JP2007191283A - Rotation type working machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent over-run of an upper rotation body and insufficient rotation and to accurately stop it to a target position in a rotation type working machine rotated in a determined working area. <P>SOLUTION: A body 40 to be detected is provided on a lower traveling body 1 and both deceleration/stopping sensors 36, 37 for detecting this to generate a deceleration/stopping signal are provided on the upper rotation body 2. Deceleration instruction is outputted to a rotation drive part based on a deceleration signal from the deceleration sensor 36 and stopping instruction is outputted to the rotation drive part based on the stopping signal from the stopping sensor 37, thereby, the upper rotation body 2 is stopped to a predetermined set target position. Supposing this, a non-detection area is set to a middle part in a longitudinal direction of the body 40 to be detected, a first deceleration section is set to one side of the area clamping the non-detection area and a second deceleration section is set to an opposite side respectively. Constant first deceleration is instructed at the first deceleration section and second deceleration corresponding to rotation speed presumed from a required time reaching from the first deceleration section to the area to be detected is instructed at the second deceleration section. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a swivel working machine configured by mounting an upper swing body on a lower traveling body, such as a crane, an excavator, or a vehicle in which these are used for track work.

  The background art will be described by taking an excavator type track work vehicle as an example.

  As shown in FIGS. 7 to 9, the track work vehicle has an upper swing body 2 mounted on a crawler-type lower traveling body 1 so as to be turnable around a vertical axis, and a work attachment 3 for excavation is mounted on the upper swing body 2. A pair of elevating left and right wheels 4 and 5 provided on both front and rear sides of the lower traveling body 1 are lowered onto the tracks 6 and 6 of the track A, and the aircraft is lifted along the track A. And run. In FIG. 9, B is an adjacent track.

  In some cases, a hanging hook is attached to the tip of the work attachment 3 to carry out a lightweight work.

  The work attachment 3 includes a boom 7, an arm 8 attached to the tip of the boom 7, a bucket 9 attached to the tip of the arm 8, and the boom, arm, and bucket cylinders 10, 11, 12 etc.

  Here, the boom 7 is of an offset type, that is, the boom 7 is composed of a base end side portion 7a and a tip end side portion 7b pin-connected to the base end side portion 7a, and is shown by a broken line in FIG. As shown, the tip end portion 7b is configured to be offset to the left and right sides.

  In such a vehicle, an entry prohibition area is set in advance on the adjacent track side as shown in FIG. 9 so that the work attachment 3 does not come into contact with an oncoming vehicle such as a train traveling on the adjacent track B during work. The turning range of the upper-part turning body 2 is limited to a range that does not enter the entry prohibition area, for example, the boom center line X is 180 ° parallel to the vehicle center line Y (tracks A and B) both forward and backward. .

  Or, in the case of a vehicle in which the boom center line X is offset to the inside of the work range with respect to the vehicle center line Y as shown in the drawing, in order to minimize the loss of the work range, as shown by the broken line in FIG. It is also conceivable to set the range to 180 ° or more.

  Conventionally, as a method for limiting the turning range of the upper swing body 2 as described above, the swing angle of the upper swing body 2 is detected by the swing angle detection means, and based on the detection signal, intervention by manual control by the operation means is performed. A method of automatically decelerating and stopping the drive unit is known.

  This will be described with reference to FIGS.

  FIG. 10 shows the configuration of the swing drive section of the upper swing body 2 and its control system. In the figure, 13 is a turning motor (hydraulic motor) which is a turning drive source of the upper turning body 2, 14 is a hydraulic pump as a hydraulic source, and 15 is a hydraulic pilot type which controls supply / discharge of pressure oil to / from the turning motor 13. The control valve is an electromagnetic type controlled by a controller 19 on both pilot lines 17 and 18 that connect both pilot ports 15a and 15b of the control valve 15 to a remote control valve 16 as an operating means for remotely operating the control valve 15. , Proportional pressure reducing valves (precisely proportional pressure reducing valves in which the secondary pressure decreases as the input current increases, hereinafter simply referred to as proportional valves) 20 and 21 are provided.

  The controller 19 receives a detection signal from the detection unit 22 that detects the turning angle and a switch signal of the work area changeover switch 23, and controls the proportional valves 20 and 21 based on the detection signal from the detection unit 22. The valve 15 returns from one of the left and right turning positions B and C toward the neutral block position A.

  Thereby, since supply of the pressure oil with respect to the turning motor 13 reduces and stops, the turning motor 13 decelerates → stops.

  The structure of the detection part 22 is shown in FIGS.

  The detection unit 22 includes sensors (for example, proximity switches) 24 to 27 that detect that the upper swing body 2 has reached an angle at which it should be decelerated and stopped, and a detection target formed in an arc shape centered on the swing center O. And a body (metal plate) 28.

  The sensors 24 to 27 are divided into two sets for turning left and turning right and are provided symmetrically with respect to the turning center O, and there are two types (four in total) for deceleration and for stopping respectively. It is provided at intervals in the turning direction.

  More specifically, 24 is a deceleration sensor when turning left, 25 is a stop sensor, 26 is a deceleration sensor when turning right, and 27 is a stop sensor. In order to do so, the functions of the sensors 24 to 27 are switched by the work area changeover switch 23 in FIG. 10 in the order described above for stopping when turning right, for deceleration, stopping when turning left, and for deceleration. .

  Hereinafter, the sensors 24 to 27 are referred to as a left deceleration sensor, a left stop sensor, a right deceleration sensor, and a right stop sensor with reference to the case where the right side is a work area as shown in FIG.

  The sensors 24 to 27 are attached to the upper swing body 2 side in the swing bearing portion.

  On the other hand, the detected body 28 is attached to the lower traveling body 1 side in common to the left turn and the right turn, and the sensors 24 to 27 are operated in close proximity to the detected body 28, and the controller 19 in FIG. send. Reference numeral 29 denotes an attachment portion for attaching the detected body 28 to the lower traveling body 1.

  In this configuration, for example, when turning left, the left deceleration sensor 24 is first actuated to decelerate the turning motor 13 in FIG. 10, and then the left stop sensor 25 is actuated to stop the motor 13.

  By this action, the upper turning body 2 is automatically stopped and the turning range is limited so that the work attachment 3 shown in FIGS. 7 and 8 enters the entry prohibition area shown in FIG. 9 and does not come into contact with the oncoming vehicle. .

  A technique for automatically stopping the upper-part turning body 2 at the target position using such a detection unit 22 is known as an implementation technique, but is not found as a prior patent document.

On the other hand, as a related technique, a technique is known in which a turning speed at the start of turning is detected, a deceleration is obtained from the turning speed and a target stop position, and this is instructed to the turning drive unit to automatically stop the upper turning body. Yes (see, for example, Patent Document 1).
JP-A-10-310374

  However, according to the conventional technology shown in FIGS. 10 to 13, when the deceleration sensors 24 and 26 are operated, the deceleration is performed at a constant deceleration regardless of the turning speed at that time. The overrun that stops beyond the target position occurs, and conversely, when the vehicle is turning at low speed, the turning is stopped before the target position. It was.

  For this reason, in the illustrated track work vehicle, the work attachment 3 comes into contact with the oncoming vehicle due to overrun, and there is a problem that the work efficiency is deteriorated due to generation of a blank space in the work area due to insufficient turning.

  On the other hand, according to the known technique shown in Patent Document 1, it is reasonable in terms of adding a deceleration according to the turning speed, but since it is based on the turning speed at the start of turning, Speed change is not reflected. The same applies to the case where the speed after a certain time has elapsed after the start of turning, and the accuracy of the control is deteriorated unless the turning speed near the target position is used as a reference.

  Therefore, the present invention provides a swivel work machine capable of improving control accuracy and accurately stopping an upper swing body at a target position.

  According to the first aspect of the present invention, the upper swing body is mounted on the lower traveling body so as to be swingable around the vertical axis, and the swing drive section that drives the upper swing body to swing is installed. Operation means for manual control, turning angle detection means for detecting the turning angle of the upper turning body, and the turning drive unit is automatically controlled by intervening in manual control by the operation means based on a signal from the turning angle detection means. A turning control means is provided, and as the turning angle detection means, a detected body having a predetermined length in the turning direction is provided on one of the lower traveling body and the upper turning body, and the detected body is detected on the other side. A decelerating sensor for generating a decelerating signal and a stop sensor for detecting the detected object and generating a decelerating signal at intervals in the turning direction, wherein the turning control means is based on the decelerating signal from the decelerating sensor. A deceleration command is output to the turning drive unit, and the upper turning body is configured to stop at a preset target position by outputting a stop command to the turning drive unit based on a stop signal from the stop sensor. In a swing type work machine, a non-detection area in which the deceleration and stop sensors do not react at the intermediate portion in the length direction of the detected body, a first deceleration section on one side across the non-detection area, and a second on the opposite side Each deceleration section is set, and the turning control means commands a constant first deceleration in the first deceleration section, and a required time from the first deceleration section to the detection area in the second deceleration section. The turning speed is estimated from the time, and a second deceleration corresponding to the estimated turning speed is commanded.

  According to a second aspect of the present invention, in the configuration of the first aspect, a non-detection region is set by providing a notch in an intermediate portion in the length direction of the detected object.

  According to a third aspect of the present invention, in the configuration of the first or second aspect, the turning control means is configured to output a command for limiting the maximum turning speed of the upper-part turning body to the turning drive unit during automatic control. .

  According to a fourth aspect of the present invention, in the configuration of any one of the first to third aspects, an operation detecting unit that detects an operation state of the operation unit is provided, and the turning control unit is based on the detected turning state and the estimated turning speed. The second deceleration is determined.

  According to a fifth aspect of the present invention, in the configuration according to any one of the first to fourth aspects, the work attachment is attached to the upper swing body, and the swing control means is configured so that the work attachment does not enter the preset entry prohibition area. The target stop position of the upper swing body is set as a condition.

  According to a sixth aspect of the present invention, in the configuration of the fifth aspect, the vehicle includes a lower traveling body that travels on a track, and the turn control means turns on the condition that it does not enter an entry prohibition area set on an adjacent track side. The target stop position of the body is set.

  According to a seventh aspect of the present invention, in the configuration of the fifth or sixth aspect, the work attachment includes a boom that can be raised and lowered, and the boom has a proximal end portion and a distal end that is laterally offset with respect to the proximal end portion. The turning control means is configured to limit the maximum turning speed of the upper turning body in accordance with the offset state of the boom tip side part during automatic control.

  According to an eighth aspect of the present invention, in the configuration of any one of the fifth to seventh aspects, the two sensor pairs including both the deceleration and stop sensors are symmetrically arranged with respect to the turning center for left turn and right turn. The center angle, which is the angle formed with respect to the turning center of the two sensor pairs, is set larger than the center angle of the detected object.

  According to a ninth aspect of the present invention, in the configuration of the eighth aspect, the turning control means is configured to maintain a second deceleration command between a detection end point of the deceleration sensor and a detection start point of the stop sensor. It is.

  According to the present invention, the vehicle decelerates at a constant deceleration (first deceleration) in the first deceleration zone, and reaches the non-detection region from the first deceleration zone in the second deceleration zone across the non-detection region of the detected object. Because the vehicle decelerates at a deceleration (second deceleration) according to the turning speed estimated from the time required to complete, in other words, the speed is controlled based on the turning speed immediately before the target stop position. Compared to the case where constant deceleration is always applied or the deceleration is determined based on the speed far before the target stop position even if it is based on the turning speed, it is excessive or insufficient to stop at the target position. There can be no proper deceleration action.

  In addition, for example, the timing at which the second deceleration is entered in comparison with a case where a turning speed is detected by a speed sensor after a certain time from the start of deceleration and a control program for determining and commanding the second deceleration based on this is established. And the second deceleration can be accurately determined.

  With these points, it is possible to improve the control accuracy and accurately stop at the target position without causing an overrun or insufficient turning of the upper turning body.

  According to the second aspect of the present invention, since the non-detection region is set by providing a notch in the intermediate portion in the length direction of the detection object, the non-detection region can be easily set at low cost.

  According to the invention of claim 3, since the command for limiting the maximum turning speed of the upper-part turning body is output to the turning drive unit at the time of automatic control, the initial speed of turning is suppressed, whereby the overrun can be performed without catching up with the deceleration. Can be avoided, and the shock of deceleration can be suppressed.

  According to the invention of claim 4, since the second deceleration is determined from the detected operation state and the estimated turning speed, for example, even when the operator mistakenly increases the turning force. By setting so as to increase the deceleration, overrun can be prevented.

  According to the inventions of claims 5 to 9, during work where the entry prohibition area is fixed, for example, during track work as in claim 6, the work attachment comes into contact with the oncoming vehicle or the like due to overrun, or the work area due to insufficient turning. It is possible to solve the problem that the work efficiency is deteriorated due to the generation of a blank area that cannot be worked on.

  In this case, according to the invention of claim 7, in a track work vehicle of an excavator type and provided with an offset boom, for example, when the boom is offset, the maximum turning speed is limited to be lower than that in the non-offset state. It is possible to prevent the attachment from entering the prohibited entry area.

  According to the eighth and ninth aspects of the present invention, two sets of sensor pairs composed of both the deceleration and stop sensors are provided symmetrically with respect to the turning center for the left turn and the right turn. Since the center angle, which is the angle made with respect to the turning center of the pair, is set to be larger than the center angle of the detected object, a certain amount of space is left until the stop is applied after deceleration is applied, and the stop is delayed accordingly. In the case where the work area is set so as to protrude slightly from the vehicle center line Y on both the front side and the rear side as shown by the broken line in FIG. Do not generate white space in the work area.

  In this case, according to the ninth aspect of the invention, since the second deceleration command is maintained between the detection end point of the deceleration sensor and the detection start point of the stop sensor, the detection based on the configuration of the eighth aspect is provided. It is possible to prevent the occurrence of overrun due to the fact that deceleration is not performed in the blank section (deceleration missing).

  An embodiment of the present invention will be described with reference to FIGS.

  In this embodiment, an excavator type and offset boom type track work vehicle shown in FIGS. 7 to 10 is taken as an example of application.

  1 corresponds to FIG. 10 in the prior art, and FIGS. 2 and 3 correspond to FIGS. 11 and 12, respectively. In FIGS. 1 to 3, the same parts as those in FIGS. The duplicate description is omitted.

  In the swivel drive unit and its control system shown in FIG. 1, both side pilot ports 17a, 15b connecting both side pilot ports 15a, 15b of the control valve 15 and a remote control valve 16 as an operation means for remotely operating the control valve 15, Electromagnetic proportional pressure reducing valves (inverse proportional pressure reducing valves whose secondary pressure decreases with increasing input current; hereinafter simply referred to as proportional valves) 20 and 21 are provided. Controlled by.

  The controller 30 receives a detection signal from the detection unit 31 that detects the turning angle and a switch signal of the work area changeover switch 23, and controls the control valve 20, 21 based on the detection signal from the detection unit 31. 15 is the same as that of the prior art in that the turning motor 13 decelerates and stops.

  In this embodiment, as sensors and switches for sending information to the controller 30, pressure sensors 32 and 33 for detecting the operation state of the remote control valve 16 through changes in pilot pressure, and an offset of the boom 7 shown in FIGS. An offset sensor 34 for detecting a state (presence / absence of an offset) and a release switch 35 for canceling automatic control are provided as desired by the operator.

  The configuration of the detection unit 31 will be described with reference to FIGS.

  Both left and right deceleration and stop sensors (for example, proximity switches) 36 and 37 and right and left deceleration and stop sensors 38 and 39 are provided on the upper swing body 2 side.

  On the lower traveling body 1 side, an arc-shaped detected body (metal plate) 40 centering on the turning center O is mounted via a mounting portion 41, and each sensor 36 to 39 is in close proximity to the detected body 40. The controller 30 operates to send a deceleration or stop signal to the controller 30.

  Hereinafter, the sensors 36 to 39 are referred to as a left deceleration sensor, a left stop sensor, a right deceleration sensor, and a right stop sensor, as necessary, with reference to a case where the right side is a work area as shown in FIG.

  Here, the two pairs of sensors for left turn and right turn are provided symmetrically with respect to the turning center O, and are angles formed with respect to the turning center O of both sets of sensor pairs. The central angle α is set larger than the central angle β of the detection target 40.

  Therefore, when turning left and right, both the deceleration and stop sensors 36, 37 and 38, 39 are in a state where they are detached from the detected body 40, that is, until the stop sensors 37, 39 are activated after the deceleration sensors 36, 38 are activated. A blank section will occur. 2 and 3 show a state in which both the left deceleration and stop sensors 36 and 37 are disengaged from the body 40 to be detected.

  Further, a notch 40a is provided in the middle portion of the detected object 40 in the longitudinal direction, and the turning region C (see FIG. 4) corresponding to the notch 40a is not reacted by the deceleration and stop sensors 36, 37 and 38, 39. The first deceleration zone D is set on one side and the second deceleration zone E is set on the opposite side with the non-detection region C interposed therebetween.

  FIG. 5 shows output waveforms of both the deceleration and stop sensors 36, 37 and 38, 39. After the sensor output rises in the first deceleration zone D, it stops in the non-detection area C and rises again in the second deceleration zone E. F is a blank section after the second deceleration section E until there is a stop sensor output.

  The controller 30 outputs a deceleration and stop command to one of the proportional valves 20 and 21 (selected based on the operation state detected by the pressure sensors 32 and 33) based on the signal from the detection unit 31, The upper swing body 2 is automatically stopped at the target position.

  The operation of this point will be described with reference to the flowchart of FIG. Here, the case of turning left is taken as an example.

  When the control is started, it is determined whether or not the release switch 35 is ON (step S1). If NO, the deceleration signal input count from the left deceleration sensor 36 is set to 0 (n ← 0, no input) in step S2. Is done.

  In step S3, it is determined whether or not the boom 7 is offset based on a signal from the offset sensor 34. If not, if the offset is not offset, the possibility of overrun is low in step S4 and the maximum turning speed is a normal value ( If the offset is relatively high, the maximum turning speed is set to a regulation value (same, low limit value) in step S5.

  Thereby, the maximum turning speed is limited, and the initial speed of the upper-part turning body 2 is suppressed as a basic posture to avoid overrun.

  In step S6, it is determined whether or not the left deceleration sensor 36 is ON (whether or not it has entered the first deceleration zone D). If YES, the number of times of input of the deceleration sensor signal is added once in step S7 (n ← n + 1). In step S8, it is determined whether or not the deceleration sensor signal is input for the second time.

  In the case of NO here, assuming that the left deceleration sensor 36 is in the first deceleration zone D, in step S9, after resetting a timer (not shown) for the subsequent time count for estimating the turning speed, step S10 is performed. The first deceleration (constant deceleration) command is output to the left turn side. Thereby, the upper swing body 2 is decelerated at a constant deceleration.

  Note that after step S10, if a predetermined time elapses without input of the next deceleration signal (time is up in step S11), it is possible to sufficiently stop at the target position if the turning speed is sufficiently low and a stop command is issued. Therefore, it is determined that there is no need to change the deceleration and the process returns to step S2.

  On the other hand, if YES in step S8, that is, if it is determined that the deceleration sensor 36 is in the second deceleration zone E, the turning speed at that time is estimated from the time required to reach the non-detection region C from the first deceleration zone D. (Step S12).

  Then, after the timer is reset in step S13, a second deceleration command corresponding to the estimated turning speed is output to the left turning side in step S14. As a result, the upper-part turning body 2 is decelerated with a large deceleration when the turning speed is high and with a small deceleration when the turning speed is low.

  Thereafter, the process returns to step S6 via step S11. If NO in step S6, that is, if the left deceleration sensor 36 is not ON, it is determined whether or not the left stop sensor 37 is ON in step S15. In step S16, a turning stop command is output, and the upper turning body 2 automatically stops.

  On the other hand, if NO in step S15 and a certain time has not elapsed (NO in step S17), the process returns to step S15 again via step S6. That is, after the deceleration command at the second deceleration is issued, the deceleration at the second deceleration is maintained until the left stop sensor 37 is turned on.

  Therefore, as in this embodiment, both the deceleration and stop sensors 36 and 37 are separated from the detected body 40 in the blank section (between the detection end point of the deceleration sensor 36 and the detection start point of the stop sensor 37. FIG. Even when the sensor arrangement in which F) occurs (see FIGS. 2 and 3) is taken, the deceleration command at the second deceleration is maintained in the blank section F.

  If NO in step S15 (the left stop sensor 37 is not ON) and a certain time has elapsed (time up in step S17), both the deceleration and stop sensors 36 and 37 are within a certain time. In step S2, the process returns to step S2 assuming that the detected object 40 has not been reached and the turning speed is sufficiently low and it is not necessary to regulate the turning speed.

  As described above, the vehicle decelerates at a constant deceleration (first deceleration) in the first deceleration zone D, and in the second deceleration zone E across the non-detection region C of the detected object 40, the first deceleration zone D In order to decelerate at a deceleration (second deceleration) according to the turning speed estimated from the time required to reach the non-detection region C, in other words, the deceleration control is performed based on the turning speed immediately before the target stop position. Therefore, stop at the target position compared to the case where constant deceleration is always applied regardless of the turning speed, or when the deceleration is determined based on the speed far before the target stop position based on the turning speed. Appropriate deceleration action without excess or deficiency can be applied.

  In addition, the non-detection area C is set in the detected object 40, and the second deceleration is obtained based on the turning speed estimated from the time required until the deceleration sensor 36 reaches the non-detection area C from the first deceleration section D. Therefore, for example, the timing at which the second deceleration is entered in comparison with a case where a turning speed is detected by a speed sensor after a certain time from the start of deceleration and a control program for determining and commanding the second deceleration based on this is established. And the second deceleration can be accurately determined.

  With these points, it is possible to improve the control accuracy and accurately stop at the target position without causing an overrun or insufficient turning of the upper turning body.

  Therefore, during the track work where the entry prohibition area is determined as in this embodiment, the work attachment 3 comes into contact with the oncoming vehicle or the like due to overrun, or a blank area where work cannot be performed in the work area due to insufficient turning occurs. Problems such as inefficiencies can be solved.

  In addition, since the maximum turning speed is limited to the normal value or the regulation value in steps S4 and S5 during automatic control, the initial turning speed is suppressed, thereby avoiding the situation where overrun occurs without catching up with deceleration. be able to.

  Further, when the boom 7 is offset as in the embodiment, since the degree of restriction on the maximum turning speed is increased, it is possible to more reliably prevent the work attachment 3 from entering the entry prohibited area.

  On the other hand, two sets of sensor pairs are provided symmetrically with respect to the turning center O for turning left and turning right, and the center angle α of both sets of sensor pairs is more than the center angle β of the detected body 40. Since it is set to a large value, a constant blank section F is created until the stop is applied after the deceleration is applied, and the stop is delayed correspondingly. Therefore, as shown by the broken line in FIG. 9, the work area is on both the front side and the rear side. When it is set so as to protrude from the vehicle center line Y, it is possible to avoid a situation where the turning stops early, particularly during low-speed turning, and no blank space is generated in the work area.

  In this case, since the second deceleration command is maintained in the blank section F as described above, it is possible to prevent the occurrence of overrun due to the fact that deceleration is not performed in this blank section F (deceleration missing). Can do.

Other embodiments
(1) In the above embodiment, the second deceleration is determined based only on the estimated turning speed. However, based on the estimated turning speed and the operation state detected by the pressure sensors 32 and 33. The second deceleration may be determined.

  In this way, for example, when the operator mistakenly increases the turning force immediately before stopping, overrun can be prevented by increasing the deceleration so as to cancel this operation.

  (2) As a method of setting the non-detection region C in the detection object 40, instead of the method of providing the notch 40a, for example, when using proximity switches as the sensors 36 to 39, a non-metallic material such as plastic that does not react with these is used. You may take the method of sticking.

  (3) In the above embodiment, a configuration (steps S3 to S5 in FIG. 6) in which the limit value of the maximum turning speed is determined according to the presence or absence of the offset of the boom 7 is adopted. The limit value of the maximum turning speed may be determined according to the amount.

  (4) In the above-described embodiment, an excavator type track work vehicle is taken as an example, but a crane type track work vehicle provided with a hanging boom (including a telescopic type) as a work attachment is also used. The present invention is not limited to this, and can be widely applied to a turning work machine used at a site where a stop target position is set.

It is a figure which shows the structure of the turning drive part in the track work vehicle concerning embodiment of this invention, and its control system. It is a top view which shows the structure of the same detection part. FIG. 3 is a partially enlarged view of FIG. 2. It is a perspective view of the to-be-detected body which comprises a detection part. It is a sensor output waveform figure of a detection part. It is a flowchart for demonstrating the effect | action of a control system. It is a side view showing an excavator type track work vehicle. It is the same top view. It is a top view which shows the working condition of the vehicle. It is a figure which shows the structure of the conventional turning drive part and its control system. It is a top view which shows the structure of the same detection part. FIG. 12 is a partially enlarged view of FIG. 11. It is the XIII-XIII sectional view taken on the line of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Lower traveling body 2 Upper revolving body 3 Work attachment 7 Boom 7a Base end side part 7b Front end side part 8 Arm 9 Bucket A Track B Adjacent track O Turning center X Boom center line Y Vehicle center line 13 Turning which comprises a turning drive part Motor 14 Hydraulic pump 15 Control valve 16 Remote control valve 20, 21 Proportional valve 30 as operation means Controller 31 as rotation control means 31 Detection unit 32, 33 Pressure sensor as operation detection means 34 Offset sensor 35 Release switch 36 Left deceleration sensor 37 Left stop sensor 38 Right deceleration sensor 39 Right stop sensor 40 Detected object 40a Notch α Sensor center angle β Detected object center angle C Non-detection area D First deceleration zone E Second deceleration zone F Blank zone

Claims (9)

  An upper swing body is mounted on the lower traveling body so as to be rotatable about the vertical axis, and a swing drive unit that drives the upper swing body to swing, and an operation means that manually controls the swing drive unit based on an operation by an operator; A turning angle detecting means for detecting a turning angle of the upper turning body, and a turning control means for automatically controlling the turning drive unit by intervening in manual control by the operating means based on a signal from the turning angle detecting means; As the turning angle detecting means, a detected body having a predetermined length in the turning direction is provided on one of the lower traveling body and the upper turning body, and on the other side, the detected speed is detected and a deceleration signal is generated. A sensor and a stop sensor for detecting a detected object and generating a stop signal are provided at intervals in the turning direction, and the turning control means is provided to the turning drive unit based on a deceleration signal from the deceleration sensor. In a swing work machine configured to output a speed command and output a stop command to the swing drive unit based on a stop signal from the stop sensor to stop the upper swing body at a preset target position The non-detection area where the deceleration and stop sensors do not react is set in the middle part in the length direction of the detected object, the first deceleration section is set on one side of the non-detection area, and the second deceleration section is set on the opposite side. The turning control means commands a constant first deceleration in the first deceleration zone, and determines a turning speed from a time required to reach the detection area from the first deceleration zone in the second deceleration zone. A swivel work machine configured to estimate and command a second deceleration according to the estimated swivel speed.   The turning work machine according to claim 1, wherein the non-detection area is set by providing a notch in an intermediate portion in the length direction of the detected object.   The turning work machine according to claim 1 or 2, wherein the turning control means is configured to output a command for limiting the maximum turning speed of the upper turning body to the turning drive unit during automatic control.   The operation detection means for detecting the operation state of the operation means is provided, and the turning control means is configured to determine the second deceleration from the detected operation state and the estimated turning speed. The turning work machine according to any one of 1 to 3.   The work attachment is attached to the upper swing body, and the swing control means sets the target stop position of the upper swing body on the condition that the work attachment does not enter the preset entry prohibition area. Item 5. A turning work machine according to any one of Items 1 to 4.   A lower traveling body that travels on a track is provided, and the turning control means has a target stop position of the upper turning body set on condition that it does not enter an entry prohibition area set on an adjacent track side. The revolving work machine according to claim 5.   The work attachment includes a boom that can be raised and lowered, and this boom is composed of a base end side portion and a tip end side portion that can be laterally offset with respect to the base end side portion. 7. A turning work machine according to claim 5, wherein the turning work machine is configured to limit a maximum turning speed of the upper turning body in accordance with an offset state of the boom tip side portion.   Two pairs of sensors consisting of both deceleration and stop sensors are provided symmetrically with respect to the turning center for turning left and turning right, and the angle formed with respect to the turning center of both sets of sensor pairs. The turning work machine according to any one of claims 5 to 7, wherein the center angle is set to be larger than the center angle of the detected object.   9. The turning work machine according to claim 8, wherein the turning control means is configured to maintain a second deceleration command between a detection end point of the deceleration sensor and a detection start point of the stop sensor.

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