5] Diagram showing the tractor from a rear view. [Figure 6] Perspective view showing a tractor from a diagonal left-front view. [Figure 7] Perspective view showing the tractor from a diagonal left rear view. [Figure 8]Perspective view showing a tractor from a diagonal forward-right perspective. [Figure 9] Perspective view showing the tractor from a diagonal rear view to the right. [Figure 10] Diagram showing the mounting configuration of the first status display unit. [Figure 11] Diagram showing the mounting configuration of the second status display unit. [Figure 12] Diagram showing the mounting configuration of the third status display unit. [Figure 13] Diagram showing the mounting configuration of the fourth status display unit. [Figure 14] Diagram showing the mounting configuration of the 7th status display unit. [Figure 15] Perspective view showing the interior of the cabin [Modes for carrying out the invention]

[0010] An embodiment of the work vehicle according to the present invention when applied to an automated driving system will be described with reference to the drawings. As shown in Figure 1, this automated driving system uses tractor 1 as the work vehicle, but it can be applied to other ride-on work vehicles such as ride-on rice transplanters, combine harvesters, ride-on lawnmowers, wheel loaders, and snowplows, as well as unmanned work vehicles such as unmanned lawnmowers.

[0011] As shown in Figures 1 and 2, this automated driving system includes an automated driving unit 2 mounted on a tractor 1, and a portable communication terminal 3 configured to communicate with the automated driving unit 2. The portable communication terminal 3 can be a tablet-type personal computer or smartphone with a touch-operable LCD panel 4, etc.

[0012] Tractor 1 can be configured for rotary tillage by connecting a rotary tilling device, an example of a working device, to its rear via a three-point linkage mechanism 5 so that it can be raised, lowered, and rolled. Instead of the rotary tilling device, other working devices such as a plow, seed planter, or sprayer can be connected to the rear of tractor 1.

[0013] As shown in Fig. 1, the tractor 1 includes left and right front wheels 7 that function as drivable steering wheels, left and right rear wheels 8 that are drivable, a cabin 9 that forms a riding operation section, and an electronically controlled diesel engine (hereinafter referred to as the engine) 10 equipped with a common rail system. Further, as shown in Fig. 2, the tractor 1 includes an electronically controlled transmission 11 that shifts the power from the engine 10, a full hydraulic power steering mechanism 12 that steers the left and right front wheels 7, left and right side brakes (not shown) that brake the left and right rear wheels 8, an electronically controlled brake operation mechanism 13 that enables hydraulic operation of the left and right side brakes, a work clutch (not shown) that interrupts the transmission to a work implement such as a rotary tiller, an electronically controlled clutch operation mechanism 14 that enables hydraulic operation of the work clutch, an electrohydraulic control type lift drive mechanism 15 that drives the work implement such as a rotary tiller to move up and down, an in-vehicle electronic control unit 16 having various control programs related to the automatic traveling of the tractor 1, a vehicle speed sensor 17 that detects the vehicle speed of the tractor 1, a steering angle sensor 18 that detects the steering angle of the front wheels 7, and a positioning unit 19 that measures the current position and current orientation of the tractor 1, etc.

[0014] Note that an electronically controlled gasoline engine equipped with an electronic governor may be adopted for the engine 10. For the transmission 11, a hydro-mechanical continuously variable transmission (HMT), a hydrostatic continuously variable transmission (HST), or a belt-type continuously variable transmission, etc. can be adopted. For the power steering mechanism 12, an electric power steering mechanism 12 equipped with an electric motor, etc. may be adopted.

[0015] As shown in Fig. 1, inside the cabin 9, there are provided a steering wheel 20 that enables manual steering of the left and right front wheels 7 via the power steering mechanism 12, and a seat 21 for the user.

[0016] As shown in Figures 4 to 9 and Figure 15, the cabin 9 is configured in a box shape and includes support frames 42 positioned at the four corners of the cabin 9, a windshield 43 covering the front side, a rear window 44 covering the rear side, a pair of left and right doors 45 that can swing open and closed around an axis along the vertical direction, and a roof 46 on the ceiling side. The support frames 42 include a pair of left and right front support columns 47 positioned at the front end and a pair of left and right rear support columns 48 positioned at the rear end, and in a plan view, the front support columns 47 or rear support columns 48 are positioned at positions corresponding to the four corners of the cabin 9.

[0017] As shown in Figure 15, the cabin 9 is equipped with a front floor frame 49 and a rear floor frame 50 to form the floor of the cabin 9. A steering wheel 20 (see Figure 1) is positioned on the front side of the front floor frame 49 via a handle post, etc., and a seat 21 (see Figure 1) is positioned on the upper part of the rear floor frame 50. Behind the rear floor frame 50 is a rear frame 64 for an upright position, and a pair of left and right fenders 51 are provided on both the left and right sides of the rear floor frame 50 and the rear frame 64. In this way, the front floor frame 49, the rear floor frame 50, the rear frame 64, and the pair of left and right fenders 51 are integrally assembled by welding or the like.

[0018] As shown in Figure 15, front support columns 47 are provided at the front ends of both the left and right sides of the front floor frame 49, and rear support columns 48 are provided at the rear ends of each of the left and right fenders 51. The support column frame 42 (front support columns 47 and rear support columns 48), front floor frame 49, rear floor frame 50, rear frame 64, and the left and right fenders 51 are integrally provided as the cabin frame that constitutes the cabin 9. This cabin frame that constitutes the cabin 9 is supported on the aircraft body 6 via vibration-damping members such as elastic bodies, and the cabin 9 is provided with vibration-damping measures to prevent vibrations from the engine 10 and the like from being transmitted to the cabin 9.

[0019] As shown in Figure 2, the on-board electronic control unit 16 includes a gear shift control unit 16a that controls the operation of the transmission 11, a braking control unit 16b that controls the operation of the left and right side brakes, a work device control unit 16c that controls the operation of work devices such as a rotary tiller, a non-volatile on-board memory unit 16d that stores a preset target driving path P for automatic driving (see, for example, Figure 3), and a steering angle setting unit 16e that sets the target steering angles of the left and right front wheels 7 during automatic driving and outputs them to the power steering mechanism 12.

[0020] As shown in Figures 1 and 2, the positioning unit 19 is equipped with a satellite navigation device 22 that measures the current position and bearing of the tractor 1 using GPS (Global Positioning System), an example of a Navigation Satellite System (NSS), and an inertial measurement unit (IMU) 23 that measures the attitude and bearing of the tractor 1 using a 3-axis gyroscope and 3-directional acceleration sensors. GPS-based positioning methods include DGPS (Differential GPS) and RTK-GPS (Real Time Kinematic GPS). In this embodiment, RTK-GPS, which is suitable for positioning moving objects, is employed. Therefore, reference stations 24 that enable RTK-GPS positioning are installed at known locations around the field.

[0021] As shown in Figure 2, both the tractor 1 and the base station 24 are equipped with GPS antennas 26 and 27 that receive radio waves transmitted from GPS satellites 25 (see Figure 1), and communication modules 28 and 29 that enable wireless communication of various data, including positioning data, between the tractor 1 and the base station 24. As a result, the satellite navigation system 22 can measure the current position and bearing of the tractor 1 with high accuracy based on the positioning data obtained by the GPS antenna 26 on the tractor receiving radio waves from GPS satellites 25 and the positioning data obtained by the GPS antenna 27 on the base station receiving radio waves from GPS satellites 25. In addition, the positioning unit 19, equipped with the satellite navigation system 22 and the inertial measuring device 23, can measure the current position, bearing, and attitude angles (yaw angle, roll angle, pitch angle) of the tractor 1 with high accuracy.

[0022] The GPS antenna 26, communication module 28, and inertial measuring device 23 installed on the tractor 1 are housed in an antenna unit 40, as shown in Figure 1. The antenna unit 40 is located in the center of the tractor 1 in the left-right direction, at the upper front position on the outside of the cabin 9. The antenna unit 40 is attached to an antenna unit support frame 41 that extends in the left-right direction of the tractor 1 and is fixed to the support frame 42 of the cabin 9.

[0023] As shown in Figure 2, the mobile communication terminal 3 is equipped with a terminal electronic control unit 30 having various control programs for controlling the operation of the liquid crystal panel 4, etc., and a communication module 31 that enables wireless communication of various data, including positioning data, between the terminal electronic control unit 30 and the communication module 28 on the tractor side. The terminal electronic control unit 30 has a driving path generation unit 32 that generates a target driving path P (see, for example, Figure 3) for driving guidance to automatically drive the tractor 1, and a non-volatile terminal storage unit 33 that stores various input data entered by the user and the target driving path P generated by the driving path generation unit 32, etc.

[0024] When the travel route generation unit 32 sets the target travel route P, the user inputs vehicle data such as the type and model of the work vehicle and work equipment according to the input guidance for setting the target travel route displayed on the LCD panel 4 of the mobile communication terminal 3, and the input vehicle data is stored in the terminal storage unit 33. The travel area S to which the target travel route P is set is a field, and the terminal electronic control unit 30 of the mobile communication terminal 3 acquires field data including the shape and location of the field and stores it in the terminal storage unit 33.

[0025] To explain the acquisition of field data, when a user or other operator drives the tractor 1, the terminal electronic control unit 30 can acquire location information to identify the shape and location of the field from the current position of the tractor 1 acquired by the positioning unit 19. The terminal electronic control unit 30 identifies the shape and location of the field from the acquired location information and acquires field data including the identified driving area S from the identified field shape and location. Figure 3 shows an example in which a rectangular driving area S has been identified.

[0026] Once field data, including the shape and location of the identified field, is stored in the terminal storage unit 33, the travel route generation unit 32 generates a target travel route P using the field data and vehicle data stored in the terminal storage unit 33.

[0027] As shown in Figure 3, the terminal electronic control unit 30 first sets a work area R within the travel area S. The work area R is the area in which predetermined work (for example, work such as plowing) is performed while the tractor 1 is automatically driven. The terminal electronic control unit 30 determines, for example, the turning radius, the front-to-rear width and left-to-right width of the tractor 1 included in the vehicle data, the space required for turning the tractor 1, and the safety space that should be secured to prevent the tractor 1 from flying out of the travel area S. Therefore, the terminal electronic control unit 30 sets the work area R inside the travel area S, while securing the space determined inside the outer perimeter of the travel area S.

[0028] After setting the work area R, the travel path generation unit 32 generates a target travel path P using vehicle data, field data, etc., as shown in Figure 3. For example, the target travel path P has multiple work paths P1 that have the same straight-line distance and are arranged in parallel at a certain distance corresponding to the work width, and a connecting path P2 that connects the start and end of adjacent work paths P1. The multiple work paths P1 are paths for performing predetermined work while the tractor 1 is driven automatically, and in Figure 3, a straight path that moves the tractor 1 forward is shown as an example. The connecting path P2 is a path for changing the direction of travel of the tractor 1, and connects the end of a work path P1 to the start of the next adjacent work path P1. In Figure 3, the connecting path P2 is shown as a U-turn path that causes the tractor 1 to turn in order to change the direction of travel of the tractor 1 by 180 degrees. In this way, adjacent work paths P1 are set so that their directions of travel are opposite to each other, and a target travel path P is set so that the tractor 1 can perform predetermined tasks by traveling back and forth along multiple work paths P1. Incidentally, the target travel path P shown in Figure 3 is just one example, and the target travel path can be changed as appropriate.

[0029] The target travel route P generated by the travel route generation unit 32 can be displayed on the LCD panel 4 and is stored in the terminal storage unit 33 as route data associated with vehicle data and field data. The route data includes the azimuth angle of the target travel route P, and the set engine speed and target travel speed set according to the driving pattern of the tractor 1 along the target travel route P.

[0030] In this way, once the route generation unit 32 generates the target route P, the terminal electronic control unit 30 transfers the route data from the mobile communication terminal 3 to the tractor 1, allowing the on-board electronic control unit 16 of the tractor 1 to acquire the route data. Based on the acquired route data, the on-board electronic control unit 16 can automatically drive the tractor 1 along the target route P while acquiring its own current position (the current position of the tractor 1) using the positioning unit 19. The current position of the tractor 1 acquired by the positioning unit 19 is transmitted from the tractor 1 to the mobile communication terminal 3 in real time (for example, every few seconds), and the mobile communication terminal 3 is aware of the current position of the tractor 1.

[0031] Regarding the transfer of route data, the entire route data can be transferred all at once from the terminal electronic control unit 30 to the on-board electronic control unit 16 before the tractor 1 starts automatic driving. Alternatively, for example, route data including the target driving route P can be divided into multiple route portions of predetermined distance with small amounts of data. In this case, before the tractor 1 starts automatic driving, only the initial route portion of the route data is transferred from the terminal electronic control unit 30 to the on-board electronic control unit 16. After automatic driving begins, each time the tractor 1 reaches a route acquisition point set according to the amount of data, the route data for the subsequent route portion corresponding to that point may be transferred from the terminal electronic control unit 30 to the on-board electronic control unit 16.

[0032] To initiate automatic driving of tractor 1, for example, the user moves tractor 1 to the starting point, and once various conditions for initiating automatic driving are met, the user operates the LCD panel 4 on the mobile communication terminal 3 to instruct tractor 1 to start automatic driving. The mobile communication terminal 3 then transmits the instruction to start automatic driving to tractor 1. Upon receiving the instruction to start automatic driving, the on-board electronic control unit 16 of tractor 1 acquires its current position (the current position of tractor 1) using the positioning unit 19 and begins automatic driving control to drive tractor 1 along the target driving path P.

[0033] The automatic driving control includes automatic transmission control that automatically controls the operation of the transmission 11, automatic braking control that automatically controls the operation of the brake operating mechanism 13, automatic steering control that automatically steers the left and right front wheels 7, and automatic work control that automatically controls the operation of work equipment such as a rotary tiller.

[0034] In automatic transmission control, the transmission control unit 16a automatically controls the operation of the transmission 11 based on the route data of the target driving route P, which includes the target driving speed, the output of the positioning unit 19, and the output of the vehicle speed sensor 17, so that the target driving speed set according to the driving pattern of the tractor 1 on the target driving route P is obtained as the vehicle speed of the tractor 1.

[0035] In automatic braking control, the braking control unit 16b automatically controls the operation of the brake operation mechanism 13 so that the left and right side brakes properly brake the left and right rear wheels 8 in the braking area included in the route data of the target driving path P, based on the target driving path P and the output of the positioning unit 19.

[0036] In automatic steering control, the steering angle setting unit 16e determines and sets target steering angles for the left and right front wheels 7 based on the route data of the target route P and the output of the positioning unit 19, so that the tractor 1 automatically travels along the target travel path P, and outputs the set target steering angles to the power steering mechanism 12. The power steering mechanism 12 automatically steers the left and right front wheels 7 based on the target steering angles and the output of the steering angle sensor 18 so that the target steering angles are obtained as the steering angles of the left and right front wheels 7.

[0037] In the automatic control of the work, the work device control unit 16c automatically controls the operation of the clutch operating mechanism 14 and the lifting drive mechanism 15 based on the route data of the target travel path P and the output of the positioning unit 19, so that a predetermined operation (e.g., tilling) by the work device is started when the tractor 1 reaches a work start point such as the beginning of the work path P1 (e.g., see Figure 3), and the predetermined operation by the work device is stopped when the tractor 1 reaches a work end point such as the end of the work path P1 (e.g., see Figure 3).

[0038] In this way, the automatic driving unit 2 in the tractor 1 is composed of a transmission 11, a power steering mechanism 12, a brake operating mechanism 13, a clutch operating mechanism 14, a lifting drive mechanism 15, an on-board electronic control unit 16, a vehicle speed sensor 17, a steering angle sensor 18, a positioning unit 19, and a communication module 28, etc.

[0039] In this embodiment, it is possible to automatically drive the tractor 1 not only without a user or other passenger in the cabin 9, but also with a user or other passenger in the cabin 9. Therefore, not only can the tractor 1 be automatically driven along the target driving path P by the automatic driving control of the onboard electronic control unit 16 without a user or other passenger in the cabin 9, but even when a user or other passenger is in the cabin 9, the tractor 1 can be automatically driven along the target driving path P by the automatic driving control of the onboard electronic control unit 16.

[0040] When a user or other passenger is in the cabin 9, the on-board electronic control unit 16 can switch between an automatic driving state in which the tractor 1 is driven automatically and a manual driving state in which the tractor 1 is driven based on the user's driving input. Therefore, it is possible to switch from the automatic driving state to the manual driving state while the tractor is automatically driving along the target driving path P in the automatic driving state, and conversely, it is possible to switch from the manual driving state to the automatic driving state while driving in the manual driving state. For example, a switching operation unit for switching between the automatic driving state and the manual driving state can be provided near the seat 21, and this switching operation unit can also be displayed on the LCD panel 4 of the mobile communication terminal 3. In addition, when the on-board electronic control unit 16 is controlling the automatic driving state, the user can operate the steering wheel 20 to switch from the automatic driving state to the manual driving state.

[0041] Since tractor 1 can operate automatically without a user or others riding in the cabin 9, it is desirable to display the status of tractor 1 so that users and people around tractor 1 can understand the status of tractor 1. Therefore, as shown in Figure 2, tractor 1 is equipped with a status detection unit 34 that detects the status of tractor 1, a status display unit 35 that displays the status according to the status of tractor 1 detected by the status detection unit 34, and a status display control unit 36 ​​that controls the status display of the status display unit 35. Incidentally, in Figure 1, the status display unit 35 is omitted from the illustration.

[0042] The on-board electronic control unit 16 is aware of the driving state of the tractor 1, such as whether it is in automatic driving mode or manual driving mode, and also, if it is in automatic driving mode, it is aware of the state of the tractor 1 in that state. Therefore, the state detection unit 34 detects the state of the tractor 1 according to the information obtained by the on-board electronic control unit 16.

[0043] The state detection unit 34 detects, for example, whether the tractor 1 is in an automatic driving state or a manual driving state, and if the driving state is an automatic driving state, it also detects what state it is in within the automatic driving state. For example, the state detection unit 34 detects whether it is ready for automatic driving, ready to start automatic driving, in the middle of automatic driving, temporarily stopped from automatic driving, or in an emergency stop from automatic driving.

[0044] Regarding the temporary suspension of automatic driving, the user can temporarily suspend the automatic driving of the tractor 1 by operating the mobile communication terminal 3. In addition, the on-board electronic control unit 16 can temporarily suspend the automatic driving of the tractor 1, for example, when an obstacle is detected or when it is difficult to obtain the current position of the tractor 1. Therefore, the state detection unit 34 identifies and detects whether the automatic driving is temporarily suspended by operation of the mobile communication terminal 3 or by the on-board electronic control unit 16.

[0045] Regarding emergency stops during automatic driving, the user can perform an emergency stop on the tractor 1 by operating the mobile communication terminal 3. Additionally, the on-board electronic control unit 16 can perform an emergency stop on the tractor 1 if, for example, a device installed on the tractor 1 malfunctions or the deviation from the target driving path P exceeds a predetermined amount. Therefore, the state detection unit 34 identifies and detects whether the automatic driving has been stopped by operation of the mobile communication terminal 3 or by the on-board electronic control unit 16.

[0046] As shown in Figures 10 to 14, the status indicator unit 35 includes, for example, a plurality of indicator lights 35a to 35c (for example, three indicator lights) of different colors that light up, and a support unit 35d that supports the indicator lights 35a to 35c. The status indicator unit 35 is arranged from the bottom in the order of the support unit 35d and the indicator lights 35a to 35c, and each of the indicator lights 35a to 35c is configured to be individually detachable.

[0047] The status display control unit 36 ​​controls the status display of the status display unit 35 by changing which of the multiple indicator lights 35a to 35c in the status display unit 35 is illuminated, according to the status of the tractor 1.

[0048] For example, if the status detection unit 34 detects that the vehicle is in manual driving mode, the status display control unit 36 ​​will turn off all of the indicator lights 35a to 35c in the status display unit 35. If the status detection unit 34 detects that the vehicle is ready for automatic driving mode, the status display control unit 36 ​​will turn on all of the indicator lights 35a to 35c in the status display unit 35. If the status detection unit 34 detects that the vehicle is in automatic driving mode, the status display control unit 36 ​​will turn on only one specific indicator light from among the multiple indicator lights 35a to 35c in the status display unit 35. If the status detection unit 34 detects that the vehicle is temporarily stopped from automatic driving mode, the status display control unit 36 ​​will turn on only one other specific indicator light from among the multiple indicator lights 35a to 35c in the status display unit 35. In this way, the status display control unit 36 ​​changes the status display of the status display unit 35 according to the status of the tractor 1 detected by the status detection unit 34, so that users and others can recognize what state the tractor 1 is in.

[0049] The status display unit 35 is configured to provide not only visual information to the user but also auditory notification. The status display unit 35 includes a notification unit, such as a notification buzzer. The status display control unit 36 ​​not only changes the status display of the status display unit 35 according to the status of the tractor 1 detected by the status detection unit 34, but also changes the notification method of the notification unit, so that the user can recognize the status of the tractor 1. Various notification methods can be applied to the notification unit, such as a method of notifying only once, a method of notifying intermittently a predetermined number of times, or a method of notifying continuously.

[0050] The placement of the status display unit 35 will be explained below based on Figures 4 to 9, etc. While various locations can be used for the placement of the status indicator unit 35, in a plan view, at least one pair of status indicator units 35 are positioned diagonally opposite each other on the tractor 1 (corresponding to the diagonal of the work vehicle body). Incidentally, in Figures 4 to 9, the antenna unit 40, antenna unit support frame 41, and the three-point linkage mechanism 5 are omitted in order to explain the placement of the status indicator unit 35.

[0051] In Figures 4 to 9, as shown by the solid lines in the figures, the status indicator unit 35 includes a first status indicator unit 101 positioned at the front left corner of the cabin 9, and a second status indicator unit 102 positioned at the rear right corner of the cabin 9. Thus, the first status indicator unit 101 and the second status indicator unit 102 are positioned at diagonal corners of the cabin 9.

[0052] As shown in Figures 4, 6, and 8, the first status indicator unit 101 is positioned near the left front support column 47 at a location corresponding to the left front corner of the cabin 9. On the front side of the cabin 9, the muffler 52 is positioned at a location corresponding to the right front corner of the cabin 9, extending in the vertical direction. Therefore, the first status indicator unit 101 is positioned on the opposite side of the cabin 9 from the muffler 52 and further forward than the cabin 9 in the left-right direction. In the vertical direction, the first status indicator unit 101 is positioned below the roof 46 and in the upper area of ​​the windshield 43. For example, when a user seated in a seat 21 inside the cabin 9 looks at the first status indicator unit 101, the left front support column 47 overlaps with at least a part of the first status indicator unit 101, and the first status indicator unit 101 can be positioned such that at least a part of the first status indicator unit 101 is hidden by the left front support column 47.

[0053] As shown in Figures 4, 6, and 8, a handrail 53 extending vertically is attached to the left front support column 47, and the first status indicator unit 101 is attached using the handrail 53. As shown in Figure 10, a plate-shaped support stay 201 is provided at the upper end of the handrail 53, and the first status indicator unit 101 is mounted in an upright position extending upward from the support stay 201. In this way, the first status indicator unit 101 is attached to the left front support column 47 of the support column frame 42 via the support stay 201 and the handrail 53. Therefore, the first status indicator unit 101 is attached to the cabin frame that constitutes the cabin 9 which is equipped with vibration damping measures, preventing vibrations from the engine 10 and the like from being transmitted to the first status indicator unit 101.

[0054] As shown in Figure 10, the support stay 201 is attached to the handrail 53 using fasteners such as bolts and nuts. For example, the support stay 201 is positioned horizontally with the support stay 201 in contact with the handrail 53 from above, and a U-shaped bolt 54 is brought into contact with the handrail 53 from below, passing through the hole in the support stay 201 and tightening it with a nut 55 to attach the support stay 201 to the handrail 53. The first status indicator unit 101 is also detachably attached to the support stay 201 using fasteners 56 such as bolts. For example, the first status indicator unit 101 is attached to the support stay 201 by inserting the fastener 56 through the hole in the support stay 201 and tightening it through the hole formed in the support part 35d. In Figure 10, the state with the first status indicator unit 101 and fastener 56 removed is shown by a dotted line. As a result, the first status indicator unit 101 is detachably mounted to the handrail 53 together with the support stay 201, and the first status indicator unit 101 is also detachably mounted to the support stay 201 by itself.

[0055] As shown in Figures 5, 7, and 9, the second status indicator unit 102 is positioned near the right rear support column 48 at a location corresponding to the right rear corner of the cabin 9. Since a fender 51 is provided at the location corresponding to the right rear corner of the cabin 9, the second status indicator unit 102 is mounted using the fender 51. As shown in Figure 11, a rear-downward light 60 that illuminates the lower rear side of the tractor 1 is mounted on the upper part of the fender 51 via a light support stay 61. The second status indicator unit 102 is provided in an upright position, extending upward from the light support stay 61.

[0056] For example, when a user seated in a seat 21 inside the cabin 9 looks at the second status display unit 102, the right rear support column 48 overlaps with at least a portion of the second status display unit 102, and the second status display unit 102 can be positioned such that at least a portion of the second status display unit 102 is hidden by the right rear support column 48.

[0057] As shown in Figure 11, the light support stay 61 for supporting the rear lower light 60 is also used as a support stay for the second status indicator unit 102. The light support stay 61 is attached to the upper part of the fender 51 by attaching fasteners such as bolts and nuts through through holes formed in the fender 51. The second status indicator unit 102 is attached to the fender 51, which is part of the cabin frame that constitutes the cabin 9, via the light support stay 61. Since the fender 51 is integrally provided with the support frame 42 and the like as part of the cabin frame that constitutes the cabin 9, the second status indicator unit 102 is attached to the cabin frame that constitutes the cabin 9, which is equipped with vibration damping measures, thereby preventing vibrations from the engine 10 and the like from being transmitted to the second status indicator unit 102.

[0058] Figure 11 shows an example in which the rear lower light 60 is provided, and the second status indicator unit 102 is attached to the fender 51 using the light support stay 61 for attaching the rear lower light 60. However, for example, the second status indicator unit 102 can also be attached to the fender 51 using the light support stay 61 without providing the rear lower light 60. Furthermore, even when the rear lower light 60 is provided, the support stay for attaching the rear lower light 60 and the support stay for attaching the second status indicator unit 102 can be provided separately, and the rear lower light 60 and the second status indicator unit 102 can be attached to the fender 51 separately.

[0059] Furthermore, although not shown in the illustration, the second status indicator unit 102 is detachably mounted to the light support stay 61 using mounting hardware such as bolts, similar to the first status indicator unit 101. As a result, the second status indicator unit 102 is detachably mounted to the fender 51 together with the light support stay 61 and the rear lower light 60, and the second status indicator unit 102 is also detachably mounted to the light support stay 61 on its own.

[0060] Since the first status indicator unit 101 and the second status indicator unit 102 are detachably mounted to desired positions, for example, within a driving area S such as a field, the tractor 1 can be driven automatically with the first status indicator unit 101 and the second status indicator unit 102 mounted to the desired positions. Furthermore, when moving the tractor 1 from its storage position to a field, or moving between fields, or when the tractor 1 is driven outside the driving area S by manual operation by a user, the first status indicator unit 101 and the second status indicator unit 102 can be removed from their desired positions and the tractor 1 can be driven in this manner. In this way, users can attach and detach the first status indicator unit 101 and the second status indicator unit 102 as needed. In this case, since the first status indicator unit 101 and the second status indicator unit 102 are located below the roof 46, the first status indicator unit 101 and the second status indicator unit 102 will be within reach of the user when the user boards the cabin 9 or stands on a step ladder, thus simplifying the attachment and detachment process.

[0061] Furthermore, since the first status indicator unit 101 and the second status indicator unit 102 are positioned below the roof 46, it is possible to suppress the increase in the height of the tractor 1 when the first status indicator unit 101 and the second status indicator unit 102 are installed in the desired position. Therefore, it is possible to prevent the first status indicator unit 101 and the second status indicator unit 102 from coming into contact with something and being damaged when transporting the tractor 1 or storing the tractor 1 in a barn or the like.

[0062] The placement of the status display control unit 36 ​​will be explained based on Figure 15. As described above, the cabin 9 is equipped with a front floor frame 49, a rear floor frame 50, a rear frame 64, and a pair of left and right fenders 51 as the frame that constitutes the floor of the cabin 9. The rear floor frame 50 is configured to be narrower in the left-right direction than the front floor frame 49. Each of the left and right fenders 51 is equipped with an operation panel section 62 that protrudes inward in the left-right direction and is fitted with various operating tools.

[0063] The status display control unit 36 ​​is located inside the right-side operation panel 62 within the cabin 9. Inside the right-side operation panel 62, not only the status display control unit 36 ​​but also the various control units of the on-board electronic control unit 16 are arranged. In this way, multiple control units of the on-board electronic control unit 16 are concentrated inside the right-side operation panel 62, utilizing the internal space of the operation panel 62. Therefore, multiple wires for each control unit can be installed together, and multiple wires can be routed through a common communication section that connects the inside and outside of the cabin 9, thereby simplifying wiring work and wiring configuration.

[0064] Incidentally, although not shown in the diagram, the right-hand control panel 62 is equipped with operating tools such as a lifting device that enables manual lifting and lowering of work equipment such as a rotary tiller, and a PTO operating device for initiating power transmission to the PTO, while the left-hand control panel 62 is equipped with various other operating tools.

[0065] Regarding the placement of the status display unit 35, as shown by the dotted lines in Figures 4 to 9, various locations other than the placement of the first status display unit 101 and the second status display unit 102 can be used. The placement of the status display unit 35 other than the first status display unit 101 and the second status display unit 102 will be described below.

[0066] When positioning the status indicator unit 35 at a location corresponding to the left front corner of the cabin 9, the position of the first status indicator unit 101 can be adopted as described above. Alternatively, as shown in Figures 4, 6, and 8, the third status indicator unit 103 can be positioned above the first status indicator unit 101.

[0067] As shown in Figures 4, 6, and 8, a mirror mounting section 58 is attached to the left front support column 47, and a mirror 59 is attached to the mirror mounting section 58. Therefore, the third status display unit 103 is mounted using the mirror mounting section 58. For example, when a user or the like sitting in a seat 21 inside the cabin 9 looks at the third status display unit 103, the left front support column 47 overlaps with at least a part of the third status display unit 103, and the third status display unit 103 can be positioned such that at least a part of the third status display unit 103 is hidden by the left front support column 47.

[0068] As shown in Figure 12, the third status indicator unit 103 is provided in an upright position extending upward from the mirror mounting portion 58, and the mirror mounting portion 58 for attaching the mirror 59 is also used as a support stay for the third status indicator unit 103. Since the mirror mounting portion 58 is attached to the left front support column 47, the third status indicator unit 103 is attached to the left front support column 47 of the support column frame 42 via the mirror mounting portion 58. Therefore, the third status indicator unit 103 is attached to the cabin frame that constitutes the cabin 9 which is equipped with vibration damping measures, preventing vibrations from the engine 10 and the like from being transmitted to the third status indicator unit 103.

[0069] The third status indicator unit 103, although not shown in the illustration, is detachably mounted to the mirror mounting unit 58 using bolts or other fasteners, similar to the first status indicator unit 101. Thus, the third status indicator unit 103 is detachably mounted to the mirror mounting unit 58 on its own.

[0070] When positioning the status indicator unit 35 at a location corresponding to the right rear corner of the cabin 9, the position of the second status indicator unit 102 can be adopted as described above. Alternatively, as shown in Figures 5, 8, and 9, the fourth status indicator unit 104 can be positioned above the second status indicator unit 102.

[0071] As shown in Figures 5, 8, and 9, the fourth status indicator unit 104 is positioned in the vertical direction below the roof 46 and in the area above the right-side door 45. For example, when a user seated in a seat 21 inside the cabin 9 looks at the fourth status indicator unit 104, the right-side rear support 48 overlaps with at least a portion of the fourth status indicator unit 104, and the fourth status indicator unit 104 can be positioned such that at least a portion of the fourth status indicator unit 104 is hidden by the right-side rear support 48.

[0072] As shown in Figure 13, the fourth status indicator unit 104 is attached to the right rear support column 48 of the support frame 42 via a support stay 202. The support stay 202 includes a first stay 202a extending from the upper end of the right rear support column 48 to the outside of the cabin 9, a plate-shaped second stay 202b connected to the first stay 202a and extending to the rear, and a third stay 202c extending downward from the rear end of the second stay 202b and having a plate-shaped portion 202d at its lower end. The fourth status indicator unit 104 is provided in an upright position, extending upward from the plate-shaped portion 202d of the third stay 202c.

[0073] In this way, the fourth status indicator unit 104 is attached to the right rear support column 48 of the support column frame 42 via the support stay 202. Therefore, the fourth status indicator unit 104 is attached to the cabin frame that constitutes the cabin 9 which is equipped with vibration damping measures, preventing vibrations from the engine 10 and the like from being transmitted to the fourth status indicator unit 104.

[0074] The second stay 202b is fixed to the first stay 202a by fastening with a bolt or other fastener 57, and the third stay 202c is integrally connected to the second stay 202b by welding or the like. The fourth status indicator 104 is not shown in the figure, but like the first status indicator 101, it is detachably attached to the third stay 202c of the support stay 202 using a bolt or other fastener. As a result, the fourth status indicator 104 is detachably attached to the right rear support column 48 together with the second stay 202b and the third stay 202c of the support stay 202, and the fourth status indicator 104 is also detachably attached to the third stay 202c of the support stay 202 by itself.

[0075] While the first to fourth status indicators 101 to 104 are shown as being positioned diagonally on the front left and rear right of the cabin 9, the status indicator 35 can also be positioned at the rear left corner of the cabin 9.

[0076] As shown in Figures 5 to 7, the fifth status indicator unit 105 can be positioned as the status indicator unit 35, near the left rear support column 48, at a location corresponding to the left rear corner of the cabin 9. The fifth status indicator unit 105 is positioned on the upper part of the fender 51, similar to the second status indicator unit 102. The mounting configuration of the fifth status indicator unit 105 is the same as that of the second status indicator unit 102, so a description is omitted.

[0077] As shown in Figures 5 to 7, the sixth status indicator unit 106 can be placed as the status indicator unit 35 in place of the fifth status indicator unit 105, in a position below the roof 46 in the vertical direction and corresponding to the area above the right-side door 45. The mounting configuration of the sixth status indicator unit 106 is the same as that of the fourth status indicator unit 104, so a description will be omitted.

[0078] As shown in Figures 4, 6, and 8, the seventh status indicator unit 107 can be positioned forward of the cabin 9 as the status indicator unit 35. As shown in Figure 14, the seventh status indicator unit 107 is positioned on the upper part of the bonnet 63 via a support stay 203.

[0079] As described above, the status indicator unit 35 can be positioned such that, in a plan view, at least a pair of status indicator units 35 (a pair consisting of a first status indicator unit 101 or a third status indicator unit 103 and a second status indicator unit 102 or a fourth status indicator unit 104) are placed diagonally opposite each other on the tractor 1. For example, by positioning the first status indicator unit 101 and the second status indicator unit 102 at positions corresponding to the diagonal of the cabin 9 on the tractor 1, as shown in Figures 4 to 9, at least one of the first status indicator unit 101 and the second status indicator unit 102 can be seen from any direction by the user or people around the tractor 1. This makes it easy for the user or people around the tractor 1 to understand the status of the tractor 1, thereby improving the visibility of the status indicator unit 35. Incidentally, if the third status display unit 103 is placed in place of the first status display unit 101, or the fourth status display unit 104 is placed in place of the second status display unit 102, the visibility of the status display unit 35 can be similarly improved.

[0080] Furthermore, as shown in Figures 4 and 5, the first status indicator unit 101 and the second status indicator unit 102 are positioned outside the cabin 9 and inside the outer ends of the wheels 7 and 8 (corresponding to the running gear) of the tractor 1 in the left-right direction when viewed from the front and rear. Therefore, even in the left-right direction of the tractor 1, the first status indicator unit 101 and the second status indicator unit 102 do not protrude beyond the wheels 7 and 8, preventing them from coming into contact with something and being damaged during automatic driving of the tractor 1, etc. Incidentally, even if the third status indicator unit 103 is placed in place of the first status indicator unit 101, or the fourth status indicator unit 104 is placed in place of the second status indicator unit 102, the third status indicator unit 103 and the fourth status indicator unit 104 are similarly positioned in the left-right direction of the tractor 1, both in a front view and a rear view, outside the cabin 9 and inside the outer ends of the wheels 7 and 8 (corresponding to the running gear) of the tractor 1.

[0081] At the positions corresponding to the front left corner of cabin 9, the rear right corner of cabin 9, and the rear left corner of cabin 9, two positions separated vertically are selectable for the placement of the status display unit 35. Therefore, the placement of the status display unit 35 can be selected from either of the two positions while considering the user's preferences and visibility. In particular, at the positions corresponding to the rear right corner and the rear left corner of cabin 9, a placement position corresponding to the upper part of cabin 9 and a placement position corresponding to the lower part of cabin 9 are selectable, allowing the user to usefully select the placement of the status display unit 35 according to their preferences and visibility.

[0082] Since the status indicator unit 35 is detachably mounted to a desired position, it is possible to change the position of the status indicator unit 35 according to the situation, such as a change in the working conditions. For example, at a position corresponding to the right rear corner of the cabin 9, the status indicator unit 35 can be moved to a higher position by changing the position from the second status indicator unit 102 to the fourth status indicator unit 104, depending on the situation.

[0083] [Another embodiment] Other embodiments of the present invention will be described. Furthermore, the configurations of each embodiment described below are not limited to being applied individually, but can also be applied in combination with the configurations of other embodiments.

[0084] (1) The configuration of the work vehicle can be modified in various ways. For example, the work vehicle may be configured as a hybrid specification equipped with an engine 10 and an electric motor for driving, or it may be configured as an electric specification equipped with an electric motor for driving instead of an engine 10. For example, the work vehicle may be configured as a semi-crawler type, with left and right crawlers instead of left and right rear wheels for its running gear. For example, the work vehicle may be configured with rear-wheel steering, where the left and right rear wheels 8 function as steering wheels.

[0085] (2) In the above embodiment, the status indicator unit 35 was exemplified as having a plurality of indicator lights 35a to 35c, but the number of indicator lights can be changed as appropriate, and a unit with one indicator light or a unit with four or more indicator lights can be applied. In this case, since the indicator lights can be individually attached and detached, the number of indicator lights can be easily added or removed.

[0086] (3) In the above embodiment, an example was shown in which a pair of status display units 35 are arranged at least diagonally opposite each other on the tractor 1 in a plan view, but the combination of positions for the status display units 35 can be changed as appropriate.

[0087] For example, the status indicator unit 35 may consist only of the seventh status indicator unit 107 located on the top of the bonnet 63. Alternatively, the status indicator unit 35 may consist of the seventh status indicator unit 107 located on the top of the bonnet 63 and one of the second status indicator unit 102, fourth status indicator unit 104, fifth status indicator unit 105, or sixth status indicator unit 106 located on the rear side of the cabin 9. Furthermore, the status indicator unit 35 may consist of either the second status indicator unit 102 or the fourth status indicator unit 104 located at a position corresponding to the right rear corner of the cabin 9, and either the fifth status indicator unit 105 or the sixth status indicator unit 106 located at a position corresponding to the left rear corner of the cabin 9.

[0088] <Notes on the invention> A first embodiment of the present invention comprises an autonomously drivable work vehicle body, a state detection unit for detecting the state of the work vehicle body, and a state display unit for displaying the state according to the state of the work vehicle body detected by the state detection unit, wherein the state display unit is arranged in pairs at least diagonally opposite the work vehicle body in a plan view.

[0089] With this configuration, the status indicators are positioned in pairs diagonally across the work vehicle body, allowing users and people around the work vehicle to see at least one of the pair, thereby improving visibility. Moreover, since the pair of status indicators only need to be positioned diagonally across the work vehicle body rather than above the cabin, the status indicators can be placed at a relatively low position. This simplifies the installation of the status indicators, prevents the work vehicle's height from increasing, and prevents damage to the status indicators.

[0090] A second embodiment of the present invention is that the work vehicle body has a cabin, and the status indicator unit is positioned outside the cabin and inside the outer end of the running section of the work vehicle body when viewed from the front.

[0091] With this configuration, the status indicator is positioned outside the cabin when viewed from the front, thus preventing the cabin from obstructing the view of the status indicator when viewed from the front. Furthermore, since the status indicator is positioned inside the outer edge of the running gear when viewed from the front, the status indicator does not protrude beyond the running gear in the left-right direction of the work vehicle body, thus preventing the status indicator from coming into contact with something and being damaged during automatic driving of the work vehicle body.

[0092] A third embodiment of the present invention is that a muffler is provided on the front side of the cabin and on one side in the left-right direction of the cabin, and one of the pair of status indicators is located on the front side of the cabin and on the side opposite to the side in the left-right direction of the cabin from where the muffler is located.

[0093] With this configuration, the status indicator is positioned on the side opposite to the muffler in the left-right direction of the cabin, so that it does not obstruct the muffler and the status indicator can be positioned in a location that ensures improved visibility.

[0094] A fourth embodiment of the present invention is that the status indicator unit is detachably provided to the cabin frame of the cabin via a support stay.

[0095] With this configuration, the status indicator unit is detachably attached to the cabin frame via a support stay, allowing it to be installed and removed as needed, resulting in a user-friendly design. Furthermore, since the status indicator unit can be retrofitted to a work vehicle, it is possible to convert a work vehicle into an autonomous vehicle by retrofitting the status indicator unit, thereby simplifying the necessary work. Moreover, since the cabin, which is usually constructed with a cabin frame, is supported via vibration-damping members such as elastic bodies, the status indicator unit can be installed in a way that prevents vibration transmission to the status indicator unit by attaching it to the cabin frame via a support stay.

[0096] A fifth embodiment of the present invention is characterized in that a status display control unit is provided to control the status display of the status display unit, and the status display control unit is located inside the operation panel unit within the cabin.

[0097] This configuration allows for proper status display of the status indicator unit while effectively utilizing the interior of the operation panel as the location for the status indicator unit. Typically, various control units mounted on the work vehicle can be placed inside the operation panel, allowing for the wiring of these control units and the status indicator unit to be installed together, thus simplifying wiring and wiring work.

[0098] A tractor according to one aspect of the present invention comprises a tractor body, a state detection unit, and a state display unit. The tractor body has a cabin and is configured to be capable of automatic driving. The state detection unit detects the state of the tractor body. The state display unit displays the state according to the state of the tractor body detected by the state detection unit. The state display unit is provided on the outside of the cabin and, in a plan view, is positioned at the corner of the cabin.

[0099] A work vehicle according to one aspect of the present invention comprises a work vehicle body, a state detection unit, and a state display unit. The work vehicle body has a cabin and is configured to be able to travel automatically. The state detection unit detects the state of the work vehicle body. The state display unit displays a state corresponding to the state of the work vehicle body detected by the state detection unit. In a plan view, the state display units are arranged in pairs at a pair of corners of the cabin. A muffler is provided on the front side of the cabin and on one side in the left-right direction of the cabin. One of the pair of state display units is located on the front side of the cabin and on the side opposite to the side where the muffler is located in the left-right direction of the cabin.

[0100] A work vehicle according to one aspect of the present invention comprises a work vehicle body, a state detection unit, and a state display unit. The work vehicle body has a cabin and is configured to be able to travel automatically. The state detection unit detects the state of the work vehicle body. The state display unit displays the state according to the state of the work vehicle body detected by the state detection unit. The state display unit is attached to a support unit attached to the cabin so as to protrude upward from the support unit. [Explanation of symbols]

[0101] 1. Tractor (main work vehicle) 9 cabins 7. Front wheels (running section) 8. Rear wheels (running section) 34 State detection unit 35 Status display section 36 Status Display Control Unit 47 Front support (cabin frame) 48 Rear support (cabin frame) 51 Fender (cabin frame) 52 Muffler 58 Mirror mounting section (support stay) 61 Light support bracket (support bracket) 201 Support stay 202 Support stay

Claims

1. A work vehicle body having a cabin and capable of autonomous driving, A state detection unit for detecting the state of the work vehicle body, A status display unit that displays a status indicating at least the state of the work vehicle body during automatic driving, according to the state of the work vehicle body detected by the status detection unit, The cabin is equipped with a mirror, The status display unit is positioned at the same corner as the mirror in the cabin in a plan view, and the lower end of the status display unit is higher than the lower end of the mirror. Work vehicle.

2. The aforementioned mirror is supported by a mirror mounting portion that protrudes forward from the cabin frame of the cabin. The work vehicle according to claim 1.

3. The status display unit is positioned such that its upper end is higher than the upper end of the mirror. A work vehicle according to claim 1 or 2.

4. The status display unit is positioned behind the mirror. A work vehicle according to any one of claims 1 to 3.

Images