JP2020007704A - Rolling compaction machine - Google Patents

Abstract

To provide a technology for presenting an operator with a turning speed that does not roughen a road surface according to the hardness of the road surface.SOLUTION: A rolling compaction machine includes: a rolling compaction roller; a vehicle position detection device; a target route setting device; a control device for calculating an upper limit turning speed for when an extrusion amount of a ground surface reaches a prescribed upper limit value; and a guidance device. The control device comprises: a rolling compaction frequency calculation unit for calculating a rolling compaction frequency by the rolling compaction machine for each local area based on current position and movement route information; a compaction degree calculation unit for calculating a compaction degree for each local region based on the compaction frequency for each local area and correlation data representing the correlation between the compaction frequency and the compaction degree; an upper limit turning speed calculation unit for calculating the upper limit turning speed at the current position of the rolling compaction machine based on the compaction degree calculated by the compaction degree calculation unit and the correlation data representing the correlation between the compaction degree, the extrusion amount, and the turning speed; and a notification control unit for outputting the upper limit turning speed to the guidance device.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a technique for reducing an operation that deteriorates a road surface state, which occurs during a rolling work of a rolling machine.

  In rolling work using a rolling machine such as a tire roller or a Macadam roller, it is required to uniformly roll the ground. Therefore, in general, it is desirable to perform the compaction work while traveling straight at a constant speed, and do not perform lane change or switching accompanied by a turning operation for changing the compaction location in the compaction work area. Has been operated. This is because if the vehicle performs a turning operation in a place where the road surface is not sufficiently compacted, the tires skid, excavating or pushing out the road surface material, and roughening the ground.

  If the road surface is roughened, it will be necessary to perform additional rolling work to level the road surface, which will lead to a reduction in work efficiency. Often taken.

  However, if the location where the lane change is performed is limited, it is necessary to move the vehicle to a designated location, which leads to a reduction in work efficiency. In some cases, the compaction work area is so narrow that a lane change place cannot be separately provided. For such a reason, the turning operation in the rolling work area is actually performed.

  As a conventional technique, for example, a technique is disclosed in which left and right tires are used as driving wheels so that the tire does not drag the road surface layer during a turning operation (for example, Patent Document 1).

JP 2017-166119 A

  According to the technology disclosed in Patent Document 1, the degree of drag on the road surface layer can be suppressed by using left and right tires as driving wheels as compared with driven wheels. is there.

  The present invention has been made in view of the above circumstances, and has as its object to provide a technique capable of presenting an operator with a turning speed that does not roughen a road surface according to the hardness of the road surface.

  In order to solve the above problem, a typical rolling machine is a rolling roller that abuts against the ground surface of a construction target area and rolls, a vehicle position detecting device that detects a current position of the rolling machine, A target route setting device that acquires information on the movement route of the compacting machine in the construction target area, and the amount of ground surface extrusion that occurs when the traveling operation and the steering operation of the compacting machine are related to each other are defined. A control device that calculates an upper limit turning speed when the upper limit value is reached, and a guidance device that notifies the upper limit turning speed, wherein the control device detects a current position detected by the vehicle position detecting device, and A rolling frequency calculating unit configured to calculate the number of times of rolling by the rolling machine for each local area in the construction target area, based on the information on the moving route acquired by the target route setting device; By department On the basis of the calculated number of times of compaction for each local region and first correlation data indicating the correlation between the number of times of compaction and the degree of compaction stored in advance in the storage device, the degree of compaction for each local region The compaction degree calculation unit that calculates the compaction degree calculated by the compaction degree calculation unit and the correlation between the compaction degree, the extrusion amount, and the turning speed stored in the storage device in advance. An upper-limit turning speed calculator that calculates an upper-limit turning speed of the rolling machine at the current position based on the second correlation data, and an upper-limit turning speed calculated by the upper-limit turning speed calculator is output to the guidance device. And a notification control unit.

It is possible to reduce the extent to which the ground surface is roughened due to the turning operation during the rolling work.
Problems, configurations, and effects other than those described above will be apparent from the following description of the embodiments.

It is a figure concerning an embodiment which shows an example of a compaction work and an example of a target run course. It is a figure concerning an embodiment which shows an example of a target run course. It is a figure concerning an embodiment which shows an example of the data format of a target run route. It is the figure which illustrated the outline | summary of the tire roller concerning embodiment. FIG. 1 is a diagram illustrating an outline of a system configuration of a tire roller according to an embodiment. FIG. 2 is a diagram illustrating functional blocks of a control device according to the first embodiment. It is a figure concerning the embodiment for explaining the example of calculation of the number of times of compaction. It is a figure concerning the embodiment which shows an example of the correlation of the number of times of compaction and the compaction degree. FIG. 6 is a diagram for describing an example of calculating an upper limit turning speed according to the embodiment. It is a figure concerning the 1st embodiment which shows the example of a relation of the number of times of compaction, the length of a run course, and the upper limit turning speed. It is a figure concerning the embodiment which shows a mode of extrusion by a roller when a turning speed is slow. It is the figure concerning the embodiment which illustrated the extrusion amount when the turning speed is slow. It is a figure concerning the embodiment which shows a mode of pushing by a wheel when a turning speed is fast. FIG. 4 is a diagram illustrating an example of an extrusion amount when a turning speed is high according to the embodiment. FIG. 3 is a diagram illustrating an example of a relationship between a turning speed and a pushing amount on a road surface with zero rolling pressure according to the first embodiment. FIG. 4 is a diagram illustrating an example of a relationship between a turning speed and a pushing amount on a road surface with one rolling pressure according to the first embodiment. FIG. 4 is a diagram illustrating an example of a relationship between a turning speed and a pushing amount on a road surface with two rolling pressures according to the first embodiment. FIG. 3 is a diagram illustrating a flowchart according to the first embodiment. FIG. 2 is a diagram illustrating functional blocks of a control device according to the first embodiment, and is a diagram illustrating a steering valve control unit. It is the figure concerning the 2nd embodiment which illustrated the relation between the turning speed and the amount of extrusion on the road surface of one rolling pressure. It is the figure concerning the 2nd embodiment which illustrated the relation between the turning speed and the amount of extrusion on the road surface where the number of times of compaction is two. It is a figure showing the functional block of the control device concerning a 2nd embodiment.

  In the following embodiments, when necessary for convenience, the description is divided into a plurality of sections or embodiments. In the following embodiments, when referring to the number of elements (including numbers, numerical values, amounts, ranges, etc.), unless otherwise specified, and in principle the number is clearly limited to a specific number, The number is not limited to a specific number, and may be more than or less than a specific number. In the following embodiments, the constituent elements (including the processing steps and the like) are not necessarily essential unless otherwise specified and when it is deemed essential in principle.

  Hereinafter, embodiments will be described with reference to the drawings and the like. The following description shows specific examples of the content of the present invention, and the present invention is not limited to these descriptions, and various modifications by those skilled in the art within the technical idea disclosed in the present specification. Changes and modifications are possible. In all the drawings for describing the present invention, components having the same function are denoted by the same reference numerals, and repeated description thereof may be omitted.

[First Embodiment]
(Overview of compaction work and compaction management system)
FIG. 1 is a diagram illustrating an outline of a rolling operation using a tire roller according to the present embodiment. As shown in FIG. 1, at the site where the compaction machine according to the present embodiment is used, the tire roller 100 which is the compaction machine and the compaction management system 200 provided inside or outside the tire roller 100 are wired. Alternatively, data transmission / reception is performed via wireless communication.

  The tire roller 100 is equipped with a GNSS sensor 105 that receives navigation signals from a plurality of navigation satellites, and transmits the received positional information of the vehicle to the compaction management system 200.

  The compaction management system 200 plans and creates a target traveling route of a rolling machine for rolling a predetermined rolling region, which is a construction target region, at a specified number of times and at a specified speed, and creates the created target traveling route. Is transmitted to the tire roller 100. The compaction management system 200 further has a function of managing the compaction state in the compaction area based on the position information transmitted from the tire roller 100, and the construction manager or the operator uses It is possible to manage the pressure work situation.

  FIG. 2 is a diagram illustrating an example of a target travel route, and FIG. 3 is a diagram illustrating an example of a data format of the target travel route. In the present embodiment, the compaction region to be installed is defined by four points, and in the example of FIG. 2, is defined as points A, B, C, and D. Assuming that a movement route indicated by a point sequence from point P1 to point P11 is planned and created by the compaction management system 200 as the target travel route, the target travel route is represented in the form of a table shown in FIG. The format shown in FIG. 3 has a configuration in which a route is divided such that each coordinate point from point P1 to point P11 is a start point and an end point, respectively. The designated traveling speed (+ V or -V) of each traveling section is also defined for each section.

(Description of tire roller hardware)
FIG. 4 is a side view of the tire roller 100 according to the present embodiment, and FIG. 5 is a diagram illustrating an outline of a system configuration of the tire roller.
<Body>
The tire roller 100 has a vehicle body 103 extending forward and backward in the traveling direction. The vehicle body 103 includes a frame 101, a cover 102 provided on the frame 101, and the like. The cover 102 is for covering devices such as the engine 303, the hydraulic pumps 304, 305, 306, and the traveling hydraulic motor 307 shown in FIG.

  The pre-rolling roller 107 is a rolling roller that rolls by contacting the ground surface of the rolling region. The front rolling roller 107 is rotatably provided at a front portion of the vehicle body 103, and includes three rubber tires arranged in parallel on the left and right sides in the vehicle body traveling direction. Further, the front roller 107 rotates through a roller indicating yoke 106. The roller instruction yoke 106 is rotatably supported by the vehicle body 103 and is provided so as to swing in the left-right direction with respect to the vehicle body 103 in response to an operation of the handle 109 by an operator or a command from the control device 312 shown in FIG. Have been. The roller instruction yoke 106 is provided with a steering angle detection sensor 321 shown in FIG. 5 for measuring the steering angle of the vehicle body 103 in the left-right direction. The steering angle detection sensor 321 is configured by a rotation angle sensor such as a potentiometer or a gear.

  The post-rolling roller 108 is a rolling roller that rolls by contacting the ground surface in the rolling region. The rear pressure roller 108 is rotatably provided at the rear part of the frame 101, and includes four rubber tires arranged in parallel in the left-right direction. The rear pressure roller 108 is rotationally driven by a hydraulic traveling device using the engine 303 as a power source.

  Each of the front rolling roller 107 and the rear rolling roller 108 has a braking device 317 (e.g., a drum brake or a disc brake) that operates according to an operation of a brake pedal 323 by an operator or a command from the control device 312 (FIG. 5). Reference). Further, each roller is provided with a speed detection sensor 309 (see FIG. 5) such as a gear type or a rotary encoder for detecting the rotation speed of the roller in order to acquire the moving speed of the tire roller 100.

  The seat 110 is provided on the frame 101, and the operator of the tire roller 100 is seated thereon. An upper side of the seat 110 is covered with a roof 104, and an operating table 113 for operating the tire roller 100 is provided in front of the seat 110. The operation console 113 is provided with a handle 109, a pedal 112 (an accelerator pedal 301 and a brake pedal 323 shown in FIG. 5), a forward / reverse lever 111, and the like.

  The GNSS sensor 105 is provided on the roof 104 and acquires position information including the latitude and longitude of the point where the tire roller 100 exists.

(Electric and hydraulic systems)
Main electric and hydraulic equipment of the tire roller 100 will be described with reference to FIG.
<Engine>
A charge hydraulic pump 304, a steering hydraulic pump 305, and a variable displacement traveling hydraulic pump 306 are directly connected to the engine 303. The rotation of the engine 303 is adjusted based on an operation of an accelerator pedal 301 by an operator or a command from a control device 312 via an ECU (Engine Control Unit) 302 to drive each of the hydraulic pumps 304, 305, and 306. ing.

<Driving force control>
The ports of the traveling hydraulic pump 306 are respectively connected to hydraulic traveling devices for driving the left and right rear pressure rollers 108 via hydraulic piping. The travel hydraulic motor 307 in the hydraulic travel device is driven to rotate in accordance with the discharge direction and discharge amount of hydraulic oil according to the tilt angle of the travel hydraulic pump 306. Further, in this embodiment, the speed detection sensor 309 for detecting the rotation speed of the post-rolling roller 108 is provided as described above.

<Forward / backward control>
The charging hydraulic pump 304 has a function of replenishing leakage of hydraulic oil from a hydraulic circuit formed between the traveling hydraulic pump 306 and the traveling hydraulic motor 307. At the same time, the charging hydraulic pump 304 also functions as a supply source of hydraulic oil for adjusting the tilt angle of the traveling hydraulic pump 306. For this reason, the charging hydraulic pump 304 is connected to the forward / reverse switching valve 311 via a hydraulic pipe, and is connected to an oil tank via a relief valve. The forward / reverse switching valve 311 is connected to the left and right cylinder chambers of the servo cylinder 310 via hydraulic piping. The forward / reverse switching valve 311 is switched in accordance with the operation of the forward / reverse lever 111 by the operator, and the hydraulic oil from the charging hydraulic pump 304 is shut off at the neutral position.

  Hydraulic oil from the charging hydraulic pump 304 is supplied to one of the cylinder chambers of the servo cylinder 310 according to the position of the forward / reverse switching valve 311, and the hydraulic oil in the cylinder chamber on the supply side is supplied to the oil tank via a hydraulic pipe. Is discharged. Therefore, the piston rod of the servo cylinder 310 moves according to the switching of the forward / reverse switching valve 311, and the tilt angle of the traveling hydraulic pump 306 changes, thereby adjusting the discharge direction and discharge amount of the hydraulic oil.

<Steering control>
The steering hydraulic pump 305 supplies hydraulic oil to a steering cylinder 319 as a steering actuator for steering the front roller 107. At the same time, the steering hydraulic pump 305 also functions as a supply source of hydraulic oil for operating the braking device 317. The steering hydraulic pump 305 is connected to a steering valve 318 via a hydraulic pipe. The steering valve 318 is a valve that controls the steering angle of the tire roller 100, and is connected to the left and right cylinder chambers of the steering cylinder 319 via hydraulic piping. The steering valve 318 is switched according to steering of the handle 109 by an operator or a command from the control device 312. When the steering valve 318 is set to the neutral position, the hydraulic oil from the steering hydraulic pump 305 is discharged to the oil tank via the brake valve 316 without being supplied to the steering cylinder 319. In this embodiment, a handle angle detection sensor 322 is provided in order to detect the amount of operation of the handle 109 by the operator.

  The hydraulic oil from the steering hydraulic pump 305 is supplied to one cylinder chamber of the steering cylinder 319 according to the position of the steering valve 318. Then, the hydraulic oil in the cylinder chamber on the supply side is discharged to the hydraulic oil tank via the brake valve 316 via the hydraulic pipe. For this reason, the roller indicating yoke 106 is swung in the left-right direction with respect to the vehicle body 103, and the front rolling roller 107 is steered in the left-right direction, so that the traveling direction of the tire roller 100 with respect to the left-right direction is adjusted.

<Brake control>
The hydraulic oil from the steering hydraulic pump 305 is supplied to the brake valve 316 via the steering valve 318 and the like. The hydraulic oil supplied to the brake valve 316 activates the brake device 317 according to the operation of the brake pedal 323 by the operator or the command from the control device 212.

<Vehicle position detection device>
The vehicle position detection device 314 is a device that acquires position information including the latitude and longitude of a point where the tire roller 100 is located, and corresponds to the GNSS sensor 105 in the present embodiment. However, the present invention is not limited to this. A configuration for acquiring the position information of the vehicle based on information from the speed detection sensor 309, the steering wheel angle detection sensor 322, the steering angle detection sensor 321 and an inertial measurement device for detecting the angular velocity of the vehicle motion. It may be. Alternatively, a distance measuring device such as a rider is installed at a fixed position around the compaction region to be constructed, and the distance from the distance measuring device to the tire roller 100 is measured to specify the position of the tire roller 100. It may be implemented. It should be noted that the components for performing the position detection may be combined with each other to implement a more accurate position detection.

<Target route setting device>
The target route setting device 315 obtains the target traveling route transmitted from the compaction management system 200, and based on the current position of the vehicle detected by the vehicle position detecting device 314, should travel next from the target traveling route. The route is determined, and the route information is transmitted to the control device 312. For example, when the target traveling route shown in FIGS. 2 and 3 is transmitted from the compaction management system 200, the target route setting device 315 compares the current position of the vehicle detected by the vehicle position detecting device 314 with the table of FIG. Perform matching. As a result of this matching, the target route setting device 315 can determine a traveling section and a traveling direction, for example, when the own vehicle is traveling from the point P1 to the point P2 toward the point P2. Further, in this case, the target route setting device 315 determines that the next traveling route is a route represented by a sequence of points after the point P2, and the point sequence after traveling and the sequence of points after the point P2 are determined by the control device. 312.

<Control device>
The control device 312 has a computer configuration including a processor 351 such as a CPU, a storage device 352 such as a memory and an auxiliary storage device, and an input / output I / F (interface) 353. The input side of the input / output I / F 353 is connected to the target route setting device 315, the vehicle position detecting device 314, the speed detecting sensor 309, the steering wheel angle detecting sensor 322, and the steering angle detecting sensor 321. The output side of the input / output I / F 353 is connected to the guidance device 313, the ECU 302, the steering valve 318, the brake valve 316, and the like. The control device 312 performs a calculation on the input information as described later, and notifies the operator of the upper limit value of the turning speed with respect to the target traveling route via the guidance device 313. The control device 312 performs a calculation as described later, and controls the ECU 302, the steering valve 318, and the brake valve 316 according to the upper limit value of the turning speed so that the turning speed exceeds the upper limit value. Control not to be. Note that a control program is installed in the storage device 352 in advance, and the processor 351 performs this control program to perform various processes described below.

Here, the "turning speed" will be described. The dragging of the ground surface layer and the change of the terrain mainly occur when the running operation and the steering operation of the tire roller 100 are mutually related. The turning speed in the present embodiment is obtained based on the traveling speed and the steering angle by converting the following (Formula 1) into a formula.
φ = (ω / V) × L (Equation 1)
Here, the turning speed is ω (rad / s), the running speed is V (m / s), the steering angle is φ (rad), and the distance between the front and rear wheels of the tire roller 100 is a specified value L (m). And

<Guidance device>
The guidance device 313 is a device for notifying an operator of the target travel route transmitted from the target route setting device 315 and the number of times of compaction, compaction degree, and upper limit turning speed calculated by the control device 312. A speaker and the like are included in the configuration. Note that the notification method is not limited to a method via a monitor or a speaker, and may be a notification by vibration using a vibrator or the like.

(Block diagram of control device)
Next, processing contents of the control device 312 mounted on the tire roller 100 of the present embodiment will be described. FIG. 6 is a block diagram illustrating a configuration of the control device 312. The contents of the processing described below are programmed in the control device 312 and are repeatedly executed at a predetermined cycle.

<Overall>
The control device 312 includes a rolling number calculation unit 401, a compaction degree calculation unit 402, an upper limit turning speed calculation unit 404, a turning speed measurement unit 406, a turning speed comparison unit 407, and a notification control unit 408. These are realized by the hardware configuration of the processor 351 of the control device 312, the storage device 352, and the input / output I / F 353.

  The number-of-compression-rolling calculation unit 401 calculates the rolling pressure on the traveling road surface based on the current position information of the vehicle output from the vehicle position detecting device 314 and the target traveling route (moving route) output from the target route setting device 315. Count the number of times. The compaction degree calculation unit 402 calculates the number of times of compaction calculated by the number of compaction times calculation unit 401 based on compaction test data 403 (first correlation data) which is data representing the correlation between the number of compactions and the degree of compaction. The degree of compaction of the traveling road surface is calculated from the equation. The upper limit turning speed calculation unit 404 calculates the compaction calculated by the compaction degree calculation unit 402 based on the correlation data 405 (second correlation data) which is the data indicating the correlation between the compaction degree, the extrusion amount, and the turning speed. The upper limit value of the turning speed is calculated from the degree. The upper limit turning speed calculation unit 404 outputs the upper limit value of the turning speed to the guidance device 313 via the notification control unit 408.

  The turning speed measurement unit 406 obtains the current steering angle and running speed from the steering angle detection sensor 321 and the speed detection sensor 309, respectively, and calculates the turning speed using the above (Equation 1). The turning speed comparison unit 407 compares the calculation result of the upper limit turning speed calculation unit 404 and the calculation result of the turning speed measurement unit 406, and when the current turning speed is equal to or higher than the upper limit value, via the notification control unit 408, An alert signal is output to the guidance device 313. The notification control unit 408 acquires the processed data from each of the above-mentioned parts and controls the output to the guidance device 313.

<Compacting frequency calculation section>
The processing contents of the number-of-compression-rolls calculation unit 401 will be described with reference to FIG. The number-of-compressing-rolls calculation unit 401 counts the number of rolling pressures on the traveling road surface based on the vehicle position information output from the vehicle position detecting device 314 and the target traveling route output from the target route setting device 315. FIG. 7 shows a state where counting is performed in units of a 50 cm square grid, which is a local area. The density of the background indicates the number of times of compaction, and the thinner the background, the smaller the number of times of compaction. As the traveling of the tire roller 100 progresses, the count value of the number of times of compaction is added, and the number of times of compaction calculation unit 401 stores the count value in the storage device 352 for each grid. The storage device 352 stores grid identification information for uniquely specifying a grid, and various data are associated with the grid using the grid identification information.

<Compaction degree calculator>
The processing contents of the compaction degree calculation unit 402 will be described with reference to FIG. In the rolling operation by the tire roller 100, compaction is performed by removing gaps and water between road surface materials such as sandy soil, sand mixed with gravel, and gravel by static pressure due to the weight of the tire roller 100. This compaction operation is required to be performed until the compaction degree, which represents the ratio of the dry density of the soil to the maximum dry density obtained in the compaction test, as a percentage, becomes a specified value.

  At work sites where the quality of the rolling work is controlled by a method for regulating the construction method, a test is carried out in advance to know how many rotation pressures will produce a desired degree of compaction. The test execution clarifies the correlation between the number of times of compaction and the degree of compaction shown in FIG. For example, in order to achieve the specified value shown in FIG. 8, the number of times of compaction may be four or more. Therefore, the compaction degree calculation unit 402 performs a process of obtaining the compaction degree from the current number of compactions on a grid basis, based on the correlation between the number of compactions and the compaction degree previously examined in the test construction. The correlation shown in FIG. 8 is recorded in advance in the storage device 352 of the control device 312 as compaction test data 403 in the form of a mathematical expression or a correspondence table, and the compaction degree calculation unit 402 may perform From the storage device 352.

<Upper turning speed calculation unit>
The processing contents of the upper limit turning speed calculation unit 404 will be described with reference to FIGS. The upper limit turning speed calculation unit 404 calculates the turning speed in the target traveling route based on the degree of compaction of the traveling road surface calculated by the degree of compaction calculation unit 402 and the correlation between the degree of compaction, the extrusion amount, and the turning speed described below. Is calculated. Then, upper limit turning speed calculation section 404 outputs the calculated result to guidance apparatus 313 via notification control section 408. FIG. 9 shows a state in which the tire roller 100 reaches the point A, and then changes lanes to an adjacent lane along a path connecting the points A, P, and B. In this scene, the upper limit turning speed calculation unit 404 obtains the relationship between the travel path length and the compaction degree based on the point A shown in FIG. 10 (travel path length = 0) from the compaction degree calculation unit 402. It is calculated based on the degree of compaction of the traveling road surface. Figure In 10, degree of compaction on the path from point A to point P is determined to be S ₃ by compaction degree calculation unit 402, Similarly, degree of compaction on the path from the point P to the point B There has been expressed that it is determined to be S _0. Further, based on the correlation between the degree of compaction, the extrusion amount, and the turning speed, which will be described later, the turning speed upper limit value on the route from point A to point P is ω ₃ , and the turning speed upper limit value on the route from point P to point B is The value is calculated as ω ₀ .

<Correlation between the degree of compaction, the amount of extrusion and the turning speed>
Here, the correlation between the degree of compaction, the extrusion amount, and the turning speed will be described. First, the extrusion amount will be described with reference to FIGS. Extrusion refers to a phenomenon in which, when a turning operation is performed in a place where the vehicle is not sufficiently compacted, a road surface material is dug up due to the vehicle's own weight or a skid of wheels, and the topography of a running road surface changes. In the present embodiment, the amount of extrusion is quantified by the height difference of the place where the terrain change occurs.

  FIGS. 11 and 12 show an extruded scene when the turning speed is low, and in each of the drawings, the place where the terrain change has occurred is indicated by dark hatching. FIG. 11 is an enlarged view of the periphery of the wheels and the road surface when the vehicle is moving toward the back side of the paper. Extrusion when the turning speed is slow is mainly caused by the own weight of the vehicle, and the road surface material is extruded to the left and right of the wheel due to the influence of the wheel sinking into the ground. FIG. 12 is a diagram showing a terrain change after traveling, showing terrain excavated by extrusion and terrain extruded to the left and right of wheels. The amount of extrusion in this scene is the difference between the lowest position of the excavated terrain and the highest position of the terrain extruded left and right of the wheel.

  FIG. 13 and FIG. 14 show an extrusion scene when the turning speed is high. FIG. 13 is an enlarged view of the periphery of the wheels and the road surface when the vehicle is traveling to the back side of the paper as in FIG. 11. Extrusion when the turning speed is high includes not only the own weight of the vehicle but also shaving of road surface material due to skidding of wheels. Therefore, when the turning speed is high, the degree of extrusion is greater than when the turning speed is low. FIG. 14 is a diagram showing a terrain change location after traveling, showing terrain excavated by extrusion and terrain extruded to the left and right of wheels. The amount of extrusion in this scene is the difference between the lowest position of the excavated terrain and the highest position of the terrain extruded to the left and right of the wheel. The amount increases. As described above, the pushing amount changes according to the turning speed.

In addition to the above, the amount of extrusion also differs depending on the degree of compaction of the road surface. When the degree of compaction is small, the amount of extrusion increases, and when the degree of compaction is large, the amount of extrusion decreases. 15 to 17 show the relationship between the pushing amount and the turning speed for each degree of compaction of the road surface. FIGS. 15 to 17 show graphs in which the horizontal axis is the turning speed and the vertical axis is the pushing amount, and shows the correlation between the pushing speed and the turning speed. 15 shows the case of compaction degree S ₀ (0 times of compaction), FIG. 16 shows the case of compaction degree S ₁ (1 time of compaction), and FIG. 17 shows the case of compaction degree S ₂ ( ₂ times of compaction). It shows a correlation, and a relationship of S ₀ <S ₁ <S ₂ is established. By comparing the figures, it can be seen that the amount of extrusion relatively decreases as the degree of compaction increases. Regarding the correlation shown in each drawing, when conducting a test construction to investigate the relationship between the number of compaction times and the degree of compaction, it may be investigated according to the soil characteristics of the work site, or use the results of past surveys May be. The correlation shown in FIGS. 15 to 17 is stored in the storage device 352 of the control device 312 in the form of a mathematical expression or a correspondence table as the correlation data 405. From the storage device 352.

<Calculation of upper limit turning speed>
Here, a method of calculating the upper limit turning speed will be described with reference to FIGS. During the compaction operation of the tire roller 100, if the road surface material is extruded by turning, the compaction work for leveling the road surface newly occurs, and the work efficiency is reduced. For this reason, it is desirable that the vehicle can be turned so that extrusion is reduced. Here, if the target value of the pushing amount is determined to be, for example, ± 50 (mm) as shown in FIGS. 15 to 17, the upper limit value of the turning speed according to the degree of compaction of the road surface is determined. In FIG. 15, the upper limit turning speed is ω ₀ , in FIG. 16, the upper limit turning speed is ω ₁ , and in FIG. 17, the upper limit turning speed is ω ₂ , and it can be seen that the upper limit turning speed increases as the degree of compaction increases. .

  As described above, the relationship between the degree of compaction and the turning speed for satisfying the target amount of extrusion is determined based on the correlation between the degree of compaction, the amount of extrusion, and the turning speed. As shown in FIG. The turning speed upper limit value on the route from to the point B can be calculated. Note that the target extrusion amount may be determined with reference to a standard value of the road surface height determined by, for example, a work quality management standard for civil engineering work. The standard value differs depending on the material to be compacted, the type of construction, and the request of the orderer, but it is generally within ± 50 (mm), and within several mm when emphasizing the flatness of the ground surface such as paved roads. Stipulated. In the present embodiment, as an example, a target within ± 50 (mm) is adopted. The calculated turning speed upper limit value is output to the guidance device 313 via the notification control unit 408, and is notified to the operator of the tire roller 100 via the display device (such as a monitor) of the guidance device 313.

<Turning speed measurement unit>
The turning speed measurement unit 406 obtains the current steering angle and running speed from the steering angle detection sensor 321 and the speed detection sensor 309, respectively, and substitutes them into the above (Equation 1) to calculate the current turning speed. .

<Turning speed comparison section>
The turning speed comparison unit 407 acquires the calculation result by the upper limit turning speed calculation unit 404 and the calculation result by the turning speed measurement unit 406, and compares these magnitude relations. The turning speed comparison unit 407 determines whether the current turning speed is equal to or higher than the upper limit turning speed based on the comparison result. Notify the operator of the alert. Note that an alert notification may be provided before the current turning speed reaches the upper limit turning speed. In this case, the turning speed comparison unit 407 integrates a coefficient (eg, 0.8 or 0.9) that is less than 1 into the upper limit turning speed as a safety factor, and determines that the current turning speed is equal to or greater than the integration result. Alert notification to.

<Notification control unit>
The notification control unit 408 converts various data output from the target route setting device 315, the compaction degree calculation unit 402, the upper limit turning speed calculation unit 404, and the turning speed comparison unit 407 into a format for notification, and provides a guidance device. The output is controlled to 313. When the guidance device 313 is, for example, a monitor, the notification control unit 408 arranges various data in accordance with a prescribed drawing layout and outputs the data to the guidance device 313. When the guidance device 313 is, for example, a speaker, it converts various data into audio data such as Japanese or a buzzer sound based on existing technology, and outputs it to the guidance device 313.

  FIG. 18 is a flowchart illustrating an operation example of the present embodiment. In the following description, the above-described grid identification information, the coordinate values of the grid in the compaction region, the number of times of compaction of the grid, the degree of compaction, and the upper limit turning speed are associated with each other for each grid. The following description is based on the assumption that the information is stored in

  The target traveling route acquisition process (S601) is a process in which the rolling frequency calculation unit 401 of the control device 312 acquires the target traveling route transmitted from the target route setting device 315. The vehicle position acquisition process (S602) is a process in which the rolling pressure number calculation unit 401 acquires the vehicle position transmitted from the vehicle position detection device 314.

  The process of calculating the number of times of compaction on the traveling route (S603) is a process performed by the number of times of compaction calculation unit 401. The number-of-rolling-pressures calculation unit 401 specifies a position in the rolling pressure region based on information on the target traveling route and the current vehicle position. In the present embodiment, both positions of the front rolling roller 107 and the rear rolling roller 108 are treated as representative positions of the vehicle. Each of these positions can be derived from the coordinate value of the GNSS sensor 105 obtained from the navigation signal of the navigation satellite and the distance (predefined value) from the GNSS sensor 105 to each roller.

  In addition, in step S603, the rolling pressure number calculation unit 401 further specifies a grid immediately below the specified roller position (= grid identification information; the same applies to the description below with reference to FIG. 18). The number-of-rolling-pressures calculation unit 401 specifies the traveling direction based on the information on the target traveling route, and determines the traveling direction by the length of the vehicle body lined up in the left-right direction perpendicular to the traveling direction (the front rolling roller 107 and the rear rolling roller 108 (For the length of the width in the left-right direction). Then, the number-of-compressing-rolls calculation unit 401 acquires from the storage device 352 the number of times of compressing so far, which is associated with each specified grid. Then, the rolling frequency calculation unit 401 updates the rolling frequency of the grid located immediately below each of the front and rear rollers by adding 1 to all of the obtained rolling times and storing the added value in the storage device 352 again. The rolling frequency calculation unit 401 stores the current rolling frequency in association with each grid in the construction area in this way. In addition, the number of times of rolling calculation unit 401 outputs the number of times of rolling of all grids in the rolling region to the notification control unit 408.

The process of calculating the degree of compaction on the traveling route (S604) is a process performed by the degree of compaction calculating unit 402. The compaction degree calculation unit 402 acquires the number of times of rolling of the grid immediately below each roller before and after updated in step S603 from the storage device 352. Then, the compaction degree calculation unit 402 calculates the compaction degree associated with the number of times of compaction for each grid based on the compaction test data 403 (see FIG. 8). For example, if the rolling pressure circuit number of the target grid to be processed is 2 times, compaction degree calculation unit 402 may be based on the correlation shown in FIG. 8, to obtain the S ₂ as degree of compaction of the grid. The compaction degree calculation unit 402 performs this processing for each grid immediately below each of the front and rear rollers, and updates the compaction degree stored in the storage device 352 with the compaction degree obtained this time. Further, the compaction degree calculation unit 402 outputs the compaction degrees of all the grids in the compaction area to the notification control unit 408, including the updated compaction degree.

The process of calculating the upper limit turning speed on the traveling route (S605) is a process performed by the upper limit turning speed calculator 404. The upper limit turning speed calculation unit 404 acquires the degree of compaction obtained in step S604 for each grid immediately below each of the front and rear rollers, and based on the degree of compaction and the correlation data 405 (see FIGS. 15 to 17). And the upper limit turning speed is obtained for each grid. If degree of compaction of the target grid to be processed is, for example, S _2, the upper limit rotation speed calculation unit 404, corresponding to the degree of compaction S _2, select the correlation data 405 shown in FIG. 17, the extrusion amount of the target value obtaining an upper limit value omega ₂ of the turning rate falls within 50 (mm) it is. The upper limit turning speed calculation unit 404 performs this process for each grid immediately below the roller, and updates the value of the upper limit turning speed stored in the storage device 352. Then, upper limit turning speed calculation section 404 outputs the upper limit turning speeds of all the grids in the rolling compaction area to notification control section 408, including the updated upper limit turning speed.

  The upper-limit turning speed calculation unit 404 further obtains a representative value (for example, the smallest upper-limit turning speed) from among the upper-limit turning speeds of the grid immediately below each roller. Upper limit turning speed calculation section 404 outputs a representative value of the upper limit turning speed to notification control section 408.

  The process of displaying the traveling route, the degree of compaction, and the upper limit turning speed data (S606) is a process performed by the notification control unit 408 and the guidance device 313. The guidance device 313 determines the travel route transmitted from the target route setting device 315 via the notification control unit 408, and the number of times of compaction, compaction degree, and upper limit turning speed of all grids in the compaction area. Display on the monitor along with the position. At this time, the notification control unit 408 adjusts the layout so that various data are graphically displayed in a map format in grid units, and the guidance device 313 displays the data. In addition, the notification control unit 408 performs layout adjustment so that the above-described representative value obtained by the upper-limit turning speed calculation unit 404 is also displayed in a separate frame in a text format, and the guidance device 313 displays this.

  The process of acquiring the current steering angle and running speed (S607) is a process performed by the turning speed measurement unit 406. The turning speed measurement unit 406 acquires the current steering angle from the steering angle detection sensor 321 and acquires the current traveling speed from the speed detection sensor 309.

  The process of calculating the current turning speed (S608) is a process performed by the turning speed measurement unit 406. The turning speed measuring unit 406 calculates the turning speed by substituting the current steering angle and running speed into the above (Equation 1).

  The process of comparing the current turning speed with the upper limit turning speed (S609) is a process performed by the turning speed comparison unit 407. The turning speed comparison unit 407 compares the magnitude relationship between the current turning speed and the upper limit turning speed (representative value). When the result is a comparison result indicating that the current turning speed is equal to or higher than the upper limit turning speed (S610: Yes), the turning speed comparison unit 407 outputs an alert notification command signal to the guidance device 313, and proceeds to step S612. If the current rotation speed is less than the upper limit rotation speed (S610: No), the process proceeds to step S612 without doing anything.

  The alert notification process (S611) is a process performed by the notification control unit 408 and the guidance device 313. When the notification control unit 408 receives the alert notification command signal from the turning speed comparison unit 407, the notification control unit 408 generates an alert mark image and a warning sound, and the guidance device 313 notifies the operator of this. Thereby, the alert notification for alerting can be performed to the operator.

  The determination process in step S612 is a process performed by the target route setting device 315 in the present embodiment. The target route setting device 315 determines whether the compaction work in the designated construction area has been completed. If not completed (S612: No), the process returns to step S601. If it is determined that the processing has been completed (S612: Yes), the processing of this flowchart also ends. As described above, the processing of steps S601 to S611 is repeatedly performed until the rolling work is completed, so that the operator can grasp the current number of rolling times, the compaction degree, and the upper limit turning speed in real time.

  As described above, it is possible to notify the operator of the turning speed upper limit value that does not roughen the road surface according to the degree of compaction of the road surface. Therefore, the operator can perform the steering operation so as to perform the turning operation within the notified upper limit value of the turning speed, and thus the rolling work with less degree of roughening of the traveling road surface can be performed.

When the operator attempts to perform steering exceeding the upper limit turning speed, the operation of the steering valve 318 may be restricted so as not to exceed the upper limit turning speed in order to suppress this. When the upper limit turning speed of omega _th, the running speed V of the tire roller 100, the distance between the front and rear wheels of the tire roller 100 is L, the maximum steering angle phi _th against the upper turning speed omega _th is above (formula Similar to 1), it is calculated by the following (Equation 2).
φ _th = (ω _th / V) × L (Equation 2)

Steering valve control unit 409 of the control device 312 shown in FIG. 19 inputs the alert signal from the rotation speed comparing unit 407, using the above equation (2) to calculate the maximum steering angle phi _th, a signal representing this number The included suppression signal is output to the steering valve 318. At the time of calculation using the above (Equation 2), a coefficient (eg, 0.8 or 0.9) smaller than 1 may be added to the upper limit turning speed _ωth as a safety factor in advance. Steering valve 318, entering the suppression signal, current rotation speed is not to exceed the upper limit rotation speed, i.e. the steering angle limit the operation of the steering valve 318 so that within the maximum steering angle phi _th.

[Second embodiment]
In the first embodiment, an example is described in which the correlation between the degree of compaction, the pushing amount, and the turning speed is used, but the pushing amount on the road surface also changes depending on the own weight of the vehicle. For this reason, in the case of a compaction machine, there are cases where the weight of a vehicle is adjusted by adding water, an iron plate, or the like according to the road surface material and compaction depth at the construction site. In the second embodiment, the correlation is investigated using the weight of the compacting machine as a new variable, and this is used. Thus, various data can be obtained with high accuracy by taking the vehicle weight into consideration.

  20 and 21 are diagrams showing the relationship between the upper limit turning speed and the amount of extrusion for each number of times of compaction. FIG. 20 is a diagram where the number of times of compaction is one and FIG. 21 is two. . FIGS. 20 and 21 correspond to FIGS. 16 and 17 of the first embodiment, respectively, but show the case where a tire roller having a larger vehicle weight than the tire roller 100 of the first embodiment is used. The relationship between the upper limit turning speed and the pushing amount is shown. 20 and 21, as comparison objects, curves of the correlation of the tire roller 100 of the first embodiment shown in FIGS. 16 and 17 are indicated by broken lines, respectively.

  The examples of FIGS. 20 and 21 show that when the vehicle weight is increased, the correlation curve falls, and the upper limit value of the turning speed increases accordingly. This is presumed to be because the degree of compaction in one rolling operation increases as a result of the increase in the vehicle weight, resulting in a solid road surface, which reduces drag on the road surface layer and changes in terrain. Therefore, in the examples of FIGS. 20 and 21, when the vehicle weight is increased, the upper limit value of the turning speed is also increased accordingly. In addition, depending on the characteristics of the soil on the surface of the road surface, the climate of the construction site, the weather on the construction day, etc., there may be a case in which even if the weight is increased, the compaction degree per operation is not significantly affected. In this case, the dragging of the road surface layer and the change of the terrain tend to increase due to the increase in the vehicle weight, and consequently, the correlation curve of the tire rollers having a light weight falls more than the examples in FIGS. .

  FIG. 22 is a block diagram of a control device 312 according to the second embodiment. In the correlation data 405A of the second embodiment, correlation data (correlation data between the degree of compaction, the pushing amount, and the turning speed) is further provided for each vehicle weight. That is, in addition to the correlation data 405 (FIGS. 15 to 17) shown in the first embodiment, the correlation data 405A also has the correlation data of FIGS. 20 and 21 having different vehicle weights. The upper limit turning speed calculation unit 404A of the second embodiment acquires the weight value of the own vehicle registered in the storage device 352 in advance, and extracts correlation data corresponding to the weight value from the correlation data 405A. To get. The rest of the hardware configuration, block configuration, and operation are the same as in the first embodiment.

  In the above-described first and second embodiments, the tire roller is used as the rolling machine. However, the present invention is not limited to this, and can be widely applied to other rolling machines such as macadam rollers and small rollers. .

  By displaying various data such as the number of times of compaction in real time for all grids in the compaction area as in this embodiment, it is possible to grasp the progress in a unified manner. In addition, it is possible to grasp places where the number of compactions does not satisfy the regulation.

  As described in detail above, according to the present embodiment, it is possible to reduce the degree to which the ground surface is roughened due to the turning operation during the rolling work.

  Note that the present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above. In addition, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added to the configuration of another embodiment. Also, for a part of the configuration of each embodiment, it is possible to add, delete, or replace another configuration. In addition, the above-described configurations, functions, processing units, processing means, and the like may be partially or entirely realized by hardware, for example, by designing an integrated circuit. In addition, the above-described configurations, functions, and the like may be implemented by software by a processor interpreting and executing a program that implements each function. Information such as a program, a table, and a file for realizing each function can be stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

100: Tire roller 101: Frame 102: Cover 103: Body 104: Roof 105: GNSS sensor 106: Roller indicating yoke 107: Forward rolling roller 108: Rear rolling roller 109: Handle 110: Seat 111: Forward / reverse lever 112: Pedal 113: operation console 200: management system 212: control device 301: accelerator pedal 302: ECU
303: Engine 304: Hydraulic pump for charging 305: Hydraulic pump for steering 306: Hydraulic pump for traveling 307: Hydraulic motor for traveling 309: Speed detection sensor 310: Servo cylinder 311: Forward / reverse switching valve 312: Control device 313: Guidance device 314: Vehicle position detection device 315: Target route setting device 316: Brake valve 317: Brake device 318: Steering valve 319: Steering cylinder 321: Steering angle detection sensor 322: Steering angle detection sensor 323: Brake pedal 401: Number of times of compression Unit 402: compaction degree calculating unit 403: test data 404, 404A: upper limit turning speed calculating unit 405, 405A: correlation data 406: turning speed measuring unit 407: turning speed comparing unit 408: notification control unit 409: steering valve control unit

Claims (5)

A rolling machine,
A rolling roller that rolls by contacting the ground surface of the construction target area;
A vehicle position detection device that detects a current position of the compaction machine,
A target path setting device that acquires information on a movement path of the compaction machine in the construction target area,
A control device that calculates an upper limit turning speed when the amount of extrusion of the ground surface generated by the running operation and the steering operation of the compacting machine being related to each other reaches a specified upper limit value,
A guidance device for notifying the upper limit turning speed,
The control device includes:
The number of times of compaction by the compaction machine is calculated for each local area in the construction target area based on the current position detected by the vehicle position detection device and the information on the travel route obtained by the target route setting device. A rolling compaction frequency calculating section,
The number of times of compaction for each local area calculated by the number of times of compaction calculation unit, and the first correlation data that is stored in advance in a storage device and represents a correlation between the number of times of compaction and the degree of compaction. A compaction degree calculation unit that calculates a compaction degree for each local region,
The compaction degree calculated by the compaction degree calculation unit and the second correlation data stored in advance in the storage device and representing the correlation between the compaction degree, the extrusion amount, and the turning speed. An upper limit turning speed calculation unit for calculating an upper limit turning speed of the pressure machine at the current position,
A notification control unit that outputs the upper limit turning speed calculated by the upper limit turning speed calculation unit to the guidance device,
A rolling machine comprising: The compaction machine according to claim 1, further comprising:
A speed detection sensor for detecting a running speed of the compaction machine,
A steering angle detection sensor that detects a steering angle of the compaction machine,
The control device further includes:
A turning speed measurement unit that calculates a current turning speed from a traveling speed and a steering angle obtained from the speed detection sensor and the steering angle detection sensor,
Compare the current turning speed calculated by the turning speed measurement unit and the upper limit turning speed calculated by the upper limit turning speed calculation unit, and when the current turning speed is equal to or higher than the upper limit turning speed, A turning speed comparison unit that outputs an alert notification to the guidance device via a notification control unit. 3. The compacting machine according to claim 2, further comprising:
Having a steering valve to control the steering angle of the compacting machine,
The control device further includes:
When an alert signal output when the current turning speed is equal to or higher than the upper limit turning speed is input from the turning speed comparison unit, a steering that limits the operation of the steering valve so as not to exceed the upper limit turning speed. A compacting machine having a valve control unit. The compaction machine according to claim 1,
The notification control unit of the control device, for every local region in the construction target region, the number of compaction, compaction degree, to obtain any or all of the upper limit rotation speed, output to the guidance device,
The rolling machine according to any one of claims 1 to 3, wherein the guidance device displays any or all of the number of times of compaction, the degree of compaction, and the upper limit turning speed for each of the local regions in the construction target region. The compaction machine according to claim 1,
The storage device further stores the second correlation data according to the vehicle weight,
The upper limit turning speed calculation unit further obtains, from the storage device, a weight value of the compacting machine defined in advance, and among the second correlation data, correlation data corresponding to the obtained weight value. Wherein the upper limit turning speed is calculated using the extracted value.

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