JP7847844B2 - Work vehicle control device and work vehicle control method - Google Patents

Description

The present invention relates to a work vehicle control device and a work vehicle control method, and is particularly suitable for use in a device and method for controlling the travel and operation of a work machine when a work vehicle equipped with a work machine at the rear automatically travels along a target route.

In recent years, with the decline in the farming population, there has been a growing demand for highly productive agricultural techniques. In response, for example, the development and widespread adoption of autonomous vehicles (hereinafter referred to as robots) that perform predetermined tasks using autonomous driving machinery are progressing. Agricultural work includes tasks performed solely by robots, as well as tasks performed through collaboration between robots and humans. An example of the latter is the task where a robot digs up crops and then a worker picks them up.

When workers perform tasks in close proximity to a robot in a coordinated manner, there is a possibility of contact accidents occurring due to the worker getting too close to the robot. Therefore, it is necessary to equip robots with safety features that detect when a worker approaches a predetermined distance from the robot (hereinafter referred to as the "contact hazard area") and stop the machine. Here, determining the size of the contact hazard area is a crucial consideration from the perspective of both safety and work efficiency.

However, prioritizing safety by widening the contact hazard area leads to frequent machine stoppages due to workers approaching the robot, reducing work efficiency. Furthermore, if the robot and worker are too far apart, it becomes difficult for the worker to monitor the robot's operation, potentially reducing work efficiency if robot malfunctions or work errors are detected late. On the other hand, prioritizing work efficiency by narrowing the contact hazard area risks compromising sufficient safety.

Furthermore, a safety system is known that improves the safety of people other than specific workers while preventing excessive warnings and improving the work efficiency of work vehicles (see, for example, Patent Document 1). In the safety system described in Patent Document 1, specific workers (workers with high safety awareness who have received safety training) working within the warning area surrounding the work vehicle are identified, these identified workers are excluded from warnings, and when a person subject to warning (a worker with low safety awareness or a visitor) is detected within the warning area, a warning is issued to the driver of the work vehicle.

The safety system described in Patent Document 1 allows for the warning of the driver of a work vehicle when a worker or visitor with low safety awareness enters the warning area, enabling the driver to take hazard avoidance measures such as manually stopping the work equipment. However, if the warning area is widened to prioritize safety, there is a risk of frequent warnings and a decrease in work efficiency. On the other hand, if the warning area is narrowed to prioritize work efficiency, there is a risk that sufficient safety cannot be guaranteed. Furthermore, the safety system described in Patent Document 1 does not warn workers with high safety awareness, so it cannot prevent contact accidents caused by workers with high safety awareness getting too close to work vehicles.

Japanese Patent Publication No. 2020-125171

This invention was made to solve the problems described above, and aims to improve work efficiency by preventing frequent stopping of work equipment due to workers approaching the work vehicle, while ensuring sufficient safety.

To solve the above-mentioned problems, the present invention detects changes in the distance or relative position of a worker performing work behind the work vehicle, and controls the travel speed of the work vehicle according to the detected change in state.

According to the present invention configured as described above, when a worker approaches the contact hazard area (the area where the work machine stops when a worker enters), the travel speed can be controlled to move the work vehicle away from the worker. Therefore, even without widening the contact hazard area, it is possible to prevent contact accidents caused by workers getting too close to the work vehicle. Furthermore, frequent stopping of the work machine due to workers entering the contact hazard area can also be prevented. Thus, according to the present invention, while ensuring sufficient safety, it is possible to improve work efficiency by preventing frequent stopping of the work machine due to workers approaching the work vehicle.

This figure shows a work vehicle equipped with a work vehicle control device according to the first embodiment, and a worker performing work behind it. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to the first embodiment. This is a diagram illustrating the area and operation example in the first embodiment. This figure shows a modified example of the area in the first embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to a second modification of the first embodiment. This figure illustrates an area and operation example according to a second modification of the first embodiment. This is a diagram illustrating the area and operation example in the second embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to the second embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to a second modification of the second embodiment. This figure illustrates an area and operation example according to a second modification of the second embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to a third modification of the second embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to a fourth modification of the second embodiment. This figure illustrates an area and operation example according to a fourth modification of the second embodiment. This figure shows a modified area according to a fourth modification of the second embodiment. This is a block diagram showing an example of the functional configuration of a work vehicle control device according to the third embodiment. This is a diagram illustrating an example of operation according to the third embodiment. This flowchart shows an example of the process from start to finish.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. Figure 1 shows a work vehicle 100 equipped with a work vehicle control device 10 according to the first embodiment, and a worker 200 working behind it.

As shown in Figure 1, the work vehicle 100 is equipped with a work implement 102 at the rear of the vehicle body 101, and a work vehicle control device 10, a rear camera 103, and a front camera 104 are mounted on the vehicle body 101. The work performed by the work implement 102 can be anything, as long as it is carried out in coordination with the work performed by the worker 200 at the rear. For example, the work performed by the work implement 102 may include harvesting or sowing in a field.

The rear camera 103 is a camera that photographs the area behind the work vehicle 100, including the area where the worker 200 would normally be located during work. The images acquired by the rear camera 103 are supplied to the work vehicle control device 10 and used to detect the distance from the work vehicle 100 to the worker 200 or the relative position of the worker 200 to the work vehicle 100. While the rear camera 103 is used as a means of detecting distance or relative position, the system is not limited to this. For example, a laser radar such as LiDAR, millimeter-wave radar, etc., may be used instead of or in addition to the rear camera 103.

The front camera 104 is a camera that captures images in front of the work vehicle 100. The images acquired by the front camera 104 are supplied to the work vehicle control device 10 and used to detect obstacles in front of the work vehicle 100.

The work vehicle control device 10 controls the movement of the work vehicle 100 and the operation of the work implement 102 when the work vehicle 100 is automatically driven along a pre-set target route in the field. For example, the work vehicle control device 10 is equipped with a function to detect the current position and orientation of the work vehicle 100, and based on the continuously detected current position and orientation, it automatically drives the work vehicle 100 along a pre-set target route in the field. Furthermore, the work vehicle control device 10 controls the operation of the work implement 102 according to the work position on the target route.

In this embodiment, the work vehicle control device 10 performs a characteristic process in which it controls the travel speed of the work vehicle 100 in accordance with changes in the distance or relative position of the worker 200 working behind the work vehicle 100. The details of this characteristic process will be described sequentially below.

Figure 2 is a block diagram showing an example of the functional configuration of the work vehicle control device 10 according to the first embodiment. As shown in Figure 2, the work vehicle control device 10 according to the first embodiment includes a state change detection unit 11, a travel speed control unit 12, and a notification unit 13 as its functional configuration. Here, only the functional configuration related to the characteristic processing described above is shown, and the functional configuration related to the automatic travel of the work vehicle 100 and the automatic control of the work machine 102 is not shown. This is also the case for each embodiment and each modification described below.

The functional blocks 11-13 shown in Figure 2 can be configured using hardware, a DSP (Digital Signal Processor), or software. For example, when configured using software, functional blocks 11-13 are actually comprised of a computer's CPU, RAM, ROM, etc., and are realized through the operation of programs stored in storage media such as RAM, ROM, hard disk, or semiconductor memory.

The state change detection unit 11 detects changes in the distance or relative position of the worker 200 working behind the work vehicle 100. In this embodiment, the state change detection unit 11 detects changes in the relative position of the worker 200 with respect to the work vehicle 100 (more precisely, the rear camera 103 mounted on the work vehicle 100) (hereinafter simply referred to as "the position of the worker 200"). That is, the state change detection unit 11 sequentially detects the position of the worker 200 at predetermined time intervals based on the images captured by the rear camera 103 at predetermined time intervals, and detects the change in the position detected at each predetermined time interval.

In this embodiment, the position state refers to the location of the worker 200 within the area described later. A change in the position state means a change in the area where the worker 200 is located. Figure 3 is a diagram illustrating the area and operation example in the first embodiment. As shown in Figure 3, in the first embodiment, the contact hazard area 301 and the work area 302 are set in order from the area closest to the work vehicle 100. The contact hazard area 301 and the work area 302 are rectangular areas set behind the work vehicle 100.

The contact hazard area 301 is the area where the work vehicle control device 10 stops the work machine 102 when it detects that a worker 200 has entered it. It is set to the area in contact with the work machine 102. In the example shown in Figure 3, the contact hazard area 301 is set to a rectangular area with a width wider than the width of the work machine 102, where the distance from the rear end of the work machine 102 to the rear of the work vehicle 100 is the first distance d1. In the following explanation, "distance from the work vehicle 100" refers to the distance from the work vehicle 100 to the rear (in a direction parallel to the direction of travel).

The work area 302 is an area where the worker 200 is expected to be able to work safely behind the work vehicle 100, and is set further away from the contact hazard area 301. In the example in Figure 3, the work area 302 is set as the range of the rectangular area extending from the rear end of the work machine 102 to the rear of the work vehicle 100, excluding the contact hazard area 301, in a manner that is wider than the contact hazard area 301. In other words, the work area 302 is set further away from the contact hazard area 301, in a manner that surrounds the contact hazard area 301.

The work area 302 includes an approach area 302A, a normal area 302S, and a retreat area 302R. In this embodiment, the area of the work area 302 that is further away from the contact hazard area 301 and adjacent to it (in the example of Figure 3, the area where the distance from the work vehicle 100 is at least the first distance d1 and less than the second distance d2) is defined as the approach area 302A; the area that is further away from the approach area 301A and adjacent to it (in the example of Figure 3, the area where the distance from the work vehicle 100 is at least the second distance d2 and less than the third distance d3) is defined as the normal area 302S; and the area further away from the approach area 302A, separated by the normal area 302S (in the example of Figure 3, the area where the distance from the work vehicle 100 is at least the third distance d3) is defined as the retreat area 302R.

The approach area 302A is the area for detecting when worker 200 is approaching the contact risk area 301. The normal area 302S is the area where worker 200 is assumed to be performing their work normally. The reverse area 302R is the area for detecting when worker 200 is unable to keep up with the work vehicle 100 and is reversing.

Note that while Figure 3 shows an example where the boundaries of the contact risk area 301, approach area 302A, normal area 302S, and retreat area 302R are set in a straight line, the design is not limited to this. For example, as shown in Figure 4, the boundaries may be set in an arc shape.

The travel speed control unit 12 controls the travel speed of the work vehicle 100 in accordance with the state change of relative position detected by the state change detection unit 11. In this embodiment, as shown by arrow Y1 in Figure 3, when the state change detection unit 11 detects a state change in the worker 200 from being in the normal area 302S to being in the approach area 302A, the travel speed control unit 12 increases the travel speed of the work vehicle 100. For example, the amount of increase in travel speed may be set in advance, and the travel speed control unit 12 increases the travel speed of the work vehicle 100 by that amount.

Furthermore, in this embodiment, the travel speed control unit 12 reduces the travel speed of the work vehicle 100 when the state change detection unit 11 detects a change in the worker 200's state from being in the normal area 302S to being in the reverse area 302R, as shown by arrow Y2 in Figure 3. For example, the amount of reduction in travel speed can be set in advance, and the travel speed control unit 12 reduces the travel speed of the work vehicle 100 by that amount.

Here, the travel speed control unit 12 changes the travel speed of the work vehicle 100 in response to the worker 200 changing from being in the normal area 302S to being in the approach area 302A or the reverse area 302R, and then maintains that changed travel speed. That is, even if the state change detection unit 11 detects a state change where the worker 200 returns from the approach area 302A or the reverse area 302R back to the normal area 302S (a state change in the opposite direction of arrow Y1 or arrow Y2), the travel speed is not changed at that time, but rather maintained as changed according to the state changes indicated by arrows Y1 and Y2.

The notification unit 13 provides notification to the worker 200 when the speed control unit 12 changes the speed of the work vehicle 100. For example, when the speed control unit 12 increases the speed of the work vehicle 100, the notification unit 13 provides an audible notification. In addition to the audible notification, the unit may also illuminate a lamp or other indicator in a manner corresponding to the speed increase. Furthermore, when the speed control unit 12 decreases the speed of the work vehicle 100, the notification unit 13 provides an audible notification. In addition to the audible notification, the unit may also illuminate a lamp or other indicator in a manner corresponding to the speed decrease.

As described above, in the first embodiment, the system detects changes in the relative position of the worker 200 working behind the work vehicle 100, and controls the travel speed of the work vehicle according to the detected change in state. Specifically, when the state change detection unit 11 detects that the worker 200 has entered the approach area 302A, the travel speed control unit 12 increases the travel speed of the work vehicle 100.

According to this embodiment, when a worker 200 enters the approach area 302A adjacent to the contact hazard area 301, that is, when the worker 200 approaches the contact hazard area 301, the work vehicle 100 can increase its speed and move away from the worker 200. Therefore, even without widening the contact hazard area 301, it is possible to prevent contact accidents caused by the worker 200 getting too close to the work vehicle 100. Furthermore, it is possible to prevent frequent stopping of the work machine 102 due to the worker 200 entering the contact hazard area 301. Thus, according to this embodiment, while ensuring sufficient safety, it is possible to improve work efficiency by preventing frequent stopping of the work machine 102 due to the worker 200 approaching the work vehicle 100.

Furthermore, in this embodiment, when the state change detection unit 11 detects that the worker 200 has entered the reversing area 302R, the travel speed control unit 12 reduces the travel speed of the work vehicle 100. With this configuration, if the worker 200's work lags behind the work vehicle 100's travel speed and the worker 200 enters the reversing area 302R, the travel speed can be reduced to prevent the work vehicle 100 from moving further away from the worker 200. This allows for good coordination between the work performed by the work machine 102 and the work performed by the worker 200.

In this embodiment, after changing the travel speed of the work vehicle 100 in response to the state changes indicated by arrows Y1 and Y2 in Figure 3, the vehicle maintains the changed travel speed. This ensures that the work vehicle 100 travels at a speed coordinated with the worker's (200) work speed. For example, if the work vehicle 100's travel speed is increased by one level when the worker 200 enters the approach area 302A, and then the worker 200 returns to the normal area 302S, and subsequently enters the approach area 302A again, the work vehicle 100's travel speed is increased by another level. If the worker 200 remains in the normal area 302S in this state, the increased travel speed is maintained. This travel speed can be said to be coordinated with the worker's (200) work speed, maintaining a travel speed that is easy for the worker 200 to work at.

Below are some modifications related to the first embodiment.

(First variation)
In the first embodiment described above, a reversing area 302R is set within the work area 302, and an example is shown in which the travel speed of the work vehicle 100 is reduced when the worker 200 enters the reversing area 302R. However, this process may be omitted. It is preferable to perform this process in order to coordinate the travel speed of the work vehicle 100 with the work speed of the worker 200. However, even without performing this process, it is possible to prevent contact accidents between the work vehicle 100 and the worker 200, and to prevent the work machine 102 from frequently stopping due to the worker 200 entering the contact risk area 301.

(Second variation)
Figure 5 is a block diagram showing an example of the functional configuration of a work vehicle control device _10-2 according to a second modified example. In Figure 5, components with the same reference numerals as those shown in Figure 2 have the same function, so redundant explanations are omitted here. As shown in Figure 5, the work vehicle control device _10-2 according to the second modified example has a state change detection unit 11-2, a travel speed control unit 12-2, and a notification unit _13-2 instead of a state change detection unit 11, a travel speed control unit _12, and a notification unit ₁₃ .

Figure 6 illustrates the area and operation example according to the second modification. As shown in Figure 6, in the second modification, the work area 302 further includes a work delay area 302L in addition to the approach area 302A, the normal area 302S, and the reversing area 302R. In the example shown in Figure 6, the reversing area 302R is the area where the distance from the work vehicle 100 is greater than or equal to the third distance d3 and less than the fourth distance d4. The work delay area 302L is an area even further away than the reversing area 302R (an area where the distance from the work vehicle 100 is greater than or equal to the fourth distance d4).

As shown by arrow Y1 in Figure 6, the travel speed control unit _12-2 increases the travel speed of the work vehicle 100 when the state change detection unit _11-2 detects a change in the worker 200's state from being in the normal area 302S to being in the approach area 302A. Also, as shown by arrow Y2 in Figure 6, the travel speed control unit 12 decreases the travel speed of the work vehicle 100 when the state change detection unit _11-2 detects a change in the worker 200's state from being in front of the reverse area 302R within the work area 302 to being in the reverse area 302R. The above control is the same as in the first embodiment.

Furthermore, as shown by arrow Y3 in Figure 6, the travel speed control unit _12-2 stops the movement of the work vehicle 100 (sets the travel speed of the work vehicle 100 to zero) when the state change detection unit _11-2 detects a change in the state of the worker 200 from being in the reverse area 302R to being in the work delay area 302L. In other words, if the worker 200 reverses into the work delay area 302L, there is a possibility that a work delay has occurred, so the movement of the work vehicle 100 is stopped. With this configuration, if the work performed by the worker 200 is actually behind schedule, it is possible to stop the work vehicle 100, allow the worker 200 to make some progress on their work, and then resume the movement of the work vehicle 100.

The notification unit _13-2 provides notification not only when the travel speed control unit _12-2 increases and decreases the travel speed of the work vehicle 100, but also when it stops traveling. For example, when the travel speed control unit _12-2 stops the travel of the work vehicle 100, the notification unit _13-2 provides an audible notification to inform the user that the vehicle has stopped traveling. In addition to the audible notification, the unit may also provide illumination of a lamp or the like in a manner corresponding to the vehicle stopping.

(Second embodiment)
Next, a second embodiment of the present invention will be described with reference to the drawings. In the first embodiment described above, an example was described in which one work area 302 is set up. In contrast, in the second embodiment, two work areas are set up: one for skilled workers and one for beginners. That is, the second embodiment is intended to be used when skilled workers and beginners work together.

Figure 7 is a diagram illustrating the areas and operation examples in the second embodiment. As shown in Figure 7, in the second embodiment, the contact hazard area 301, the skilled worker area 303, and the novice worker area 304 are set up in order from the side closest to the work vehicle 100. The contact hazard area 301, the skilled worker area 303, and the novice worker area 304 are rectangular areas set up behind the work vehicle 100. Of these, the contact hazard area 301 is the same as that shown in Figure 3.

The skilled worker area 303 is an area where a skilled worker 201 is expected to be able to work safely behind the work vehicle 100, and is set further away from the contact hazard area 301. The skilled worker area 303 includes the skilled worker approach area 303A, the skilled worker normal area 303S, and the skilled worker retreat area 303R. These are the same as the approach area 302A, normal area 302S, and retreat area 302R shown in Figure 6.

Specifically, the area adjacent to the contact hazard area 301, but further away from it (in the example in Figure 7, the area where the distance from the work vehicle 100 is at least the first distance d1 and less than the second distance d2), is the skilled worker approach area 303A. Furthermore, the area adjacent to the skilled worker approach area 303A, but further away from it (in the example in Figure 7, the area where the distance from the work vehicle 100 is at least the second distance d2 and less than the third distance d3), is the skilled worker normal area 303S. Finally, the area further away from the skilled worker approach area 303A, separated by the skilled worker normal area 303S (in the example in Figure 7, the area where the distance from the work vehicle 100 is at least the third distance d3 and less than the fourth distance d4), is the skilled worker retreat area 303R.

The skilled worker approach area 303A is an area for detecting when a skilled worker 201 is approaching the contact risk area 301. The skilled worker normal area 303S is an area where it is assumed that the skilled worker 201 is performing their work normally. The skilled worker retreat area 303R is an area for detecting when the skilled worker 201 is unable to keep up with the work vehicle 100 and is retreating.

The beginner work area 304 is an area where it is assumed that a novice worker 202 can safely perform work behind the work vehicle 100, and is set behind the skilled worker work area 303. The beginner work area 304 includes a beginner approach area 304A, a beginner normal area 304S, and a beginner retreat area 304R. In this embodiment, the beginner approach area 304A is defined as the area of the beginner work area 304 that is further away from the skilled worker work area 303 and adjacent to the skilled worker work area 303 (in the example of Figure 7, the area where the distance from the work vehicle 100 is 4th distance d4 or more and less than 5th distance d5). The beginner normal area 304S is defined as the area further away from the beginner approach area 304A and adjacent to the beginner approach area 304A (in the example of Figure 7, the area where the distance from the work vehicle 100 is 5th distance d5 or more and less than 6th distance d6). Furthermore, the area located further away from the beginner approach area 304A, separated from the beginner normal area 304S (in the example in Figure 7, the area where the distance from the work vehicle 100 is 6th distance d6 or more), is designated as the beginner reverse area 304R.

The beginner approach area 304A is an area for detecting when a novice worker 202 is approaching the skilled worker area 303. The beginner normal area 304S is an area where it is assumed that the novice worker 202 is performing normal work. The beginner reverse area 304R is an area for detecting when the novice worker 202 is unable to keep up with the work vehicle 100 and is reversing.

Note that while Figure 7 shows an example where the boundaries of each area are set as straight lines, this is not the only option. For example, the boundaries may be set as arcs, similar to Figure 4.

Figure 8 is a block diagram showing an example of the functional configuration of the work vehicle control device 20 according to the second embodiment. The work vehicle control device 20 according to the second embodiment is mounted on the work vehicle 100 in place of the work vehicle control device 10 shown in Figure 1. As shown in Figure 8, the work vehicle control device 20 according to the second embodiment includes a state change detection unit 21, a travel speed control unit 22, and a notification unit 23 as its functional configuration.

These functional blocks 21-23 can be configured using hardware, a DSP, or software. For example, when configured using software, functional blocks 21-23 are actually comprised of a computer's CPU, RAM, ROM, etc., and are realized through the operation of programs stored in storage media such as RAM, ROM, hard disk, or semiconductor memory.

The state change detection unit 21 detects changes in the distance or relative position of the skilled worker 201 and the novice worker 202, who are working behind the work vehicle 100. In this embodiment, the state change detection unit 21 detects changes in the relative position of the workers 201 and 202 with respect to the work vehicle 100.

The travel speed control unit 22 controls the travel speed of the work vehicle 100 in accordance with the state change of relative position detected by the state change detection unit 21. In this embodiment, as shown by arrow Y1 in Figure 7, when the state change detection unit 21 detects a state change in the skilled worker 201 from being in the skilled worker normal area 303S to being in the skilled worker approach area 303A, or when the state change detection unit 21 detects a state change in the novice worker 202 from being in the beginner's normal area 304S to being in the beginner's approach area 304A, the travel speed control unit 22 increases the travel speed of the work vehicle 100 by a predetermined amount.

Furthermore, in this embodiment, the travel speed control unit 22 reduces the travel speed of the work vehicle 100 by a predetermined amount when the state change detection unit 21 detects a change in the state of a skilled worker 201 from being in the skilled worker normal area 303S to being in the skilled worker reverse area 303R, or when the state change detection unit 21 detects a change in the state of a novice worker 202 from being in the beginner's normal area 304S to being in the beginner's reverse area 304R, as shown by arrow Y2 in Figure 7.

In the second embodiment, since the skilled worker 201 and the novice worker 202 perform the work simultaneously, it is possible that a state change that increases the travel speed of the work vehicle 100 (indicated by arrow Y1 in Figure 7) and a state change that decreases the travel speed of the work vehicle 200 (indicated by arrow Y2 in Figure 7) may occur simultaneously. In this case, the travel speed control unit 22 prioritizes increasing the travel speed of the work vehicle 100 from the viewpoint of greater safety.

Furthermore, if a change in conditions occurs simultaneously in the skilled worker area 303 and the novice worker area 304, the travel speed of the work vehicle 100 may be controlled prioritizing the change in conditions occurring in the skilled worker area 303.

In this embodiment as well, after the travel speed control unit 22 changes the travel speed of the work vehicle 100 in response to the skilled worker 201 changing from being in the skilled worker normal area 303S to being in the skilled worker approach area 303A or the skilled worker reverse area 303R, even if the state change detection unit 21 detects a change in the skilled worker 201's state from being in the skilled worker approach area 303A or the skilled worker reverse area 303R back to being in the skilled worker normal area 303S, the travel speed will not be changed at that time, and will be maintained at the travel speed after the change. Similarly, the travel speed control unit 22 changes the travel speed of the work vehicle 100 in response to a change in the state of the novice worker 202 from being in the beginner normal area 304S to being in the beginner approach area 304A or the beginner reverse area 304R. Even if the state change detection unit 21 detects a change in the state of the novice worker 202 from being in the beginner approach area 304A or the beginner reverse area 304R back to being in the beginner normal area 304S, the control unit maintains the travel speed after the change.

The notification unit 23 notifies workers 201 and 202 when the travel speed control unit 22 changes the travel speed of the work vehicle 100. The operation of this notification unit 23 is the same as that of the notification unit 13 described in the first embodiment.

As explained above, in the second embodiment, the area adjacent to the contact hazard area 301 is set as the skilled worker work area 303, and the beginner work area 304 is set further away from the skilled worker work area 303. Skilled workers 201 work in the skilled worker work area 303, and beginner workers 202 work in the beginner work area 304. Therefore, beginner workers 202 will basically work at a distance from the contact hazard area 301, making it unlikely that a contact accident will occur due to the beginner worker 202 getting too close to the work vehicle 100. However, when the state change detection unit 21 detects that the beginner worker 202 has entered the beginner approach area 304A, the position of the beginner worker 202 is displaced in a direction closer to the contact hazard area 301. Therefore, the travel speed control unit 22 increases the travel speed of the work vehicle 100, ensuring a safer environment.

Regarding the skilled worker 201, similar to the first embodiment, when the state change detection unit 21 detects that the skilled worker 201 has entered the skilled worker approach area 303A, the travel speed control unit 22 increases the travel speed of the work vehicle 100. Therefore, when the skilled worker 201 enters the skilled worker approach area 303A, which is adjacent to the contact hazard area 301—that is, when the skilled worker 201 approaches the contact hazard area 301—the travel speed can be increased to move the work vehicle 100 away from the skilled worker 201. This prevents contact accidents caused by the skilled worker 201 getting too close to the work vehicle 100, even without widening the contact hazard area 301. Furthermore, frequent stopping of the work machine 102 due to the skilled worker 201 entering the contact hazard area 301 can also be prevented.

This allows for improved work efficiency in the second embodiment as well, by preventing frequent stops of the work machine 102 due to workers 201 and 202 approaching the work vehicle 100, while ensuring sufficient safety.

Furthermore, in this embodiment, when the state change detection unit 21 detects a state change such as skilled worker 201 entering the skilled worker reversal area 303R or novice worker 202 entering the novice worker reversal area 304R, the travel speed control unit 22 reduces the travel speed of the work vehicle 100. With this configuration, if the work performed by workers 201 and 202 lags behind the travel speed of the work vehicle 100, causing them to enter the reversal areas 303R and 304R, the travel speed can be reduced to prevent the work vehicle 100 from moving further away from workers 201 and 202. This allows for good coordination between the work performed by the work machine 102 and the work performed by workers 201 and 202.

Below, several modifications related to the second embodiment are described. The first to fourth modifications described in the first embodiment can also be applied to the second embodiment.

(First variation)
In the second embodiment described above, a reverse area 303R and 304R are set within the work areas 303 and 304, and an example is shown in which the travel speed of the work vehicle 100 is reduced when workers 201 and 202 enter the reverse area 303R and 304R. However, this process may be omitted.

(Second variation)
In the second embodiment, it is also possible to apply a modified version that sets a work delay area. Figure 9 is a block diagram showing an example of the functional configuration of a work vehicle control device _20-2 according to the second modified version. In Figure 9, components with the same reference numerals as those shown in Figure 8 have the same function, so redundant explanations are omitted here. As shown in Figure 9, the work vehicle control device _20-2 according to the second modified version has a functional configuration in which a state change detection unit 21-2, a travel speed control unit 22-2, and a notification unit 23 are replaced with a state change detection unit _21-2 , a travel speed control unit _22-2 , and a notification unit _23-2 .

Figure 10 is a diagram illustrating the area and operation example in the second modification. As shown in Figure 10, in the second modification, the beginner work area 304 further includes a work delay area 304L in addition to the beginner approach area 304A, the beginner normal area 304S, and the beginner reversing area 304R. In the example shown in Figure 10, the beginner reversing area 304R is the area where the distance from the work vehicle 100 is 6th distance d6 or more and less than 7th distance d7. The work delay area 304L is an area even further away than the beginner reversing area 304R (an area where the distance from the work vehicle 100 is 7th distance d7 or more). Note that in the second modification, the skilled worker work area 303 is the same as in Figure 7.

As shown by arrow Y1 in Figure 10, the travel speed control unit _22-2 increases the travel speed of the work vehicle _{100 when the state change detection unit 21-2} detects a change in the state of skilled worker 201 from being in the skilled worker normal area 303S to being in the skilled worker approach area 303A, or when the state change detection unit _21-2 detects a change in the state of novice worker 202 from being in the beginner's normal area 304S to being in the beginner's approach area 304A. This control is the same as in the second embodiment.

Furthermore, the travel speed control unit _22-2 reduces the travel speed of the work vehicle 100 when the state change detection unit _21-2 detects a change in the state of a skilled worker 201 from being in the skilled worker normal area 303S to being in the skilled worker reverse area 303R, as shown by the arrow Y2 in Figure 10, or when the state change detection unit _21-2 detects a change in the state of a novice worker 202 from being in the beginner's normal area 304S to being in the beginner's reverse area 304R. This control is the same as in the second embodiment.

Furthermore, as shown by arrow Y3 in Figure 10, the travel speed control unit _22-2 stops the movement of the work vehicle 100 (sets the travel speed of the work vehicle 100 to zero) when the state change detection unit _21-2 detects a change in the state of the novice worker 202 from being in the novice reversing area 304R to being in the work delay area 304L. With this configuration, if the work by the novice worker 202 is behind schedule, the work vehicle 100 can be stopped, and the work vehicle 100 can be restarted after the novice worker 202 has made some progress in their work. In addition, if the experienced worker 201 reverses and enters the work delay area 304L, the travel speed control unit _22-2 also stops the movement of the work vehicle 100.

The notification unit _23-2 provides notification not only when the travel speed control unit _22-2 increases and decreases the travel speed of the work vehicle 100, but also when it stops traveling.

(Third variation)
In the second embodiment described above, the skilled worker 201 performs work in the skilled worker work area 303, and the novice worker 202 performs work in the beginner work area 304. However, the work vehicle control device 20 does not identify whether the worker in each work area 303 or 304 is the skilled worker 201 or the novice worker 202. Therefore, even if the skilled worker 201 is in the beginner work area 304, or the novice worker 202 is in the skilled worker work area 303, the above-described control is executed in accordance with the state changes of the skilled worker 201 and the novice worker 202.

In contrast, the third modified example recognizes whether the worker is a skilled worker 201 or a novice worker 202, and controls the travel speed of the work vehicle 100 based on the recognized attribute. Figure 11 is a block diagram showing an example of the functional configuration of the work vehicle control device _20-5 according to the third modified example. In Figure 11, components with the same reference numerals as those shown in Figure 8 have the same function, so redundant explanations are omitted here.

As shown in Figure 11, the work vehicle control device _20-5 according to the third modified example further includes an attribute recognition unit 25 in its functional configuration. In addition, it is equipped with a travel speed control unit _22-5 instead of the travel speed control unit 22. The area according to the third modified example is the same as in Figure 7.

The attribute recognition unit 25 recognizes whether the worker performing the work behind the work vehicle 100 is a skilled worker 201 or a novice worker 202. For example, before starting work, skilled workers 201 and novice workers 202 are photographed by the front camera 104 or rear camera 103, and attribute information is added to the captured images and stored in the work vehicle control device 20. After starting work, the attribute recognition unit 25 analyzes the images captured by the rear camera 103 and compares the characteristics of the workers in each work area 303, 304 with the characteristics of the workers in the previously stored captured images to recognize whether the workers in each work area 303, 304 are skilled workers 201 or novice workers 202. Alternatively, instead of analyzing the images captured by cameras 103, 104, the attributes of workers 201, 202 may be recognized based on attribute information transmitted from an electromagnetic storage medium such as an RFID carried by the workers 201, 202.

The speed control unit _22-5 controls the speed of the work vehicle 100 when a worker recognized as a skilled worker 201 by the attribute recognition unit 25 is in the skilled worker work area 303, and also controls the speed of the work vehicle 100 when a worker recognized as a novice worker 202 by the attribute recognition unit 25 is in the beginner work area 304. When the skilled worker 201 is in the beginner work area 304 and the novice worker 202 is in the skilled worker work area 303, the speed control unit _22-5 does not control the speed of the work vehicle 100.

In this configuration, for example, when a skilled worker 201 reverses into the beginner work area 304 (passing through the skilled worker reverse area 303R, thus reducing their speed), their speed remains unchanged when returning to the skilled worker work area 303. Similarly, when a novice worker 202 advances into the skilled worker work area 303 (passing through the beginner approach area 304A, thus increasing their speed), their speed remains unchanged when returning to the beginner work area 304.

Furthermore, the control that prevents workers 201 and 202 from changing their travel speed when returning to their original work areas 303 and 304 can be implemented even without the attribute recognition unit 25. For example, when the travel speed control unit 22, shown in Figure 8, detects a state change in workers 201 and 202 (whether skilled worker 201 or novice worker 202 is unknown) from being in the skilled worker work area 303 to the novice work area 304, and then returning from the novice work area 304 to the skilled worker work area 303, the travel speed control unit 22 prevents the travel speed of the work vehicle 100 from changing when they return.

Furthermore, when the state change detection unit 21 detects a state change in workers 201 and 202 (it is unclear whether worker 201 is a skilled worker or a novice worker 202) from being in the novice work area 304 to being in the skilled work area 303, and then returning from being in the skilled work area 303 to being in the novice work area 304, the speed control unit 22 prevents the speed of the work vehicle 100 from being changed during this return.

Furthermore, the third modification can also be applied in combination with the first and second modifications.

(Fourth variation)
In the fourth modified example, the attributes of workers 201 and 202 are recognized, such as whether worker 201 is a skilled worker or worker 202 is a novice worker. In the fourth modified example, the control of the travel speed of the work vehicle 100 is changed according to the recognized attributes.

Figure 12 is a block diagram showing an example of the functional configuration of a work vehicle control device _20-6 according to the fourth modified example. In Figure 12, components with the same reference numerals as those shown in Figure 11 have the same function, so redundant explanations are omitted here. As shown in Figure 12, the work vehicle control device _20-6 according to the fourth modified example has a functional configuration that includes a state change detection unit 21-6 and a travel speed control unit _22-6 instead of the state change detection unit ₂₁ and travel speed control unit _22-5 shown in Figure 11.

Figure 13 is a diagram illustrating the area and operation example in the fourth modification. In the second embodiment and the first to third modifications described above, the beginner work area 304 was set behind the skilled worker work area 303, and the two work areas 303 and 304 did not overlap. In contrast, in the fourth modification, as shown in Figure 13, a beginner work area 304' is set in place of the beginner work area 304, with its front portion overlapping with the skilled worker work area 303. In the fourth modification, contact hazard areas are set for both skilled and beginner workers, and the beginner contact hazard area 301' is set larger than the skilled worker contact hazard area 301. Here, "larger" means increasing the distance behind the work vehicle 100.

The skilled worker work area 303 is the same as shown in Figure 3 (unlike Figure 7, the rear end of the skilled worker reversing area 303R is not limited to less than the fourth distance d4). The beginner work area 304' has basically the same configuration as the skilled worker work area 303, and is set up to surround the beginner contact hazard area 301'. Here, the beginner contact hazard area 301' is set to be larger than the skilled worker contact hazard area 301. That is, the area up to the beginner's first distance d1' (d1 < d1') from the work vehicle 100 is set as the beginner contact hazard area 301'.

Furthermore, in the fourth modification, the area adjacent to the beginner-friendly contact risk area 301' (in the example of Figure 13, the area where the distance from the work vehicle 100 is at least the beginner-friendly first distance d1' and less than the beginner-friendly second distance d2') is set as the beginner approach area 304A'. In addition, the area further away from the beginner approach area 304A' and adjacent to the beginner approach area 304A' (in the example of Figure 13, the area where the distance from the work vehicle 100 is at least the beginner-friendly second distance d2' and less than the beginner-friendly third distance d3') is set as the beginner normal area 304S', and the area further away from the beginner approach area 304A', separated by the beginner normal area 304S' (in the example of Figure 13, the area where the distance from the work vehicle 100 is at least the beginner-friendly third distance d3') is set as the beginner reverse area 304R'. In the example shown in Figure 13, the third distance d3' for beginners is set to the same value as the sixth distance d6 shown in Figure 7, but it may be set to a different value from the sixth distance d6.

The state change detection unit _21-6 applies the skilled worker work area 303 to the skilled worker 201 recognized by the attribute recognition unit 25 and detects the state change within the skilled worker work area 303. The state change detection unit _21-6 also applies the beginner work area 304' to the novice worker 202 recognized by the attribute recognition unit 25 and detects the state change within the beginner work area 304'.

As shown by arrow Y1 in Figure 13, the travel speed control unit _22-6 increases the travel speed of the work vehicle 100 when the state change detection unit _21-6 detects a change in state where a worker recognized as a skilled worker 201 by the attribute recognition unit 25 changes from being in the skilled worker normal area 303S to being in the skilled worker approach area 303A, or when the state change detection unit 21-6 detects a change in state where a worker recognized as a novice worker 202 by the attribute recognition unit ₂₅ changes from being in the beginner normal area 304S' to being in the beginner approach area 304A'.

Furthermore, as shown by the arrow Y2 in Figure 13, the travel speed control unit _22-6 reduces the travel speed of the work vehicle 100 when the state change detection unit _21-6 detects a change in state where a worker recognized as a skilled worker 201 by the attribute recognition unit 25 changes from being in the skilled worker normal area 303S to being in the skilled worker reverse area 303R, or when the state change detection unit _21-6 detects a change in state where a worker recognized as a novice worker 202 by the attribute recognition unit 25 changes from being in the beginner normal area 304S' to being in the beginner reverse area 304R'.

According to the fourth modified configuration described above, the skilled worker normal area 303S and the beginner worker normal area 304S' are set in an overlapping area, allowing the beginner worker 202 to work near the skilled worker 201. This makes it possible, for example, for the beginner worker 202 to work while receiving guidance from the skilled worker 201. Furthermore, in the fourth modified configuration, the beginner work area 304' is set to surround the beginner contact hazard area 301', but since the beginner contact hazard area 301' is set to be larger than the skilled worker contact hazard area 301, it is possible to suppress the occurrence of accidents in which the beginner worker 202 comes into contact with the work vehicle 100. Note that, as shown in Figure 14, the beginner contact hazard area 301' may be the same size as the skilled worker contact hazard area 301, and the beginner approach area 304A' may be set to be larger than the skilled worker approach area 303A.

Furthermore, the fourth modification can also be applied in combination with the first to third modifications. In the example of setting the work delay area 302L shown in Figure 10, in addition to setting the work delay area behind the beginner retreat area 304R', the work delay area may also be set behind the skilled worker work area 303.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to the drawings. In the first and second embodiments described above, an example was described in which a change in the relative position of worker 200 (201, 202) with respect to the work vehicle 100 is detected as a change in the state of worker 200 (201, 202). In contrast, in the third embodiment, a change in the distance from the work vehicle 100 to worker 200 (201, 202) is detected as a change in the state of worker 200 (201, 202).

Figure 15 is a block diagram showing an example of the functional configuration of the work vehicle control device 30 according to the third embodiment. The work vehicle control device 30 according to the third embodiment is mounted on the work vehicle 100 in place of the work vehicle control device 10 shown in Figure 1. In Figure 15, components with the same reference numerals as those in Figure 2 have the same functions; therefore, redundant explanations are omitted here.

As shown in Figure 15, the work vehicle control device 30 according to the third embodiment includes a state change detection unit 31, a travel speed control unit 32, and a notification unit 13 as its functional configuration. These functional blocks 31, 32, and 13 can be configured using hardware, a DSP, or software. For example, when configured using software, the functional blocks 31, 32, and 13 are actually configured using a computer's CPU, RAM, ROM, etc., and are realized by the operation of programs stored in a storage medium such as RAM, ROM, hard disk, or semiconductor memory.

The state change detection unit 31 detects changes in the distance between the worker 200, who is working behind the work vehicle 100, and the work vehicle 100. As described above, the distance from the work vehicle 100 to the worker 200 is the distance relative to the rear of the work vehicle 100. That is, the distance detected by the state change detection unit 31 is not the distance of the straight line connecting the work vehicle 100 (rear camera 103) and the worker 200, but rather the distance projected onto a straight line extending rearward from the work vehicle 100 (a straight line parallel to the direction of travel of the work vehicle 100). While the operation example shown in Figure 16 is assumed here, if the contact risk area 301 is semicircular or elliptical, as shown in Figure 4, it is possible to use the distance of the straight line connecting the work vehicle 100 (rear camera 103) and the worker 200.

The travel speed control unit 32 increases the travel speed of the work vehicle 100 when the state change detection unit 31 detects a change in the distance between the work vehicle 100 and the worker 200, from a state where the distance is greater than or equal to a predetermined proximity distance to a state where the distance is less than or equal to a predetermined proximity distance. Conversely, the travel speed control unit 32 decreases the travel speed of the work vehicle 100 when the state change detection unit 31 detects a change in the distance between the work vehicle 100 and the worker 200, from a state where the distance is greater than or equal to a predetermined separation distance to a state where the distance is greater than or equal to a predetermined separation distance.

Here, the predetermined proximity distance is the second distance d2 to the rear end of the approach area 302A shown in Figure 3. That is, the travel speed control unit 32 increases the travel speed of the work vehicle 100 when the distance from the work vehicle 100 to the worker 200 changes from a state of being greater than or equal to the second distance d2 to a state of being less than the second distance d2.

Furthermore, the predetermined distance on the separation side is the third distance d3 to the front end of the reversing area 302R shown in Figure 3. That is, the travel speed control unit 32 reduces the travel speed of the work vehicle 100 when the distance from the work vehicle 100 to the worker 200 changes from a state of less than the third distance d3 to a state of greater than or equal to the third distance d3.

Figure 16 is a diagram illustrating the operation of the travel speed control unit 32 described above. In the third embodiment, it is not necessary to detect the position of the worker 200 (a combination of distance and direction from the work vehicle 100); it is sufficient to detect the distance to the worker 200, so it is not always necessary to set an area. Figure 16 does not show an example of area setting, but rather an example of the operation of the travel speed control unit 32. Note that, as shown in Figure 16, each area may be set in a stripe pattern (instead of setting each area to surround the contact hazard area, each strip-shaped area may be set parallel to the strip-shaped contact hazard area).

The speed control unit 32 increases the speed of the work vehicle 100 when the distance from the work vehicle 100 to the worker 200 changes from a state of being greater than or equal to the second distance d2 to a state of being less than the second distance d2, as shown by arrow Y1 in Figure 16. Furthermore, the speed control unit 32 decreases the speed of the work vehicle 100 when the distance from the work vehicle 100 to the worker 200 changes from a state of being less than the third distance d3 to a state of being greater than or equal to the third distance d3, as shown by arrow Y2 in Figure 16.

In this document, an example has been described in which, based on the first embodiment, a change in the distance of the worker 200 is detected instead of a change in the position of the worker 200. However, the system is not limited to this. That is, based on the first and second modifications of the first embodiment, the second embodiment, or the first to fourth modifications of the second embodiment, the system may also detect a change in the distance of the worker 200 instead of a change in the position of the worker 200.

For example, based on the second embodiment, if the change in the worker's distance is detected instead of the change in the worker's position, the travel speed control unit 32 controls the travel speed of the work vehicle 100 by assuming that there are multiple predetermined proximity distances and predetermined separation distances at different positions. In this case, the multiple predetermined proximity distances are, for example, the second distance d2 to the rear end of the skilled worker approach area 303A and the fifth distance d5 to the rear end of the novice worker approach area 304A shown in Figure 7. The multiple predetermined separation distances are the third distance d3 to the front end of the skilled worker reversing area 303R and the sixth distance d6 to the front end of the novice worker reversing area 304R shown in Figure 7.

Alternatively, the multiple predetermined proximity distances are, for example, the second distance d2 to the rear end of the skilled worker approach area 303A shown in Figure 13, and the second beginner distance d2' to the rear end of the beginner worker approach area 304A'. Furthermore, the multiple predetermined separation distances are the third distance d3 to the front end of the skilled worker reversing area 303R shown in Figure 13, and the third beginner distance d3' to the front end of the beginner worker reversing area 304R'. In this case, the travel speed control unit 32 changes the control content of the travel speed of the work vehicle 100 depending on whether the attribute recognized by the attribute recognition unit 25 is that of a skilled worker 201 or a beginner worker 202.

(Other embodiments)
The system may recognize whether the object captured in the image from the rear camera 103 is a worker whose image has been pre-registered, and control the travel speed of the work vehicle 100 according to the detected state change of the recognized worker. In this way, it is possible to avoid controlling the travel speed of the work vehicle 100 in accordance with the movement of objects or people that are not workers in the captured image. Alternatively, instead of analyzing the image captured by the rear camera 103, the system may recognize whether the object is a pre-registered worker based on information transmitted from an electromagnetic storage medium such as RFID.

The image captured by the front camera 104 may be analyzed, and if a person or obstacle is detected within a specified distance, the work vehicle 100 may be stopped. This would ensure the safety of workers when they are in front of the vehicle or when turning.

The system may also recognize the presence of a manager as an attribute, and the work vehicle 100 may only begin moving when it is recognized that a manager is present in the work area 302 (skilled worker work area 303 or beginner work area 304, 304') and the manager has given the instruction to start work. This would allow work to begin safely and appropriately. In this case, the skilled worker 201 may be designated as the manager, or a separate manager may be designated in addition to the skilled worker 201.

Figure 17 is a flowchart illustrating an example of the operation from start to finish when an administrator is designated. Here, the series of operations is explained using the case where administrator control for starting work is applied to the first embodiment as an example. In this case, the work vehicle control device 10 further includes an attribute recognition unit (a functional configuration for recognizing the administrator) in addition to the functional configuration shown in Figure 2.

First, the attribute recognition unit determines whether the person present in the work area 302 is a manager, and whether an instruction to start work has been issued by the manager (step S1). If it is determined that the instruction to start work is not from a manager within the work area 302, the process returns to step S1, and the work vehicle 100 does not begin moving. On the other hand, if it is determined that the instruction to start work is from a manager within the work area 302, the work vehicle 100 begins automatic movement, and the process proceeds to step S2 and beyond.

Next, the state change detection unit 11 determines whether the worker 200 has entered the contact hazard area 301 (step S2). If the state change detection unit 11 detects that the worker 200 has entered the contact hazard area 301, the travel speed control unit 12 stops the movement of the work vehicle 100 (step S3). At this time, the operation of the work machine 102 also stops. The process then proceeds to step S9.

If the state change detection unit 11 determines in step S2 that the worker 200 is not in the contact hazard area 301, the state change detection unit 11 then determines whether the worker 200 has entered the approach area 302A (step S4). If the state change detection unit 11 detects that the worker 200 has entered the approach area 302A, the travel speed control unit 12 increases the travel speed of the work vehicle 100 (step S5). The process then proceeds to step S9.

If the state change detection unit 11 determines in step S4 that the worker 200 is not in the approach area 302A, the state change detection unit 11 then determines whether the worker 200 has entered the reverse area 302R (step S6). If the state change detection unit 11 detects that the worker 200 has entered the reverse area 302R, the travel speed control unit 12 reduces the travel speed of the work vehicle 100 (step S7). The process then proceeds to step S9.

If the state change detection unit 11 determines in step S6 that the worker 200 is not in the reversing area 302R, the travel speed control unit 12 maintains the travel speed of the work vehicle 100 (step S8). The process then proceeds to step S9. In step S9, it is determined whether the planned work has been completed. For example, it is determined whether the entire pre-set target route has been completed. Alternatively, it is determined whether an instruction to complete the work has been issued by the manager. If it is determined that the work has not been completed, the process returns to step S2. On the other hand, if it is determined that the work has been completed, the process shown in the flowchart in Figure 17 is terminated.

Furthermore, while the above embodiment describes an example in which the work vehicle control devices 10, 20, and 30 are mounted on the work vehicle 100, the present invention is not limited to this. For example, the above-described functional configuration may be provided by a remote control device installed at a remote base station or the like, and the work vehicle 100 may be equipped with a device that controls the movement of the work vehicle 100 and the operation of the work machine 102 in response to instructions from the remote control device. In this case, the remote control device receives images captured by the rear camera 103 and generates instruction information for executing the control related to the above-described functional configuration. Then, by transmitting the generated instruction information to the mounted device of the work vehicle 100, the device executes the operation according to the instruction.

Furthermore, the embodiments and modifications described above are merely examples of how the present invention can be implemented, and the technical scope of the invention should not be interpreted as being limited by them. In other words, the present invention can be implemented in various forms without departing from its gist or its main features.

10, 20, 30 Work vehicle control device 11, 21, 31 State change detection unit 12, 22, 32 Driving speed control unit 25 Attribute recognition unit

Claims (8)

A work vehicle control device that controls the movement of a work vehicle equipped with a work implement at the rear, when it automatically travels along a target path,
A state change detection unit that detects changes in the distance or relative position of a worker performing work behind the work vehicle,
The system includes a travel speed control unit that controls the travel speed of the work vehicle in accordance with the state change detected by the state change detection unit ,
Starting from the area closest to the above-mentioned work vehicle, we have designated the areas as follows: contact hazard zone, skilled worker area, and beginner worker area.
Of the above-mentioned skilled worker work areas, the area adjacent to the above-mentioned contact hazard area shall be designated as the skilled worker approach area, and of the above-mentioned beginner work areas, the area adjacent to the above-mentioned skilled worker area shall be designated as the beginner approach area.
The above-mentioned speed control unit increases the speed of the work vehicle when the state change detection unit detects a change in the worker's state from being outside the skilled worker approach area within the skilled worker work area to being inside the skilled worker approach area, or when the state change detection unit detects a change in the worker's state from being outside the beginner approach area within the beginner work area to being inside the beginner approach area.
A work vehicle control device characterized by the following features. Of the above skilled worker work areas, the area further away from the skilled worker approach area, separated by the skilled worker normal area, shall be designated as the skilled worker retreat area, and of the above beginner work areas, the area further away from the beginner approach area, separated by the beginner normal area, shall be designated as the beginner retreat area.
The work vehicle control device according to claim 1, characterized in that the travel speed control unit reduces the travel speed of the work vehicle when the state change detection unit detects a change in the state in which the worker changes from being outside the skilled worker reverse area within the skilled worker work area to being inside the skilled worker reverse area, or when the state change detection unit detects a change in the state in which the worker changes from being outside the beginner reverse area within the beginner work area to being inside the beginner reverse area. Of the above-mentioned skilled worker work area, the area further away from the skilled worker approach area, separated by the skilled worker normal area, will be designated as the skilled worker retreat area. Of the above-mentioned beginner work area, the area further away from the beginner approach area, separated by the beginner normal area, will be designated as the beginner retreat area. The area further away from the beginner retreat area will be designated as the work delay area.
The above-mentioned speed control unit reduces the speed of the work vehicle when the state change detection unit detects a change in the worker's state from being outside the skilled worker reverse area within the skilled worker work area to being inside the skilled worker reverse area, or when the worker moves from being ahead of the beginner reverse area within the beginner work area to being inside the beginner reverse area, and also stops the work vehicle when the state change detection unit detects a change in the worker's state from being outside the work delay area to being inside the work delay area, as described in claim 1 . The work vehicle control device according to claim 2 or 3, characterized in that when a change in state that causes an increase in the travel speed of the work vehicle and a change in state that causes a decrease in the travel speed of the work vehicle occur simultaneously , the work vehicle control device prioritizes increasing the travel speed of the work vehicle. The above unit further includes an attribute recognition unit that recognizes whether the worker is an expert or a novice.
The work vehicle control device according to claim 2 or 3, characterized in that the above-mentioned travel speed control unit controls the travel speed of the work vehicle when the worker recognized as an expert by the attribute recognition unit is in the expert work area, and controls the travel speed of the work vehicle when the worker recognized as a beginner by the attribute recognition unit is in the beginner work area. The work vehicle control device according to claim 2 or 3, characterized in that when the state change detection unit detects a change in the state from the state in the beginner work area to the state in the skilled work area after the worker has moved from the skilled work area to the beginner work area , the work vehicle control unit does not change the travel speed of the work vehicle when the worker returns. The work vehicle control device according to claim 2 or 3, characterized in that when the state change detection unit detects a change in the state from the state in the skilled worker area to the state in the beginner worker area after the worker has moved from the beginner worker area to the skilled worker area, the work vehicle control unit does not change the travel speed of the work vehicle when the worker returns to the beginner worker area. A work vehicle control method for controlling the movement of a work vehicle equipped with a work implement at its rear, when it automatically travels along a target path,
The work vehicle control device's state change detection unit detects a change in the distance or relative position of a worker performing work behind the work vehicle,
The travel speed control unit of the above-mentioned work vehicle control device has the step of controlling the travel speed of the work vehicle in accordance with the state change detected by the state change detection unit,
Starting from the area closest to the above-mentioned work vehicle, we have designated the areas as follows: contact hazard zone, skilled worker area, and beginner worker area.
Of the above-mentioned skilled worker work areas, the area adjacent to the above-mentioned contact hazard area shall be designated as the skilled worker approach area, and of the above-mentioned beginner work areas, the area adjacent to the above-mentioned skilled worker area shall be designated as the beginner approach area.
The above-mentioned speed control unit increases the speed of the work vehicle when the state change detection unit detects a change in the worker's state from being outside the skilled worker approach area within the skilled worker work area to being inside the skilled worker approach area, or when the state change detection unit detects a change in the worker's state from being outside the beginner approach area within the beginner work area to being inside the beginner approach area.
A method for controlling work vehicles characterized by the following features.